Category Archives: reviews

We tried it: Burley Travoy

travoy

Our Burley Travoy, ready for the market

This may well be the most-delayed review I’ve ever written. We got a Burley Travoy for Christmas in 2011, and have used it regularly for 3.5 years. It is sort of a stealth accessory, because it’s not exclusively used on our bikes. It is a multipurpose urban hauler.

The Travoy made a bit of splash when it first came out several years ago, because it was the first trailer with an advertising campaign that suggested that people wearing suits might use it while biking to the office. Ride a bike to work in a suit? What kind of craziness is that? Although to be honest, even though I totally ride to work in dress clothes, the commute to work is one of the few things for which we’ve never used the Travoy. Anyway, since then it seems to have faded somewhat from the cargo hauling consciousness. There are reasons for that, but I think the Travoy is somewhat underappreciated, just like my favorite bicycle accessory of all time, the bungee net. Granted, it is many times more expensive than a bungee net, but in its defense, it can do a lot more. Six word review?

Burley Travoy: goes anywhere, hauls anything*

*except a box spring, the bête noire of all family bikers

What I like about the Travoy

  • It hauls anything. I mean, not ANYTHING, not a house or a car, because physics, but pretty much anything you might actually need to haul. Groceries and work supplies like laptops, duh, but
    This is how we got around at Camp Mather.

    This is how we got around at Camp Mather.

    that is just the beginning. There are photos all over the internet of people hauling bikes on Travoys, full-size bikes, not just Bromptons (which fit nicely). Boxes bigger than actual human beings are no problem, there are straps for that. I have been obsessing somewhat over disaster preparation ever since I took the SF Fire Department’s NERT (Neighborhood Emergency Response Team) training, and a Travoy would be worth its weight in platinum in any kind of post-disaster scenario. When we went to Camp Mather last summer, which is a car-free and sometimes off-road environment, I used the Travoy every day to ride from our cabin to the lake. It attached to the Brompton and typically carried: two umbrella chairs, a pop-up sun tent, multiple pool toys, books, sunscreen, 4 water/wine bottles, 4 bag lunches, 4 beach towels, 4 changes of clothes, and so forth, plus whatever random rocks and other crap my kids snuck in there when I wasn’t looking. We have a habit of pushing right to the edge of the 50 item checkout limit at the library, and we all have our own library cards. Although I suspect that the resulting loads fall somewhat beyond the Travoy’s official 60 pound (27 kilo) capacity, it has never had issues carrying them. I would probably not attempt larger furniture items, but who knows.

  • When I say it hauls anything: yes, that includes a kid. IMPORTANT: carrying your child on a Travoy will unquestionably void any express or implied manufacturer’s warranty, because Burley specifically tells you not to
    How to void your warranty (photo used with permission)

    How to void your warranty (photo used with permission)

    do that. But let’s face it, just like every other family biker, I push bicycles and bicycle accessories far, far beyond their suggested use cases. I was once cautious like every other newbie, but life happens, and one day you find yourself in a position where you need to carry a kid in the front basket or on a cargo trailer, and then it happens again, and sooner or later you realize that the universe is full of surprises and you might as well roll with them. So now I test upfront for all the stupid stuff I know I’m eventually going to do with the bike/accessories, rather than facing disappointment later on when I’m desperate. Would this be a good option for a daily commute? Absolutely not. Would I strap an infant car seat on the Travoy? Hell no. Can I imagine doing it when I had an unplanned kid pick up one day? Yes, I can. So anyway yes, this can be done, and yes, it will also almost certainly inspire some drive-by parenting, but then again, what doesn’t?

  • It attaches to nearly any bike. Longtail decks are a maybe (I have been told that it’s doable but would require either extreme handiness or the assistance of a local bike shop) and for obvious reasons it cannot be used in combination with a trailer or trailer-bike. The Travoy ships with a seat-post clip-in attachment; this is what we use on the Brompton. You can also buy a Burley clamp and attach it to a rear rack; this is how we had it set up on the Breezer.
  • The Travoy can be used as a hand cart. It is designed for this, as the bike attachment can be folded down, leaving a nice padded pull bar that is so comfortable to hold
    Fold down the bike attachment and you can push or pull it with this handle.

    Fold down the bike attachment and you can push or pull it with this handle.

    that our kids fight over who gets to pull it when it’s unloaded. Since we moved last year, this has become our primary use for the Travoy, because our new place is one block away from the farmers’ market. We used to ride to the market but given our new location we can walk there in roughly the same time it takes to get the bikes out of the garage. If you are city people, as we are, you have already seen people hauling their shopping around in folding metal hand carts, because in major cities only crazy people shop by car and trying to carry 3-4 bags of groceries in your arms or a backpack is excruciating. Anyway, you can buy cheap hand carts that break after a few months for $20 in Chinatown, or you can spring for $100 versions that will last for years. Or in our case, you can glance at the Travoy sitting next to the bikes and realize you already have a hand cart. Bonus: the big air-filled wheels mean that it can be dragged up staircases fully-loaded, something traditional folding hand carts resist strenuously.

  • There are bags and straps for various stuff-hauling scenarios, and the clip system that attaches them is very clever.
    A closeup of the clever clip for attaching bags (four per bag)

    A closeup of the clever clip for attaching bags (four per bag)

    It comes with a bag that can carry the folding Travoy or be attached to the unfolded trailer. Given our regular farmers’ market run, we eventually got the shopping bags; a small bag on top holds fragile items like berries and flowers, and a large bag on the bottom holds heavy stuff. Apparently these bags aren’t big sellers because we got them for like half-off, but they are great. There are travel bags that are somewhat more insulated for laptops or checked luggage, and waterproof roll-top bags for some reason, I don’t know why. You can use the two included straps to hold large boxes; bungees are also an option.

  • The Travoy folds up into a tiny package, which can be dropped into the included bag. This is especially nice for those of us who live in cities where real estate prices exceed $1000 per square foot, but it’s not unwelcome
    Push the button in the middle and the wheel pops off.

    Push the button in the middle and the wheel pops off.

    in any scenario. Bike storage can be a hassle, especially cargo bike storage. We have two kids, a ridiculously large garage, and we do not own a car, so bike storage is a no problem for us personally. However if we had one kid and lived in a tiny walk-up apartment with no garage or storage, as we did when we first came to San Francisco, the Brompton + Pere seat + Travoy combination would be a category-killer, because together they take up less space than a folding metal hand cart. Actually, as regular readers know, I have regularly carried two kids on our Brompton; one on the Pere seat and one standing on the rear deck. You could easily stick the whole kit behind the front door. Alternatively, our old landlord let people keep trailers and strollers in the building lobby. The folding mechanism is very clever, however it is definitely a two-handed operation only suitable for the able-bodied. Our son (9 years), for example, does not yet have the hand strength to push the side buttons in simultaneously to collapse each portion of the trailer; those with limited hand strength might need to find another trailer or leave it in the open position permanently. The buttons on each axle that pop the wheels off, on the other hand, are extremely easy to operate.

  • At less than 10 pounds (4.5 kilos) unloaded, the Travoy is light enough to carry anywhere. What’s more the fact that it leans over while in use gives it an extremely small footprint, and it’s narrower than the handlebars on our bikes. This is not a trailer that you have to worry about threading through traffic pinch points or the (sadly necessary) bollards blocking the entrances of multi-use paths to cars.
  • There are multiple grab points on the trailer in both the open and closed positions, as I alluded earlier. Flip down the bike attachment point and the Travoy becomes a hand cart (bags attached) or hand truck (bags
    The hand truck mode, no bags

    The hand truck mode, no bags

    detached). Fold it down at the center point and fold up the bottom plate and it can be carried in one hand like a briefcase.

  • The Travoy can be operated with flat tires. It is pathetic that I can testify to this, but in my defense, I know I’m not the only Travoy owner who sometimes forgets to pump up the tires. More than once I have found myself griping about the Travoy’s poor handling, only to discover when I got home that both tires were completely flat. Ignoring routine maintenance on this trailer will affect the handling, but it will still work.
  • Attaching and detaching this trailer on to and off of the bike is simple and secure. All you have to do is place the hole over the pin and drop it in. It is held in place by a spring-loaded arm, and having taken this trailer off road, I can report that it will not shake loose even under rough conditions. To release it, pull back the spring arm and lift up the attachment point. Because of the geometry, it is easy to lift the trailer off the attachment point even when fully loaded, because the tires hold all the weight. Easy peasy.

What I don’t like about the Travoy

  • The Burley Travoy is more over-accessorized than Batman. This is confusing and annoying. It comes with one bag, which you can store the folded trailer in, and pretty understandably, most people think that that is all that there is. However there are additional shopping bags and travel bags and waterproof bags, and at least the shopping bags are far better designed for carrying stuff than the included trailer bag. They are so much better designed, in fact, that I think that they should be included with the trailer. I see no point to the travel bags; other user reviews have noted that Burley is not a luggage manufacturer and that parts like the shoulder straps are uncomfortable. It would be more useful to be able to buy clips that allow you to attach any bag you already own to the Travoy, yet to the best of my knowledge these don’t exist. I have no idea what purpose the waterproof bags serve; I have yet to meet anyone who has one. Similarly, the Travoy comes with a couple of tie-down straps, and you can buy more tie-down straps, and it comes with a seat post attachment, but you can buy a rear rack clamp if you have a child seat or whatever on the bike and can’t reach the seat post from behind, and so on, and even trying to write all this stuff down gives me decision fatigue despite the fact that I am a researcher by inclination, training, and profession.
  • The kickstand is wretched. A friend calls it “the penis stick,” which, yes, it does resemble, noting that “you can’t use it as a leg.” With extended use, some people’s kickstands break off. Ours has remained attached, but it
    This kickstand is not entirely useless, but it is the weakest point on the whole trailer.

    This kickstand is not entirely useless, but it is the weakest point on the whole trailer.

    is unreliable, and will sometimes collapse unexpectedly when we try to balance the Travoy on it. Is it a deal-killer? No, it’s not the end of the world if the trailer tips over. Is it as annoying as heck? It definitely is. The kickstand would be bombproof if it were welded into position and didn’t fold away, like on every other folding hand cart in the known universe. Having the kickstand extended permanently wouldn’t really affect how small the trailer folds away so it’s basically another case of unnecessary “features.”

  • The trailer bag that is included with the Travoy, when it is attached to the trailer to carry groceries or whatever, tends to scrape against the wheels. That is because, unlike the shopping and luggage bags, the trailer bag has no rigid internal structure. If you drop three bunches of carrots in the bag, they fall right to the bottom and once the trailer is tilted back to be pulled, they often shift and rest on the edges of the wheels. This is part of the reason that I failed to notice the tires had gone flat so many times; when the trailer bag is filled on the Travoy, I learned to expect poor handling because of the wheel scraping. If you notice it, you can sometimes rearrange the bag’s contents around a little bit and get them off the wheels for the remainder of your trip. Since we moved to using the shopping bags almost exclusively, this is no longer a problem. However this solution requires buying extra bags.
  • Although the folding mechanism is clever, each folding point can be sticky. This seems to be somewhat random; sometimes they pop right into action, and sometimes you have to poke around for a while.
  • The trailer attachment point sticks sometimes, particularly on the Brompton, which holds the Travoy at a slightly different angle than Burley seems to have intended. The same issue would arise for short riders on properly-fitted bikes and for children. To attach and detach the trailer from the Brompton, I sometimes have to lift the bike a couple of inches off the ground.
  • Technically the Travoy can only carry 60 pounds (27 kilos). Given that we’ve owned ours long enough that any warranty has long since expired, I’m comfortable sharing the fact that in our experience, it can carry much more. Nevertheless, do this at your own risk. Similarly, Burley doesn’t really support people carrying anything but its designated bags on the Travoy, which underestimates its true capabilities.
  • The Travoy, yee-argh, it’s kind of expensive. Maybe this would feel less painful if you were already planning on dropping a Benjamin on a folding hand cart, but still. The current list price is $300, although it goes on sale sometimes (we bought ours years ago and paid a lot less than that; seeing the current price was an unpleasant shock). What’s more the Travoy is almost as hard to find used as a Brompton child seat, because it’s both useful and easy to store, so no one has any reason to get rid of one once they have it. It’s definitely an investment kind of accessory. We have no regrets because after all the years we’ve owned it, the cost is fully amortized plus it’s got years of use left, but you know, our kids’ bikes cost less than that. Plus there are the endless potential accessory purchases as well. On the other hand, as always, it’s cheaper than a car.

So the Burley Travoy: we like it and we’d get it again, despite the fact that figuring out the accessories gave me a headache and despite the annoyance of having it tip over sometimes. The Travoy folds up like origami and can haul virtually everything we need. We are moving out of the years when going somewhere with our kids requires dragging along an obscene quantity of stuff, so our use has declined, but it we still take weekly trips to the farmers’ market and the library, and as a result, our Travoy more than earns its keep.

 

 

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Filed under Brompton, car-free, cargo, reviews

We tried it: Faraday Porteur

It's not just a bike, it's also a coat rack.

It’s not just a bike, it’s also a coat rack.

Our kids are getting older, and as a result, I can imagine something that was previously kind of unimaginable, which is riding a bike that’s not actually a cargo bike. Late in 2014, this dream drew a little closer to reality, because Faraday Bikes was offering its bikes for a week’s free test ride to anyone who asked. And I asked. Poor Matt ended up being the solo kid hauler for that week, as I gleefully rode through the city childfree. He was glad to see it go, but not me. I have seen the future.

The Faraday Porteur grew from a concept city-bike to a Kickstarter campaign to a real company, a journey that is as desirable as it is unlikely. The Porteur is an assisted bike, and I first saw it in 2012 in a furniture store, as the company had zero connections to actual bike shops at the time. Checking out a bike in a furniture store brought home the inherent difficulties involved in buying any bike, let alone an assisted bike, without local bike shop support. The woman selling sofas had no idea how the bike worked and had lost the brochure. It didn’t inspire a lot of confidence. Now you can buy the Faraday Porteur in real bike shops, including locally at The New Wheel, which pretty much lives by the mission statement of selling not-crappy bikes. This does inspire confidence. Throughout it all, it has remained a bike unlike any other. Six word review?

Faraday Porteur: It’s the cool bike.

A long time ago, I was reading advice on what bike to buy. The article is now lost to the internet wayback machine, but it said that when you go looking for bikes, there is often the bike that you think that you should buy, because it’s the practical or affordable choice, and the bike that you want to buy, the cool bike, which is the bike you desire whether or not it’s practical or affordable. And the author said: “Buy the cool bike.” Why? Because you’ll ride the cool bike, and not leave it in the garage, wishing that you were on the cool bike. Your definition of a cool bike will change over time and in different circumstances. We are still in the stage of our lives where our Bullitt is the cool bike, although for most people, it might better be described as the “slack-jawed disbelief” bike. In general I think “buy the cool bike” is excellent advice. And I can say one thing for sure after a week on the Faraday Porteur: whatever its weaknesses (all bikes have weaknesses), EVERYONE thinks it’s the cool bike. Do I want this bike? Heck yes. I have lust in my heart for this bike. For my needs, it’s not yet perfect, but I am still in the kid-hauling years, so I figure they have time to work out the last few kinks for me. I know from talking to the company representatives when I dropped off the bike that some of the changes I would make are already in progress.

Charging in the garage.

Charging in the garage.

It is difficult to describe people’s reactions to this bike, but I will try. Like the Bullitt, the Faraday is not necessarily the best bike for shy people. For the week that I rode it, I was the most popular that I have ever been. I suddenly found my road-racing neighbor casually hanging out by the garage. Our block is surprisingly cargo-bike heavy, with an Urban Arrow to one side of us and a Frances on the other, but this particular neighbor, notwithstanding our mutual respect and fondness, views all our cargo bikes with what I would describe as fascinated horror. His interest is in road bikes, and he has lovingly rebuilt over a dozen of them, each of which cost more than our entire bike stable, and he rides them exclusively for athletic reasons. Yet every morning that I had the Faraday, he was there when I left home and arrived home, asking questions about it. “That is a really nice bike,” he’d say. On the last day that I had it, he took pictures. When I got to the office with the Faraday, I was far too paranoid to leave a loaner bike at the racks, so I rode up with it in the elevator and parked it in my office. And during that week, there were always, mysteriously, a half-dozen people who’d struck up conversations next to my office door around the time I came in and when I left, who also quizzed me about the bike. My more self-confident colleagues wandered into my office pretty much at will to ask questions about it. Heads turned when I was riding. When our cousins came down from the North Bay for the weekend, I had one of them try it and he yelled as he rode, “This is AWESOME! AWESOME!” I imagine this is something like your life if you are a supermodel. It would probably settle down in time, but it was absolutely fascinating. And yes, it was kind of gratifying.

Let’s be real: as a full-time cargo bike rider, I am biased to gush about any bike that is lighter than a Bakfiets, because for me, riding a normal bike is like suddenly losing 50 pounds, quite literally. However, I am not the only person who really, really likes this bike.

What I liked about the Faraday Porteur

  • The Faraday Porteur is beautiful, and I am as vulnerable to the allure of this bike as anyone else. Everything about it looks intentional. Even the wires match the frame. The handlebars support a controller for the assist
    Faraday pileup at the shop.

    Faraday pileup at the shop.

    as well as the usual collection of shifters and brakes and so on, yet it was the cleanest cockpit I have ever seen. Just looking down at it while riding was aesthetically gratifying. Yes, having a gorgeous bike is a luxury, and bikes don’t have to be lovely to be useful, but I can testify now that with a bike this beautiful and practical, I found myself making up useless errands to run so that I could ride it more often. “Sure, I checked the hold shelf at the library once today already, but I should check it again, because you never know.” I found myself dreaming up stuff like this despite the fact that we sold our car in 2012 and so we already ride our bikes everywhere all the time. I would cheerfully have ridden this bike all day long if I could have figured out a way to skip work and arrange child care.

  • The Faraday is extremely easy to ride, and intentionally so. The swept back handlebars are a comfortable width, the Brooks saddle (which is standard) is the choice of those who are picky about those things (I am not, but I like it too), and the gearing relies on a smooth-shifting internal hub that allows you to change gears even when stopped. I typically test-ride cargo bikes, and they all have learning curves to some extent, so maybe I’m overselling this, but it was just so fantastically simple.
  • This bike is both lightweight and balanced. This is probably my cargo bike experience talking again, but I could not get over how cool it was to be riding an assisted bike that I could pick up and carry up the stairs without a second thought. The balance of the bike makes this easier; the assist is on the front wheel and the internal gears are on the back wheel, so you can pick it up by the top tube(s) and it hangs evenly thanks to the equal weight on both wheels. This is not something that I have ever seen any other manufacturer of any bike worry about. It is one of the many thoughtful design features that made me think, “This is so obvious and yet no one has ever done it before.” Not everyone has the ambition to carry their bikes up the stairs, but being able to lift it up easily is also really handy for parking the bike in random places and tight racks that are normally completely out of the question for assisted and/or cargo bikes.
  • The ride is so smooth. Riding a bike in San Francisco comes with a certain amount of jostling, because many streets are poorly maintained. There are potholes galore, and riding over broken glass is a daily experience. On my normal routes, I now automatically hop out of the saddle at the worst points and even the kids know to brace themselves at certain intersections. Well, for one glorious week I said goodbye to all of that, because the Faraday eats potholes for breakfast. I was whizzing down McAllister through its endless ongoing construction one morning at full speed and barely even noticed the giant gaps in the asphalt. When I finally realized that I wasn’t getting bumped, I started aiming for them for a few blocks to prove the point to myself (sorry, Faraday, I’m sure that wasn’t great for the bike). God, it was awesome.
  • The electric assist, which is standard on the Faraday, is the smoothest assist that I have ever used. Also people don’t even notice it’s there unless you tell them. It is a pedal assist, and activated by torque, yet it feels different from traditional pedal assists because the motor is in front. What’s more, it is truly silent. The Faraday is frequently compared to Apple products, which is a fair comparison, because it doesn’t go in for a lot of unnecessary features: the assist controller is a physical toggle: Off/Low/High, and it shows a battery gauge, the end. You could use it blindfolded. When the assist is on, you feel like you are a superhero, but you can’t always feel it come on, because it never jerks, it just sort of slides into place as you’re moving along. I assume that they spent a lot of time developing this. It is another one of those thoughtfully engineered things that made me feel like the Faraday was almost a different species of bike.
  • This is an assisted bike, but you don’t need to use the assist. Typically an electric assist bike is carrying so much extra weight in the form of the battery and the motor that it can be unpleasant to ride without keeping the assist on at the lowest level. This is particularly true given that assisted bikes tend to be used to carry lots of stuff. However on the Faraday I found myself riding with the assist off most of the time. I flipped it on to go through big intersections and up hills, but kept it off when riding on flat streets or mild hills, because I didn’t need it. The Faraday staff wanted me to tell them, when the week was over, how much range I had been able to get out of the bike, and I was honestly unable to answer the question, because I spent so much time riding it with the assist off that I never ran down the battery before I made it home to recharge it, even after the couple of times when I forgot to plug it in overnight. I had range anxiety before I rode the bike, because the battery seems underpowered from the specs, but ultimately the issue never came up.
  • Although the Faraday is not billed as a cargo bike, it can easily carry a ton of stuff. Even back in 2012, when it was a Kickstarter campaign, it had a frame mounted front rack, so the steering wasn’t affected when you threw stuff in the basket. That front rack is still there, and it’s beautiful, bombproof, and laughably easy to take on and off. The only thing I would add to it is a matching cargo net, the best bicycle accessory ever, but mine sort of clashed with the white bike because it’s black. I was getting very picky about aesthetics after a week on this bike. They have a matching bungee cord for the front rack but a bungee cargo net is better. Faraday also offers a rear rack now, and if I were getting this bike, I would get neither or both, because putting just one of them on messes with the balance of the bike and makes it more of a hassle to carry. Who am I kidding, I would get both, the bike is plenty light enough to handle the weight and they’re so practical. The front rack can carry everything I needed in a workday. The rear rack would allow you to bring home a cart full of groceries as well.
  • This was my first experience riding a bike with a belt drive, and I am now a fan. No chain = no need for a chain guard. You can wear normal clothes and ride this bike.
  • The lights are integrated into the bike and they are always on when the bike is on, just like cars in Canada (and they stay on whether or not the assist is on). What’s more, if you decide to get the front rack, there is an option to mount the light on the front of it, so you can pile all kinds of stuff on the rack and still see where you are going. I found the lights to be plenty bright even for night riding on the unlighted paths of Golden Gate Park. This is a great commuter feature and much too rare, even on other assisted bikes.
  • The bike comes in different frame sizes, for those of many heights. At 5’7” I was, as usual, on the medium frame, but I have heard that people who are 5’4” can also ride that size, which suggests that the small frame may be suited to even the shortest among us. My road-racing neighbor, who is well over six feet tall, was really too tall to ride my medium frame bike, but I saw a similarly-sized rider at Faraday on a large frame.
  • How much does it cost? $3500. There aren’t really any options other than the front and rear racks that would change that price, and demand is such that it’s not likely to go on sale. For what Faraday is offering, which is an assisted bike made with exceptionally good parts, the price is reasonable. Yet like all assisted bikes that you would actually want to ride, it is definitely not cheap. (Unless you are used to buying expensive road bikes. Then you will laugh and tell me that it is a steal.)

What I didn’t like about the Faraday Porteur

  • I was terrified that it would be stolen. Seriously, I have never spent so much time worrying that I would lose a bike, and I don’t usually ride beater bikes. This bike is so appealing that the thought of leaving it at a bike rack gave me palpitations, and so I found myself making up errands only for situations where I could bring the bike inside or watch it from inside. I parked it my office most days, which doesn’t really bother anyone, but then I worried about it all through that week’s fire drill. Although, as mentioned, I have lust in my heart for this bike, one of my most serious reservations about the prospect of buying one is whether I would have the nerve to ride it and park it in many parts of this notoriously-bike-theft-prone city. This sounds kind of ridiculous as a downside (“I dislike that it’s so desirable”) but it’s a real issue.
  • In its current form, the Faraday is not a kid hauler. This is true even though with the new rear rack, it is entirely possible to put a Yepp Maxi on the back of the bike. However just because it is technically possible does
    Faraday with Yepp.

    Faraday with Yepp.

    not mean that it is a great idea. There are a number of issues that make riding with a Yepp Maxi kind of a non-starter. First is that the assist is really designed to haul one person (more on that below) and on steep hills, I suspect that it would be a struggle to carry a kid as well, even with the assist on high. Obviously for already-strong riders this isn’t an issue, but for many people it would be. Second is that the Porteur has a high horizontal top tube, so it’s designed to be mounted by swinging your leg over the back. With a Yepp seat on the back that’s impossible. I tried swinging my leg over the top tube as an experiment, which is how we get on and off our Bullitt and EdgeRunner, and it was, to say the least, not easy on this bike. The tube is just too high to make that move comfortable, and it kept clipping my shoe at the heel, which knocked me and the bike over a couple of times. With a kid strapped in the rear seat, that would be seriously scary. The Yepp Maxi actually having a kid in it raises a couple of other issues. Most annoyingly, the power button is placed right below the rider’s saddle, directly within reach of a Yepp-encased toddler’s hands. And the power button has a cool light that goes off and on when you press it. I don’t know any kid in the entire world who could resist turning the bike on and off and on and off and on and off and on and off and on and off as you rode, no matter how dramatically they were threatened. That makes having an assisted bike kind of pointless, and possibly dangerous. What’s more, the Yepp seat blocks the taillight, so riding with it at night would be a bad idea unless you clipped on an aftermarket light. It’s clear that the idea of adding a child seat is still very much in development at Faraday. They are developing a bike with a step-through frame that deals with a number of these issues at once. If I really wanted a Faraday as a kid-hauler I would wait for the step-through model or use a front seat (something like the Oxford Leco might work on this model).

  • The assist lacks pickup. This came up most often at intersections, when I really wanted a boost button. Honestly I didn’t feel that there was much difference between the low and high settings of the assist, so I would have preferred that the toggle be Off/On/Boost instead of Off/Low/High. And here is the San Francisco-specific concern: on steep hills, the assist felt underpowered, even with just me on the bike. I was very surprised, because this bike was designed in San Francisco, but on my first trip up Page Street (which I rode up from Market Street to Golden Gate Park, and which involves a surprising amount of elevation gain), I was working harder than I had expected I would. Honestly, I didn’t mind that much in the end, because it wasn’t overwhelming, and I appreciate having to work to go up hills sometimes. Exercise is healthy. However the assist is definitely not a hill-flattener. I was not particularly laden at the time, but if you added another 30-50 pounds of live child weight the effort involved would be even more noticeable. This for me is not a deal-breaker, but I definitely thought it was a missed opportunity.
  • The riding position on the Faraday is too aggressive for a commuter. The handlebars are too low. It was such a disappointment. When riding in the city it makes sense to be very upright, so you can see over the cars. That is why recumbent bikes in San Francisco are as rare as emeralds. Yet despite the swept back commuter style bars on the Faraday, I was hunched over riding this bike, like it was designed for a triathlon or something. A stem extender would be non-negotiable if I were going to ride this bike regularly (this is actually already in development for the step-through model at least, I saw it on the demo bike).
  • To my astonishment, I had occasion to test the fenders with more than my eyeballs, as I had this bike during the one week that it actually rained in San Francisco since forever. The rear fender is too short. I ended up with a stripe of mud on the back of my jacket to prove it (according to people in rainier locales, they are also too narrow). The fenders are bamboo, and beautiful, and this issue would probably never come up again for me personally, but if you live in a place where there is precipitation, you will want longer fenders.
  • Initially I blamed myself for this: I broke the kickstand, which is a Pletscher double. Then I found out that everyone who uses the Pletscher has broken theirs at least once. Some people have even broken multiple Pletschers. It’s a cool-looking kickstand, but given the quality of the rest of the parts, this bike should have something better. An Ursus Jumbo would be a much more solid choice.
  • Speaking of missed commuter opportunities, the Faraday has no bell. Yes, you can get an aftermarket bell, but on a bike where even the wires match the frame, not including a matching bell is a bizarre oversight. I really missed having a bell on a few occasions when I was nearly doored.
  • As mentioned above, the power button is poorly placed, as it is underneath the saddle. It’s horrible if you’re trying to carry a kid in back, who would mess with it, but it’s not great even if you’re not, as you have to dismount to turn the bike on if you forget to do it before you start riding. I did that a couple of times, as I was riding without the assist on so much of the time. I would realize that the lights weren’t on, or I’d hit a hill and suddenly, “Dang.”
  • The battery on the Faraday is enclosed in the down tube, so it can’t be removed for charging. For me personally it wasn’t a huge issue, because we ran outlets to our garage, and I just plugged it in there. If you keep your bike inside, which given the theft risk isn’t a bad idea and given the relatively light weight isn’t impossible to imagine, it’s also not a big deal. However there are several situations where this could be a real hassle. Moreover, the question of what to do when the battery needs to be replaced is unclear to me. The battery does have a two year warranty, which is about as good as it gets with assisted bikes. I would want to know more about this question before buying the bike.
  • Like all assisted bikes, at $3500, it is not cheap, even if it is a good value for the money.

This is not the time in my life when I would get a bike like the Faraday Porteur. However that time will come before too much longer, and I already want one. There are bikes that you ride, and even though they’re not perfect, you say, oh to heck with it, I want it anyway. I want to kick my kids off our bikes and get this bike. I loved the Faraday Porteur. It’s totally the cool bike.

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Filed under commuting, electric assist, family biking, reviews, San Francisco

We tried it: Bike Friday Haul-a-Day

Nice color.

Nice color.

Last year in Portland, we had a chance to test-ride a new midtail: the Bike Friday Haul-a-Day. Midtails are not particularly common yet, even in the still-rarified world of cargo bikes, so the summary: they are shorter versions of longtails, which have the advantage that they can sometimes fit on bus bike racks, and the disadvantage that they can’t carry as much stuff. The Bike Friday Haul-a-Day now seems be occupying an odd space between the two. Our first cargo bike, the Kona MinUte, was a midtail. I get asked the “can I carry two kids on a midtail?” question a lot. The answer is that they are great for hauling one kid all the time, and can work for hauling two kids occasionally, assuming those kids are close in age, not too big, and neither one needs a child seat. However in our fairly-extensive experience, if you try to use a midtail for a two-kid daily commute, there will be blood. You can also carry an adult on the deck of a midtail (honestly, this is often easier than carrying a kid because adults usually don’t lunge around on the deck). The Bike Friday has a longer deck, so it seems to be somewhere in the middle of these two options.

The six-word review:

Bike Friday Haul-a-Day: Fun, versatile, squirrely.

Bike Friday did a lot of things right that no other manufacturer of midtails has managed yet. And it’s also not exactly a midtail, as the bike has grown longer over time. However all Bike Fridays are fundamentally quirky in a way that will appeal to some people more than others. I am hardly the first person to write a review of this bike; check out Tiny Helmets’ perspective for the views of someone who has spent a lot more time on one.

What I like about the Haul-a-Day…

  • It rides like a bike. This is the key difference between a front loading box bike and a longtail: you have to learn to ride a front loader, and you can just get on an unloaded longtail and start riding. A midtail is like that but more so. There is really no learning curve, at least until you put squirming kids on the back. At that point everything changes no matter what bike you’re riding. In the meantime, being able to get on a bike and just ride it takes a lot of the intimidation factor out of moving to a cargo bike.
  • Finally, someone built a midtail with a low deck. Halle-freaking-lujah! Our Kona MinUte and the elusive Kinn Cascade Flyer have giant wheels and sky-high decks. I haven’t ridden the Flyer but can attest that the
    The deck height relative to an 8-year-old, which just fits two older kids in a good mood.

    The deck height relative to an 8-year-old, which just fits two older kids in a good mood.

    MinUte, with a heavy kid on the back, feels like it wants to tumble over during turns at speed thanks to the deck height, and it is very hard to keep the loaded bike upright while walking it. Yuba’s Boda Boda has smaller wheels, but decided to hike the rear deck up to nosebleed level anyway to fit a rear-rack BionX battery, so same problem. The Haul-a-Day has a 20” rear wheel and kept the deck low enough that even two squirming kids won’t make the bike tippy. The EdgeRunner’s comparably-low deck was a fantastic innovation and is what led us to finally buy a longtail. The Haul-a-Day is dramatically more stable because of this decision.

  • The carrying capacity is impressive. In my experience front loading box bike manufacturers often neglect setting up the back of the bike to carry cargo, and longtail manufacturers often neglect setting up the front of
    The frame-mounted front basket, very impressive.

    The frame-mounted front basket, very impressive.

    the bike to carry cargo. The Haul-a-Day that we rode, however, came with a deep, frame-mounted front basket, made with a mesh fine enough that the basket didn’t need a liner. We could toss both my bag and my daughter’s hair bands in there safely. The frame-mounting means that the basket can carry tons of weight, and Bike Friday made the interesting and smart decision to use a narrow and deep basket, which means the Haul-a-Day remains narrow enough that it could probably even fit into those annoying wave racks that retrograde businesses are still installing. In addition there are the usual rear sling bags on either side of the deck, plus the deck itself. With these options, you don’t have to worry that you can carry the kids but not the groceries.

  • The Haul-a-Day is relatively lightweight. With cargo bikes the term “lightweight” is always kind of a joke, right from the beginning, and it’s even more so when you consider that any family rider is going to pack on bags, kid seats or kid corrals, a front basket, front and rear lights, water bottles, at least one bell, not to mention another actual PERSON, no matter how little, and the gear always associated with little people. And yet. With midtails people often do have the ambition to carry it on a bus bike rack occasionally, so being able to lift it off the ground is a real issue. The bike we rode was not actually fully geared up as a family bike, but it had a lot of the relevant extras, and picking it up was still within the realm of possibility. The same, alas, cannot be said of our big cargo bikes (although in their defense, they can carry more stuff/kids).
  • The accessories are cargo accessories. The center stand can keep the bike upright when loaded, for example.
  • It fits riders of many sizes. This is a really neat innovation of the Bike Friday design; it not only has a low step-over, for those with shorter legs, it is collapsible, for those who are short all over. That means that it is possible to telescope the front of the bike so that people with shorter arms can easily reach the handlebars. The Wheelha.us crew had the immediate insight that this meant that a kid could ride this bike, and now their 8-year-old has his own Haul-a-Day (my son has no comparable ambition; he is a San Francisco kid and he wants an assisted bike). It can be hard for the truly short to find a bike they can handle; this bike is a notable exception.
  • Some midtails fit on some bus bike racks. The Haul-a-Day fits on Portland bus bike racks, for example, and there is photographic evidence that it also fits on the Amtrak racks. I know from experience that bus bike racks in both Portland and Seattle are longer than those of SF Muni, so caveat emptor: this doesn’t necessarily mean that the Haul-a-Day could fit on any bus bike rack. Maybe it could, maybe it couldn’t. Still, if you live in Portland, or take a lot of Amtrak rides, you’re in pretty good shape for multi-modal transportation with a Haul-a-Day.
  • The Haul-a-Day is customizable. Bike Friday is a family-owned hobbyist/local type of business, and that means that they are more-or-less making their bikes by hand. There are a number of standard options on the website with respect to gearing and accessories, and the experience of others suggests that there are a number of unconventional options available to those who ask. They seem like genuinely nice people who want you to have the bike that you desire.
  • Update (see comments below): The Haul-a-Day is now available with a BionX electric assist. Great option.
  • The price is not outrageous. In January 2015, a Haul-a-Day is running $1200-$1400 on the Bike Friday website, depending on specifications (some assembly required).

What I don’t like about the Haul-a-Day…

  • It rides like a folding bike. The Haul-a-Day is not actually a folding bike. However it has a design feature common to folding bikes, which is a single tube between the front and the rear of the bike. In contrast, a typical diamond frame has two tubes: one stretches from below the handlebars to just below the seat (this is the top tube), and the other runs underneath it from below the handlebars to the cranks and pedals (the down tube). Having that second tube makes the bike handle better, because it has more lateral stability. A folder usually feels somewhat twitchy, because the frame is moving around a bit at the same time that you are trying to steer. (Living in California, I perceive this effect as equivalent to riding in a very, very mild earthquake.) It’s not a deal-breaker or anything, but given the choice I prefer a different design. As others have pointed out, it can also making figuring out how to lock up the bike challenging, because the frame lacks an obvious hole to put the lock through. And this design choice is a clear tradeoff for other, desirable things: for the same reason that the bike is twitchy, it can easily be fitted to short people in a way that other bikes cannot be.
  • The handling felt somewhat squirrely. Bear with me here, because I’m about to get vaguely technical. Every decision in bike design comes with tradeoffs. Putting smaller wheels on a bike makes turning easier, but a tradeoff is that the ride is bumpier—I noticed the effect when we switched our EdgeRunner’s 26” front wheel for a 20” front wheel, and the Haul-a-Day, which comes with two 20” wheels standard, has the same issue. This exacerbates the twitchiness I mentioned above. The Haul-a-Day also has a shorter wheelbase than other cargo bikes. The advantage is that the bike is more agile, as Bike Friday correctly points out on their website. The disadvantage is that the Haul-a-Day seemed back-heavy, and while the low deck keeps it stable, I still felt like it was almost fishtailing at times. That said, if you carry lighter loads, or dead weight cargo instead of live kids, or if you ride where it’s flat, you will notice these things less than if you do what I do when test riding cargo bikes, which is to stick both my kids on board and find a hill. Update (see comments below): Note that I was riding a prototype, and the newer models have a longer wheelbase and as a result, have better handling. Those who have ridden the newer models say that although the bike is still a bit squirrely, it is much less obvious than in the older models. (The Haul-a-Day models are a bit of a moving target, as they seem to just happen unannounced.)
  • The Haul-a-Day model that I rode was sluggish on the hills we rode, which were not particularly massive. This may have been a function of its gearing; I was riding the 8-speed model. I am also used to the fine-tuned
    8 gears and very wide handlebars

    8 gears and very wide handlebars

    instant stopping power of hydraulic disc brakes, and found that I needed to be more cautious with the standard Haul-a-Day brakes.

  • Not everyone can ride this bike. While it’s stupendous for the small, the height limit for the rider is 6’4” and the weight limit for the rider is 220lbs/100kilos, which will exclude those at the taller and heavier end of humanity. Update (see below in comments): There is, however, an option for those who weigh up to 260 pounds. This is the kind of as-needed versatility that Bike Friday is known for.
  • The Haul-a-Day’s kid-hauling accessories appear to have been designed by someone who doesn’t have kids. And boy did I get an earful about that, as my kids at 8 and 5 years were old enough to make their opinions
    This is the deck and the corral that they disliked: bumpy and open in the back.

    This is the deck and the corral that they disliked: bumpy and open in the back.

    known. The deck, for reasons that mystify me, is made with a bumpy diamond pattern on metal, and my son (who is quite skinny) complained vociferously that it hurt to ride on it. My daughter wasn’t thrilled either. The kid corral, which Bike Friday calls the Whoopee-Deux (and here is the place where I can no longer avoid my standard complaint about the ridiculous naming conventions, random capitalization, and unconventional grammar endemic to cargo bike manufacturers), is open in the back. Which: what? If you put two kids on a cargo bike, one of your biggest and most legitimate fears is that they’ll get into a shoving match and one of them will go right off the back of the bike. Other manufacturers’ versions of this accessory are enclosed in the back, for good reason.

  • As with the EdgeRunner, the lovely low deck that makes it possible to load up on kids without feeling a hint of instability also means that older kids can drag their feet on the ground. If you make your kids test-ride enough bikes as cargo, they will start dragging their feet as a way to brake the bike just to mess with you. Under ordinary circumstances, they may do it out of boredom or distraction. Adding foot rests can help with this issue, but there are no guarantees.
  • As with all longtails and midtails, you need to give some thought to balancing the load. Front loading box bikes are easy; you throw whatever in the box and ride off. Bikes that put stuff on either side of the wheels often need some jiggering to keep from falling to one side.
  • As yet, no longtail or midtail manufacturer provides a weather cover for the kids carried on the back, Bike Friday included. Here in drought-stricken California, this is kind of a non-issue. In places with more interesting weather, it may be the difference between occasional and regular riding. And even though there isn’t much need for weather protection here, it is still much easier to get our kids out the door in the morning with the promise of being able to ride underneath the cover.
  • Bike Friday is a weird company. It’s not a bike manufacturer in the usual sense of the word; it does everything in-house and acts more like a hobbyist shop. That comes with some advantages in terms of customizing the bike as desired. And it comes with some disadvantages because things change on the bikes, sometimes without warning, so an accessory that fit a model made one year may not fit the same model that was made in a different year. If you live in Eugene, I imagine it’s not much of a problem, given that you can head over in person and get the right part. Here, people with Bike Fridays have testified that they need to have a lot more patience. Update: Although I (and many other people we know) were not aware of it before, there is a local dealer in San Francisco for Bike Friday, Warm Planet Bikes, formerly located at the Caltrain station and a lovely shop.
  • Getting local support may be tricky. Bike Friday does not seem really interested in working with local dealers, and in fact competes with bike shops by selling their bikes direct to consumers on their website. More recently, Bike Friday created a Kickstarter campaign that sold Haul-a-Days for less than the price that local shops could charge. As a result, there aren’t many local bike shops that carry Bike Fridays, because there is no way for them to make the numbers work. This became an issue locally when the Bike Friday Tikits were recalled due to fall hazards—San Francisco isn’t Eugene, so finding a local shop to repair what has always been a semi-custom bike, with parts that changed in different years, became a real issue for people who owned them (and who, as mentioned above, weren’t familiar with Warm Planet). In many localities, this kind of bike may be better suited to people who plan to work on their bikes themselves.
At this point, their patience had not yet been exhausted by the close quarters.

At this point, their patience had not yet been exhausted by the close quarters.

We are out of the midtail and longtail market ourselves until our kids are ready to ride completely on their own. Right now our kids ride their own bikes sometimes and have us tow both them and their bikes when they get tired. Matt is eager to get back on his MinUte when he is a solo commuter again, because midtails make it possible to have a bike that rides and parks normally, but can carry enormous piles of stuff, or a kid, when needed. If that describes your life right now, then the Bike Friday should be very appealing, especially if you’re short. (And if you are a child who wants a cargo bike, it’s almost your only option.) Midtails and probably the newer not-quite-longtail Haul-a-Day are very fun to ride, because they are so accessible. While the Haul-a-Day isn’t the right bike for our current needs, I’m delighted to see that a bike so versatile is now on the market.

 

 

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Filed under family biking, Portland, reviews

Family bike shops that I like

I get asked questions about family biking a lot (Always welcome! Feel free to email! I will be painfully slow to respond, but it will happen eventually). One of the more common questions I get from people is where I think they should shop for bikes. This can be an awkward question to answer. There are thousands of bike shops and only one me. Admittedly there are far fewer family-oriented bike shops, but still. I live in San Francisco and mostly travel north from there, because that’s where my family lives. There’s no way that I could ever be truly objective, let alone offer advice to people in say, Minnesota.

That said, at least I have no conflicts of interest. I am a professor of public health and health policy at a university medical center with an extremely strict policy about any kind of giveaway that could be even vaguely construed as professionally-related. Although my primary work is in tobacco control, active transportation could easily be viewed as related to public health, because, well, it is in fact related to public health. Under the terms of my contract, I can’t be compensated for anything I say on this blog or accept any discounts or freebies (loaners are okay, but I have to give them back). So if nothing else it’s safe to say that my wildly subjective opinions are based solely on my wildly subjective experiences.

So anyway, below is a list of family-focused bike shops that I’ve liked and would visit again. It is a short list. First, as mentioned, I haven’t really visited THAT many bike shops, plus I only included shops that would actually call themselves family bike shops (which excludes our local bike shop). Second, I only listed places where we’ve made two or more purchases. My apologies to all the other family bike shops—I’m sure you’re great, but I have no way to know. Third, to the extent that you can trust anonymous reviews, they all get great reviews.

Shops are listed in order of their distance from my house. I admit that this is a totally useless organizing principle to anyone but me, but hey, it’s my blog.

Ocean Cyclery (1935 Ocean Avenue, San Francisco, California)

“The Enablers”

Family-friendly hit list

  • Changing table in the bathroom: Not that I saw
  • Kids’ play area: No, but noodling around on kids’ bikes is encouraged
  • Customer seating suitable for nursing a baby: No
  • Cargo bikes: Yuba (Mundo, Boda Boda)
  • Assisted bikes: Yes, BionX both for the Yubas and as an after-market addition
  • Kids’ bikes: Yes, and a buyback program to help afford bigger bikes as kids grow!
  • Child seats: Yes, and a lot of expertise with them
  • What we bought there: My old Breezer, Bobike Maxi, Bobike Junior, accessories, service
  • Other: Ocean Avenue is a nice commercial strip with places to retreat when the kids get antsy, like the burrito shop next door. Transit access is excellent (it’s on the K line) and the former hippodrome around the corner is an outstanding place for test rides, especially for kids.

Ocean Cyclery is the first real family bike shop I ever visited, and they made it very easy to start biking for transportation. It is the shop where I often send people who ask me about different kinds of child seats, who want to buy bikes for their kids, and who tell me that they’re not sure they’re up for this “riding for transportation” thing that we’ve got going on but still want a bike, something inexpensive so they can ride with the kids on their new bikes in the park on weekends. Ocean has the widest selection I’ve seen in San Francisco of what I consider traditional family biking goods: child seats, trailers, and kids’ bikes. One Christmas they had a bike in the front window with a Bobike Mini on the front and a Bobike Maxi on the rear ready for test-rides, the only time I’ve ever seen such a thing in a bike shop. They offer a buyback program for kids’ bikes to make it easy to upgrade as your kids grow, and also have a great selection of bags and accessories. On the cargo bike side, they carry Yubas (assisted and unassisted). The owners, Jeff and Sabina, support the San Francisco Bicycle Coalition and they are incredibly nice. As a bonus, Ocean has possibly the best location for test riding bicycles in all of San Francisco: it is a block away from the city’s former hippodrome, which is now a sleepy flat oval road surrounded by homes. Even little kids can safely try out bikes there. If you’re interested in family biking but not sure where to start, Ocean Cyclery is your bike shop.

 

All the pretty assisted bikes live here.

All the pretty assisted bikes live here.

The New Wheel (420 Cortland Avenue, San Francisco, California)

“The Curators”

Family-friendly hit list

  • Changing table in the bathroom: No, but older kids will adore the tools and parts hung on every square inch of the bathroom walls; our son had to be forcibly extricated
  • Kids’ play area: No; however younger kids can play with kids’ bikes and older kids will gravitate to the shop’s iPad
  • Customer seating suitable for nursing a baby: No
  • Cargo bikes: Xtracycle EdgeRunner
  • Assisted bikes: All their bikes are assisted, and they will put after-market BionX assists on other bikes
  • Kids’ bikes: Yes, plus, unusually, a good selection of helmets for infants
  • Child seats: Yes, the Yepp rear seat
  • What we bought there: Our son’s Torker Interurban (20”), Xtracycle EdgeRunner, our daughter’s helmet, BionX upgrades, accessories, regular service visits
  • Other: Cortland Avenue is a quiet and increasingly upscale commercial strip so there are restaurants and shops, plus the Bernal Heights library about a block away if the kids lose patience. Getting there is a serious haul by bike but the 24 Muni line will drop you right in front of the shop.
The New Wheel is out at Sunday Streets offering test rides, FYI.

The New Wheel comes out to Sunday Streets to offer test rides of assisted bikes, FYI.

The New Wheel is a focused bike shop. They carry only electric-assist bikes (okay, and unassisted kids’ bikes—it’s illegal for kids to ride assisted bikes in California). They’re actually even more focused than that: they carry extremely reliable assisted bikes that anyone can ride. The whole electric assist market is still pretty nascent, and has only recently become more than a private enclave for the do-it-yourself set. For someone new to the idea of riding a bike, let alone riding an assisted bike, the obsessive hobbyist end of the market can feel completely overwhelming, to put it politely. It felt that way to me. The New Wheel is not set up like a traditional bike shop, with mystifying parts and accessories piled up on every surface. Instead they have bikes in front to test ride, and some reasonably identifiable accessories mixed in with actual art. It is a very non-threatening place for a new rider to visit. If you want an electric-assist bike, you should go to The New Wheel. Their expertise with assist systems is in a class of its own. Plus, they always have the most recent BionX software upgrades and know how to tweak the system to maximize the torque for hill-climbing. They also reset our BionX so that it kicked in at 0.5kph instead of 2mph, which has been a total game-changer for us. Many of their commuter bikes have mid-drive assists, some of which could probably scale anything short of a vertical wall. Also, they have the prettiest assisted bikes, with none of the hulking beasts that anchor (literally) the less expensive and less reliable end of the market. In keeping with the curated feel, they offer one family/cargo bike: the EdgeRunner (assisted, obviously), as well as one kids’ bike in each size. Everything in their shop promises years of trouble-free riding. Brett and Karen, the owners, are kind people who have immense patience with my wild ideas, and they are also big supporters of the San Francisco Bicycle Coalition. Their service is top-notch, way beyond expectations (you can bring your unassisted bike here for service too). Because The New Wheel is an all-assisted bike shop, it is located in Bernal Heights, among the steepest hills in the city, including Bradford Street, with its 41% grade. That’s kind of inconvenient for me personally, but hey, why not?

 

There are so many bikes it's tough to get a good shot.

There are so many bikes it’s tough to get a good shot.

Blue Heron Bikes (1306 Gilman Street, Berkeley, California)

“The Aggregators”

Family-friendly hit list

  • Changing table in the bathroom: Uh, we didn’t visit the bathroom. Sorry.
  • Kids’ play area: Yes, a Lego table in the back corner, plus an extensive collection of kids’ bikes that they’re encouraged to try
  • Customer seating suitable for nursing a baby: No, although you can sometimes use the deck of a Bullitt for this
  • Cargo bikes: Brompton, Bullitt, Surly, Xtracycle, Yuba, and more
  • Assisted bikes: They carry assisted cargo bikes and will add after-market BionX kits to other bikes.
  • Kids’ bikes: Yes
  • Child seats: Yes, including the elusive Brompton Pere chair
  • What we bought there: Brompton accessories
  • Other: Gilman Street is a small commercial strip with some options for food and entertainment. The shop is right on the Ohlone Trail and easily accessible from North Berkeley BART.
The Lego table

The Lego table

A question I get a lot: “I want to try a lot of different kinds of cargo bikes. Is it worth traveling to Blue Heron in Berkeley?” My answer: Yes. Yes it is. They have all the bikes. They have cargo bikes I’d never seen or heard of before, and after the years I’ve spent obsessing about cargo bikes this is a rare experience for me. So if you want to compare riding a Bullitt with a Brompton with an Xtracycle with a Yuba with an odd-looking longtail that just came off a container ship from Japan, all in both assisted and unassisted versions, well, now you know where to go. It’s pretty obvious that Berkeley real estate is less expensive than San Francisco real estate, because they also have piles of commuter bikes and dozens of different kids’ bikes. As a result, Blue Heron Bikes is the Bay Area’s one-stop family bike shop. Even better, it is located along the Ohlone Trail, a shared bicycle-pedestrian path that runs past the North Berkeley BART station, and it has a large flat paved area in the back, which allows safe test rides for all ages. The owner, Rob, is passionate about family biking and patient with families who come in and are understandably a little overwhelmed with all the options they find. I’ve now met more than one family who bought a Bullitt there and made an adventure out of getting it back to San Francisco by ferry or BART, carving out an ad hoc Silk Road for family bicycles. Nonetheless, I feel resentful that Blue Heron is located in Berkeley and not in San Francisco.

 

Why not test ride in the shop itself?

Why not test ride in the shop itself?

Clever Cycles (900 SE Hawthorne Boulevard, Portland, Oregon)

“The Experts”

Family-friendly hit list

  • Changing table in the bathroom: Yes, and diapers too. Like Ikea! But cooler.
  • Kids’ play area: Yes, a large corner with a couch, toys, and books, plus kids’ bikes out the wazoo to try
  • Customer seating suitable for nursing a baby: Yes
  • Cargo bikes: Babboe, Bakfiets, Brompton, Metrofiets, Nihola, Surly, Workcycles, Xtracycle, Yuba, plus we spotted dark horses like the Kidztandem and Onderwater—seriously, it’s unreal
  • Assisted bikes: They carry assisted cargo bikes and they developed and sell the Stokemonkey assist.
  • Kids’ bikes: Yes
  • Child seats: Yes, yes, yes
  • What we bought there: rental bikes, accessories
  • Other: Hawthorne Boulevard is a commercial strip featuring distressingly fast car traffic with some options for food and entertainment (basically a nearby bar as I remember it). Head back onto the nearby quiet and leafy streets of Ladd’s Addition for test rides instead.
Why not a hot tub?

Why not a hot tub?

Clever Cycles is the drag queen of family bike shops: it’s faaaaaaabulous! Honestly it’s difficult to describe, let alone oversell, Clever Cycles’ raw, unadulterated family biking appeal. I say this even though the first time I walked in, the bike at the front door had a huge growler full of beer attached to it. Honestly this seemed a little off to me for a family bike shop, but that is only because I do not live in Portland. Portland is so beer-crazy that I assume local hospitals give it away to new parents in lieu of formula. Clever Cycles is a venerable institution in the world of family biking, as its owners were importing, designing, and selling family bicycles and electric assists before we even had children. There was clearly unmet demand back then, because the shop has expanded through its various incarnations to the point that it’s now gigantic, at least to my eyes. It does not look like any other bike shop. It looks more like a bike museum (admittedly I have only visited one bike museum, in Davis, California). In the front showroom the box bikes look almost petite, and the kids’ bikes are parked in long rows on oriental rugs. There is so much space that the mechanical parts of the shop are tucked away in back, with rows of even more bikes. Their accessories are so extensive that I would embarrass myself with the omissions if I tried to give details. However they were the first U.S. shop to discover and carry the Brompton child seat, back when the idea of carrying a kid on a Brompton sounded roughly as plausible as throwing a kid all the way to the moon. In the realm of family biking I suspect they have accumulated more firsts than even they can remember. Clever Cycles has the largest selection of rental bikes that I have ever seen, including Bromptons and family trikes. The shop also rents out portable hot tubs that it delivers to customers by bike, because this is Portland. I mean, obviously. Unusually, Clever Cycles sells some clothing too. My only frustration with Clever Cycles is that it is so well-suited to its locale (as it should be) that it is rather less well-suited to mine. Nonetheless, at least one owner is a former resident of San Francisco, and so even if their stock doesn’t reflect our issues—it’s hard to imagine a shop making a go of selling unassisted bakfietsen in San Francisco, although one shop tried and moved to Sausalito—they have the expertise to speak intelligently about them. Even some of the offhand comments they made back in 2012, when we first bought our Bullitt, turned out to be more prescient than I had hoped (they were skeptical about adding the Patterson). At some point I realized that I was not totally ignorant about family bikes anymore, but I know enough to know my limits. The people running Clever Cycles are experts.

 

Bullitt line-up at Splendid Cycles

Bullitt line-up at Splendid Cycles

Splendid Cycles (407 SE Ivon Street, Portland, Oregon)

“The Visionaries”

Family-friendly hit list

  • Changing table in the bathroom: Uh… once again we neglected to check the bathroom.
  • Kids’ play area: Yes, a corner with a bench and a basket of books and toys
  • Customer seating suitable for nursing a baby: Yes, plus the deck-of-a-Bullitt option
  • Cargo bikes: Bullitt, Butchers & Bicycles, Xtracycle
  • Assisted bikes: They carry assisted cargo bikes.
  • Kids’ bikes: No
  • Child seats: Yes, various options for the Bullitt and Yepp seats for the Xtracycle
  • What we bought there: our Bullitt, rental bikes, Bullitt parts and accessories
  • Other: Splendid Cycles is located on a weird little corner underneath the freeway and near some industrial/construction companies, which I offer as a warning because when we first got there, we thought we were in the wrong place. The shop is also directly adjacent to a lovely bike path that runs along the river. Portland, I sometimes find you kind of schizo. Who zones this way?
The kid zone

The kid zone

I first visited Splendid Cycles after we realized that we might actually be able to stop using our car in San Francisco if we had the right bike. The BionXed Big Dummy that they had available for test rides was the first assisted bike that I ever rode, and after hauling my extremely patient friend Todd on its deck up the hills around the shop I couldn’t stop grinning and thinking, “This could totally work!” Joel and Barb, the owners of Splendid, imagined a world full of crackpots like me and decided they could help make it happen. And so they did something that I would never have the courage to do: they opened a shop that sold only cargo bikes. And holy smokes, they were right: there really were a lot of crackpots like me out there. Splendid is best known for selling Bullitts (and in fact it serves as the source for all the Bullitts sold in the family bike shops we visit, as it imports them). But there are lots of good reasons to ride longtails as well, and Splendid had child seats on Big Dummies long before the EdgeRunner made its debut in less forward-thinking shops. They rent bikes as well, which is very helpful when learning to maneuver cargo bikes—in some cases (mine) there is a learning curve. I’m still awed by the sheer bravado involved in opening up a bike shop that doesn’t carry any “normal” bikes, but you’d never guess it was anything out of the ordinary from talking to Joel and Barb, who are down to earth and incredibly helpful and also know way more about cargo bikes than, like, everybody. When they started their shop cargo bikes were pretty much a boutique niche and everything was somewhat customized. The rain cover for the Bullitt was their development, and getting it made riding with our kids in all weather conditions completely unremarkable. Both the covers and the larger wooden boxes that hold more kids are accessories they developed with local Portland businesses. When we bought our Bullitt we had the option of getting a larger wooden box but declined in favor of the standard box both because we couldn’t get a rain cover for the wooden box and because we wanted a narrower bike. Not long after that, they’d developed rain covers for the larger wooden boxes and now they have 3-child Bullitt boxes and rain covers for those too. They are already selling Bullitts with the super-powered BionX D on them, which is not an option yet here in San Francisco, no matter how often I call. (One of the problems of being an early adopter is that now I’m always envious of the latest innovations.) They never stop coming up with new cool things, many of which are so popular that they stop being innovations. Then they put the only-slightly-less-cool older bikes on the incredible sale page of their website. Honestly, I didn’t really catch on to how impressive it all was at first because Joel and Barb are so mellow. They put their bike shop on an industrial corner and concentrate on the bikes rather than the bling. Splendid has all the right things without any unnecessary extras, and they are always coming up with more awesome ideas that make family biking (and the somewhat-less-interesting-to-me cargo biking) easier and more fun. Whenever there is discussion about adding bike lanes in San Francisco, there is always blowback from some people about how it’s only for hipsters, and that you can’t shop for groceries or carry kids on a bike. These people are wrong. Splendid Cycles is building a world where people can carry anything and everything on bikes.

 

The G&O logo is a family bike.

The G&O logo is a family bike.

G&O Family Cyclery (8417 Greenwood Avenue N, Seattle, Washington)

“The Tinkerers”

Family-friendly hit list

  • Changing table in the bathroom: Yes
  • Kids’ play area: Yes, a train table right in front, plus some balance bikes that kids can ride
  • Customer seating suitable for nursing a baby: Yes, stools by the counter (and the deck of a Bullitt), not to mention a La Leche League sticker in the front window
  • Cargo bikes: Brompton, Bullitt, Metrofiets, Soma Tradesman, Surly Big Dummy, Xtracycle
  • Assisted bikes: They carry assisted cargo bikes and will add after-market BionX, Bafang, or Stokemonkey kits to other bikes.
  • Kids’ bikes: Cleary bikes (all sizes), Soma BART
  • Child seats: Yes, including the elusive Brompton Pere chair (in stock!)
  • What we bought there: Brompton parts and service, Xtracycle EdgeRunner accessories (frame-mounted front rack, Rolling Jackass center stand)
  • Other: Greenwood Avenue has great options for food and entertainment when the kids start to lose it, including the Greenwood Space Travel Supply Company (formerly the Seattle outpost of 826 Valencia)
The train table

The train table

G&O stands for Tyler Gillies and Davey Oil, and while their shop is less than two years old, I knew Davey well before then, when he had his own blog, Riding on Roadways (now folded into the shop blog). I love G&O because it has and does all the things that people learn they want once they start riding around with kids. It’s a bike shop that grew out of family biking. Almost all the bike shops we visited when we first started riding talked about family biking as something extra, “oh yeah, we’ll do that when we have time, later.” In most cases, of course, later meant never, but even shops that pick up family biking sometimes do it half-heartedly. But not here! This is a shop that had a changing table in the bathroom and a La Leche League sticker on the front door the day that they opened, and that puts the kids’ play table right out in front with the bikes. You can tell when you walk in the door that no one is going to freak out about your trying out a Yepp seat by actually putting a kid in it, something that happened to us (twice, in fact). G&O has launch parties when customers come to pick up their new bikes. They make a point of keeping accessories in stock that don’t necessarily make money, like the Brompton child seat, because “why should you have to wait for us to order it?” You want obscure kid-hauling stuff, like a helmet sized for a toddler? They’ve got your back. Despite the huge increase in family biking lately, things like toddler helmets are in fact considered obscure, and cargo bikes don’t necessarily have all the things families want yet. I think of Davey and Tyler as tinkerers because I know that there is nothing you can dream up that they won’t try to make work, as long as it’s safe. When I visited their shop last year, they were installing a Yepp mini front seat on a giant mountain bike with a telescopic fork, and the whole rig was covered in mud. It was the weirdest combination I’d seen in a while, and I stopped dead and said, “Really?” And Tyler smiled and said, “It’s what they want.” That visit to G&O is also where I found the frame-mounted front rack that now graces my EdgeRunner (maybe grace is the wrong word there, I concede that it’s not pretty), when I test rode Davey’s own personal EdgeRunner, which has the same rack. G&O also tested the first true pedal-assist Stokemonkeys, and have put more kinds of assist systems on a Bullitt than I knew existed. And of course they’ll take care of non-family bikes too. Servicing family bikers is like building for accessibility—what’s good for people in wheelchairs is good for everybody, and what’s good for families on bikes is good for all riders. Seattle is lucky to have G&O.

 

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Filed under bike shops, car-free, cargo, destinations, electric assist, family biking, kids' bikes, Portland, reviews, San Francisco, Seattle

We tried it: Urban Arrow

As promised, the lede in 6 words:

Like Bakfietsen? You’ll love Urban Arrows.

Check it out: Redwood City has Urban Arrows and sunshine, too.

Check it out: Redwood City has Urban Arrows and sunshine, too.

I have had a couple of recent conversations with cool bike people recently that brought up something that has been in the back of my mind for a while. My feeling is that the family biking market is still pretty nascent and as a result there are mostly two kinds of bikes out there.

On the one hand you have the macho bikes. The view of family biking by companies that make these bikes ranges from, at best, detached bemusement (e.g. Larry v. Harry, which developed some basic kid accessories like a child seat and rain cover, but has never seen any need to mention them on its website or anything), to disinterest (Kona—“oh, you can carry kids on a bike?”—and Brompton, which as a company seems unaware of the aftermarket Pere child seat), to outright hostility (e.g. Surly and its new kid-unfriendly Big Dummy deck, Trek and its no-kids-allowed Transport). But to their credit, these companies put a lot of effort into (relative) nimbleness. In the universe of cargo bikes, these bikes are lighter, have better parts, are fitted with gears that can handle hills, and are safer and easier to ride in challenging conditions, by which I mean any conditions other than a flat street on a sunny day. (Okay, I exaggerate. But still.) And these bikes can go fast. Relatively speaking.

On the other hand you have the land yachts. These bikes are definitely family-friendly. They offer awesome kid-carrying capacity (even for large families), provide multiple ways to haul stuff/other bicycles as well as kids, and often have user-friendly accessories like integrated lights, step-over frames, upright seat positions, rear wheel locks and internal hubs. On the other hand, they typically weigh a ton and have a limited gear range and weak stock brakes, making them a challenge to ride on anything but the mildest of hills. And they are slow, even in the let’s-face-it-cargo-bikes-are-tanks class. I include in this category Madsens, Bakfietsen, Yuba Mundos, and every tricycle and unassisted mamachari I have ever seen or ridden.

The cargo bike market reminds me a bit of the car market in the 1960s. You could buy a station wagon (so practical! so massive! so slow!) or you could buy a “sporty” car, and hope for the best as you stuck your kids in a homespun “car seat” or harnessed them to long straps above the rear seat that offered a non-trivial strangulation risk. My mom hauled us around in a 1965 Chevrolet Corvair for years in those harnesses, because my parents believed in buying older used cars and keeping them until they literally fell to pieces decades later.

There are exceptions, and I have ridden some. On the longtail side, Xtracycle’s EdgeRunner is both family-friendly and nimble. On the box bike side, Metrofiets customizes almost all the bikes they make, so they can be tailored to weird cargo and/or families large and small, plus they start out as more-than-decent hill climbers and can be turned into awesome ones.

And there is the Urban Arrow. Thanks to an integrated electric assist, Urban Arrow turns a bike that is completely land yacht in character into something with many of the capabilities of a macho bike.

Two big kids on a very generously-sized bench seat

Two big kids on a very generously-sized bench seat

The Urban Arrow is a hard bike to find, let alone to test-ride, and the only people we know who have one bought sight unseen. Fortunately for us, Motostrano in Redwood City imports them, and will allow test rides whenever it gets orders in, if you get on the wait list. Motostrano is an interesting shop. From the outside it’s all posters of scantily-clad women draped over motor scooters, which definitely gave me pause. On the inside it offers a huge selection of assisted and unassisted commuter bikes (plus other kinds of bikes that I don’t care about, FYI). And they had boxes and boxes of bike stickers that they handed over to my kids. Pasting those stickers all over their clothes and helmets completely obsessed both kids while we learned about the Urban Arrow, and made them happier than anything else they did all weekend. We were glad that we made the trip down, which was, frankly, a not-inconsiderable hassle.

What I like about the Urban Arrow

  • First, the Urban Arrow is a box bike. Not everyone loves a front-loading box bike, but I do. It’s easier to talk to the kids, it’s simple to protect them from bad weather, and the kid seating is elegant. It’s also much easier to walk front loaders than longtails because the weight is near the leverage of your arms. There is a reason that people think of—in the words of one family friend—“those bikes that look like wheelbarrows” when they think of family biking.
  • Footrest visible on the upper right, deck with drain holes, padded seat

    Foot cut-out visible on the upper right, deck with drain holes, padded seat

    The Urban Arrow’s child-hauling and commuting setup is unbelievably swank. The box is made of styrofoam [update: it’s not styrofoam, it’s expanded polypropylene, which is evidently better–see comment below] and forms a sort of roll cage in the event that you drop the bike. The manufacturer cut out step-holes in the front to make it easy for kids to climb into the bike, and the thick styrofoam serves as an arm rest on both sides. The bench seat, which had plenty of butt-room for my 8-year-old and 5-year old, is padded (there is an optional second bench seat if you have more kids than I do). The center stand has the same rock-solid design as the best-in-class bakfiets. The bottom plate has multiple holes for drainage. It has integrated front and rear lights and the wires run through the frame so they can’t be dislodged. The chain is enclosed, so you could easily ride this bike without incident while wearing palazzo pants. For that matter you could ride it in a maxi-skirt, because it also has a step-through frame. The battery sits unobtrusively under the bench seat. It comes with fenders and an Abus rear wheel lock. It shifts seamlessly using a Nuvinci n360 internal hub. Although the Urban Arrow normally comes with roller brakes, Motostrano automatically upgrades them to disc brakes. The bike we rode did not have a rear rack, but they are available.

  • This bike looks so classy. I felt like I should have dressed up to ride it. To me, a Bakfiets, with its wooden box, looks practical, but not exactly stylish, while our Bullitt looks fast and sleek. But the Urban Arrow looks… polished, to the extent you can say that about any cargo bike.
  • Considering all the features packed into it, the Urban Arrow feels shockingly light. I expect big bikes to be heavy bikes, and realistically, it is in fact a heavy bike, tipping the scales at 99lbs/45kg. However people who ride Bakfietsen tell me their bikes as weigh about that much, and that’s without an electric assist. Both the aluminum frame and the styrofoam box are shaving a lot of heft from this bike, and with cargo bikes that’s all to the good, especially given that most people are going to throw at least twice the weight of the bike itself in the box, and then push it around.
  • The Bosch motor--note that while there's an occasional visibly wire, most of the wiring is run through the frame.

    The Bosch motor–note that while there’s an occasional visibly wire, most of the wiring is run through the frame.

    The Bosch electric assist is a fully-integrated mid-drive. It is also fully enclosed, so there are fewer worries about loose wiring, and it’s designed to work with the bike’s gearing. Mid-drive assists are powerful, although not silent. As usual with this kind of assist, I noticed a slight clanking as the chain ran through the motor, but it wasn’t offensive. The Bosch is a pedal-assist in the legal sense; turn it on and the bike just sits there, but as soon as you turn the pedals, the assist is immediately there. It won’t start without you making a (mild) effort. The controller offers three speeds, and the feeling of the assist ranges from “slight tailwind” at the lowest setting to “strong tailwind” at the highest.

  • Not everyone loves this, but it has a super-upright posture, for a great view of traffic. And it’s virtually impossible to slouch. My mom would always hassle me when I was growing up to “sit up straight!” My mom wants you to ride this bike.
  • At $5400, this is a competitively-priced assisted box bike, although I certainly would not call it cheap. An unassisted Bakfiets is now running about $3750. An assisted EdgeRunner longtail, comparably accessorized for hauling kids, would run $4700 in San Francisco. That price difference is not trivial, but it’s not outrageous either.

What I don’t like about the Urban Arrow

  • The Urban Arrow is a really big bike. Matt and I both rode it, and we realized quickly that it would not be a practical commuting bike for us in San Francisco. Matt was vehement that he would never even consider riding it on Market Street, which has a semi-random bike lane layout and many, many people competing for space in it. It would be more of a ride-in-the-park bike for us. And it is big in both dimensions—width and length. Size was a deal-killer for us when we test-rode a Metrofiets as well, and it’s a large part of the reason we’ve been hauling 2 kids (and sometimes squeezing in more) by Bullitt for almost two years—the Bullitt is narrow. If we lived in a smaller city, or a place with wider streets, or rode different kinds of routes, we’d have no problem with an Urban Arrow.
  • On a related note, turning and parking the bike is a production. It is possible to make a big bike with a (relatively) tight turning radius. This is not that kind of big bike. It is probably impossible to make a front-loading box bike that is easy to park at a standard bike rack. We bought a front loader anyway, because the advantages outweighed the disadvantages from our perspective, but it can be frustrating. However if you live in a less theft-prone municipality that we do, you could just park it without using a rack by relying solely on the rear wheel lock.
  • All front loading box bikes are tricky to learn to ride, because of the linkage steering. We don’t have many issues with that after riding ours for a couple of years, but on a new-to-us model, we’ll still always wobble off the start. It seems safe to assume that it would be worse for someone who had never ridden this kind of bike before. The Urban Arrow has one advantage in this class, however, and that is that the box blocks the view of the front wheel (watching the front wheel is bad, it will confuse you and make you dump the bike).
  • I have no idea why that controller is sitting in the middle of the handlebars. Awkward.

    I have no idea why that controller is sitting in the middle of the handlebars. Awkward.

    I found the handlebar layout very odd and somewhat frustrating. The brake levers required a big stretch to reach and pull. I have large hands and long fingers—my ability to span a ninth is part of what made me a competent pianist and organ player in my youth—and so this is nothing I have ever experienced before. These parts could be swapped for smaller ones, but given that this is a bike marketed to both women and men, and women typically have smaller hands, I found it bizarre. In addition, the controller for the assist is located in the middle of the handlebars, instead of near one hand, so to turn it on or change the level of assist, we had to take one hand off and reach over. That’s annoying and it also feels like a safety risk. Even if the controller were moved closer to one hand [see comment below; this can be done], its design is such that it would be difficult to operate by thumb.

  • This is Matt, grimacing at Dutch geometry.

    This is Matt, grimacing at Dutch geometry.

    The Urban Arrow has what those in the bike business would call Dutch geometry, which basically means that you’re riding the bike in roughly the same position that you would be in while sitting in an office chair. I am comfortable riding this kind of setup but it is not something that Matt likes, and we share all the bikes, and so we must compromise.

  • Caveat: San Francisco-specific concern. Motostrano told us that the assist would not be able to handle San Francisco’s steepest hills, even unloaded, but could not specify what kinds of grades it could climb. We had hoped to figure it out by simply riding up some hills ourselves, but unfortunately for us, Redwood City is as flat as Kansas. Furthermore, the Dutch geometry makes it impossible to bear down and crank up a hill on your own power. That’s because your chest will whack the handlebars—which is what happened when I tried to go uphill while test riding a Bakfiets. Hauling up hills on your own power is supposed to be a non-issue, because the bike has an assist, except that we were told that the assist might not be sufficient where we ride. And then it would be an issue.
  • Speaking of hills, I found the brakes slow to respond. I assumed that it was just that particular bike and suggested to Motostrano that they tighten the brakes, but they said that they’d noticed it on all of the bikes they had built. They believed that it would settle after the bike had been ridden for a while. I would love to hear confirmation of that from someone who’s actually experienced it.
  • The Urban Arrow would be almost impossible to get up to higher speeds. For quite a while this is something that I didn’t care about at all. However as time passed and we became more confident on cargo bikes, the appeal of one that can rocket along (relatively speaking) on occasion grew. It is useful when, say, the kids lock themselves in the bathroom and we end up leaving 10 minutes later than planned. The assist is not designed for speed either, but rather for steady help in the background. A BionX, in contrast, will match your effort, so you can use it to start fast and build up speed quickly. (This is fun, although BionX systems have their downsides.) Some bikes are just always going to be on the slower end—that’s just how they’re made—and the Urban Arrow is one of them. If you’re not compulsive about getting places early, this may not rank as high on your list of concerns as it does on mine.
  • Last but not least, this bike is ridiculously elusive . There are only a few shops in the country importing them, and there is a lot of unmet demand, so getting an Urban Arrow almost always involves a deposit and a wait list. We have only seen two riding around San Francisco (which is one more than anyone I know in any other city has seen—except, I presume, Portland), and at least one of those was shipped from New York. Motostrano said they were able to get all the bikes they had ordered so far in a time period between 1-3 months, which is a big improvement over the waits I heard about last year, but is still non-trivial. And if you want to do a test-ride first, count on doubling that wait because whatever bike you test-ride will be a bike that’s already been sold.
See, a foothole--there are so many nice details like that on this bike.

See, a foothole–there are so many nice details like that on this bike.

So the Urban Arrow: not the right bike for us, but definitely a cool bike. It reminded both me and Matt of the Bakfiets, but upgraded. It was like a Bakfiets that had gone on a makeover show: Harder, Better, Faster, Stronger.

I find that people tend to have a sense of what they want in a bike, even if they can’t always articulate it. There are macho bike people and land yacht people. If you are the former, this isn’t the right bike for you (and you know that already). If you are the latter—assuming that you don’t live on Twin Peaks—it’s probably the most perfect cargo bike ever made.

 

 

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Filed under electric assist, family biking, reviews, San Francisco

We tried it: Xtracycle EdgeRunner (assisted and unassisted)

Test riding the stoked EdgeRunner in Seattle. Thanks to Davey Oil for the chance to ride, and Madi Carlson for the great photo!

Test riding the stoked EdgeRunner in Seattle. Thanks to Davey Oil for the chance to ride, and Madi Carlson for the great photo!

In 2012 I rode the prototype EdgeRunner. It was a hard bike to review because it wasn’t really in production yet, so a lot of the specifics were unsettled. I liked it, but that review does a lot of blah-blah talking about longtail history as a result of my uncertainty about the ultimate production model.

Since then I’ve had the chance to ride real EdgeRunners, both unassisted (at Blue Heron Bikes) and assisted (both stoked and BionX, at G&O Family Cyclery). These are much easier to review, although I suspect my reviews will always be long reviews (not to mention they’re all my personal opinions and other informed observers may differ, YMMV, etc.) For those with shorter attention spans, here is the 6-word summary I’ve promised for all reviews going forward.

EdgeRunner: Best longtail ever. No contest.

I’ve mentioned before that my first impression of the EdgeRunner, when it was just a picture on the Xtracycle home page, was: “Wow, that is one ugly bike.” Let me officially eat crow: in person, the EdgeRunner is lovely. And it is awesome to ride.

What I like about the EdgeRunner:

  • The EdgeRunner feels like riding a regular bike. Cargo bikes, as a class, are the minivans of bicycles, and in general that is reflected in their handling and speed. They are typically a lot of work to ride. However the EdgeRunner is about as close as you can get to a cargo bike that rides like a normal bike without violating the laws of physics. (Our Bullitt is similarly nimble, but obviously, as a front loader, it is nothing like a regular bike.) This is a bike that a novice rider can pick up and ride with a minimal learning curve. That said the first test ride on any cargo bike should be sans cargo, especially live cargo.
  • The EdgeRunner is stable. My biggest concern in the past with longtail bikes (and the Madsen) has been that we both ended up dumping the kids. All that weight on the back of the bike can be very difficult to control while holding the handlebars in front—and neither Matt nor I is particularly lacking in upper body strength. The EdgeRunner’s big innovation is a smaller rear wheel (20”) which means the deck can be a few inches lower, and those few inches make a world of difference with respect to handling. Over the last year I became very cautious while walking a bike with my kids on it because on occasion my bad right leg would twist right from under me without warning. I was so confident while walking the EdgeRunner that I did things I probably should not have done, like walk into a shop holding the bike up with one hand and pushing the door open with the other. Yet I never felt that the bike would tip, and it never did. The lower deck also means that the EdgeRunner can take downhill turns at higher speeds. On longtail bikes with higher decks, the weight on the rear pulls against the turn, and it genuinely feels like the bike could tip over. This is not a concern with the EdgeRunner. The smaller rear wheel is truly a game changer.
  • This is a lightweight bike (relatively speaking—no cargo bike is truly lightweight). As a result, there is less of it to haul around. There are two places you can really feel this: when trying to go up hills, and when trying to start from a dead stop. These are also the two places where I feel the most vulnerable while riding—other traffic often fails to appreciate the slow starts endemic to cargo bike riding, and going up hills is its own horror story—the slower you go, the more the bike wobbles. Although there is sometimes a tradeoff to be made with respect to the weight of the bike and how much you can haul on it, happily the EdgeRunner also swallowed the weight of both my kids—now much heavier than they were over two years ago when we first went cargo bike shopping—without complaint.
  • The Xtracycle accessories are the best longtail family biking kits I have ever seen. In terms of family and cargo biking innovation, Xtracycle is unmatched. The deluxe models sold by most family bike shops even come with dynamo lights, which is nothing I’ve seen before on any non-European family bike. The deck is now designed to have Yepp seats pop directly in, while older kids can be corralled by the adjustable Hooptie (no need for stoker bars). The Xtracycle bags (recently upgraded) can haul almost anything, and do particularly well with long and skinny things that are tough to dump into a front loader. Add in various cushions and foot rests and the SideCar to haul cargo and this is an astonishingly versatile bike.
  • Longtails are easy to park. As much as we love our Bullitt, it can be a bear to park at normal racks, despite the fact that it is the skinniest front loader of them all. The EdgeRunner, like all longtails, can be bumped over curbs and at worst, will stick out a bit more than usual from a bike corral. This is a much more flexible way to travel than with a box bike or a trailer.
  • The parts are not crappy. To get cargo bikes down to price points that keep inexperienced riders from choking in disbelief, there are often compromises made with respect to the quality of the parts. This can be very scary indeed when it comes to, say, brakes, because a bike that is carrying 100 extra pounds is not a bike that should be skimping on stopping power. There are various models of EdgeRunner and the quality of the parts improves with each increased price point, but even the cheapest models do not compromise basic safety.
  • The EdgeRunner comes in multiple frame sizes. This matters less for me personally, given that Matt and I are similar heights and right in the middle of the size range that bike manufacturers consider normal. Other people are not so fortunate. Having different frame sizes expands the range of people who can ride the bike—and it means that more petite people aren’t trying to push a bike that’s heavier than they need.
  • The EdgeRunner is compatible with multiple assists. Lots of bikes can handle a range of aftermarket electric assists, but none more than the EdgeRunner. We tried the EdgeRunner with both the BionX and the (throttle) Stokemonkey, but it is also, at the moment, the only bike that can use the brand-new pedal assist/pedelec Stokemonkey. (When I say “pedal assist” I am using the EU legal definition, meaning an assisted bike that will only move if you are already pedaling. Although there are other definitions, this is the one that most people I speak with intuit when they hear the term pedal assist.) This gives a fair bit of freedom to find the kind of assist that works for whatever terrain and loads you’re hauling, or maybe more importantly, the kind of assist that’s supported by a local bike shop.
  • The EdgeRunner is relatively inexpensive. No cargo bike that can safely carry my kids could ever be called cheap. Extra parts and engineering are required to turn a basic one-person bicycle into a cargo bike. The base model of the EdgeRunner is $1500—this bike doesn’t have accessories or an assist, but it will get the job done. The deluxe EdgeRunner with a family kit (Hooptie, center stand), dynamo lights (totally worth it), upgraded brakes, and a BionX assist powered for San Francisco hills is $4700 at The New Wheel in San Francisco, and comparable elsewhere. In comparison, in 2012, when we priced a Big Dummy, the base model was $2000, while an assisted Big Dummy ran about $4500—but that was without dynamo lights or a Hooptie. Currently a base model Yuba Mundo is priced at $1300—$200 cheaper, but also much heavier. (A BionX Mundo with comparable accessories to a deluxe EdgeRunner is too complicated for me to want to price.)

What I don’t like about the EdgeRunner:

  • With all longtail reviews, I make my usual complaint that they’re not front loading box bikes, which is sort of unfair and sort of not. I like having our kids in front—we can hear them better, we can intervene if they start fighting, and the weather protection is unbeatable. For us, the rain/wind canopy has been the thing that lets us ride in any conditions—there is a point at which our children (who are wusses, it must be said) will wail without ceasing if asked to ride exposed to the elements. I also like that with the front loaders you just throw stuff/kids in and go—there is no need to pack stuff carefully or balance the load. We have been known to shove the kids in and let them sort out where they’ll sit after we start moving. The Bullitt can take it. However to be fair, our front-loading paradise is not without its serpents. Front loading box bikes cost a lot more than longtails, and learning to steer them can be harrowing for some people (like me). However these things are in our past so I can now safely ignore them.
  • The Hooptie, as awesome as it is when the bike is on the move, can be a bit of a hassle on starts and stops. Our kids are capable of climbing to the deck of an EdgeRunner without assistance, but they can’t maneuver on and off the Hooptied EdgeRunner by themselves because the rails are too narrow for their helmets to fit through. We have to lift them over. I suspect this might be an issue for our son and his giant head even if he were un-helmeted. There are circumstances where this could be a plus, but mostly I found it a pain. Update! This issue was resolved with practice. After a couple more rides, they learned to swarm onto that thing like a jungle gym, with no help needed from me.
  • The lower deck of the EdgeRunner means that older kids—even my not-especially-tall 5-year-old daughter—can drag their feet on the ground and slow or stop the bike whether I want them to or not (not). Sometimes on our rides my son didn’t even realize he was doing it. It’s pretty easy to tell when it’s happening from the sound and the fact that the bike becomes hard to pedal, and to tell them to stop, but it’s annoying, and it’s not doing the soles of their shoes any favors either. I would definitely be investigating some kind of deck for their feet if we rode this bike regularly.
  • Xtracycle is still ignoring the front of its bikes. It is understandable that a company that started by creating a longtail extension would be focused on the back of the bike, but one place where Yuba’s innovation reigns supreme is the creation of its front frame-mounted Bread Basket. Xtracycle has yet to release a comparable front basket, and this is a stupid, annoying omission. Front baskets are incredibly useful, and it is a waste not to use the space above the front wheel on a longtail cargo bike.
  • Speaking of accessories, the stock EdgeRunner saddle is the most uncomfortable anvil I have ever had the misfortune to ride. I am not very picky about saddles, as a rule, yet I wanted to rip this one off and throw it into San Francisco Bay. It’s not a very expensive upgrade to change out a saddle, but my guess is that pretty much everyone will want to budget for it.
  • Although the EdgeRunner has a relatively low top tube, it was still a bit of a trick for me to get a leg over it. That is because my leg is still vaguely mangled. I have the advantage, at least, of being relatively tall at 5’7”. I imagine that it would be worse for someone shorter, even if that person were more flexible than I am (yet—I am getting better quickly). I don’t really see any way around this one—the top tube provides a lot of the stability I like so much about the bike. But it’s something to consider if you are short or inflexible.
  • With longtail bikes, you need to pack the bags and balance the load. It’s not necessarily a big deal, but when conditions are unpleasant, or when you need to make multiple stops (each of which involves loading and unloading the bike) it can be something of a hassle. Squirming kids are also more noticeable on the back of a bike—you’ll do better with this issue on an EdgeRunner than on any other longtail because of the lower deck, and for that matter, relative to a normal bike with a rear seat. But it’s no issue at all on a Brompton with a kid seat, or on a front-loading box bike.

Overall, these are not big complaints, and there are kludges or fixes for the things that bother me. For our kind of riding, the EdgeRunner is a category-killer in the longtail class.

Seriously, these bikes are all over San Francisco now.

Seriously, these bikes are all over San Francisco now.

Would we buy an EdgeRunner? Will we? Well. Maybe?

My poor mamachari is essentially stroking out at this point. It was old and rickety before it got run over, and yesterday its power cord was crushed by the construction workers fixing the rotted wood in our garage. We had expected that the mamachari would be our second cargo bike until both kids were riding on their own bikes, but now I’m not so sure. And as much as we love the Bullitt, it would be far more practical to have a longtail and a front-loader than to have two front-loaders. So let’s say this is a question we’ve begun discussing seriously.

So I’m very glad that the EdgeRunner is available now, because if we do buy a longtail, the decision of which one to buy has become very simple indeed. There are reasons to buy other longtail bikes—the Mundo can carry extreme loads, and the Big Dummy can be more useful in certain conditions—but for the purpose of hauling kids around town, we found the EdgeRunner unbeatable.

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Filed under EdgeRunner, electric assist, reviews, San Francisco, Xtracycle

We tried it: BionX v. Stokemonkey

Test riding the stoked EdgeRunner in Seattle. Thanks to Davey Oil for the chance to ride, and Madi Carlson for the great photo!

Test riding the stoked EdgeRunner in Seattle. Thanks to Davey Oil for the chance to ride, and Madi Carlson for the great photo!

One of my colleagues recently taught me two great tricks. The first is to never use the word “but” when talking to people because it  always ticks them off. The second was that anything could be summed up in exactly six words. She writes six-word biographies for every graduating student in her program. It is amazing. Given that I am a chronic offender in the Too Long: Didn’t Read sweepstakes, I’ve decided to open all of my reviews with the six word summary. Here’s one now.

BionX: Easy to use

Stokemonkey: Powerful

I’m sure that the respective producers of BionX and Stokemonkey electric assists now wish that they could reach through the screen and punch me in the face. Good thing it’s a virtual world.

There are basically two heavy-hitters in the world of electric assists for cargo bikes. They are BionX, which is a rear-wheel assist (motor on the rear wheel hub), and Stokemonkey, which is a mid-drive assist (motor on the frame running through the chain). The Stokemonkey was out of production for a long time, and now it’s back. I had the chance to try both assists on the same bike, the Xtracycle EdgeRunner, while we were visiting Seattle over spring break, thanks to the lovely G&O Family Cyclery. G&O was the only shop I have ever seen that had both kinds of assists on the same model of bike, which I rode on the same hills on the same day, with both my kids on the back. It made for a near-perfect comparison. The kids ate a few crackers between the Stokemonkey ride and the BionX ride, but still.

I have already written about other brands and types of assists—there are front wheel assists, like on the original Yuba elMundo, and other companies make both rear wheel and mid-drive assists. I’m concentrating on BionX and Stokemonkey because most people shopping for an add-on family bike assist end up choosing between these two, for reasons that center around power and reliability. Both have good odds of hauling a loaded cargo bike around, and they have the reputation of being the least likely to die within a few months of purchase (or immediately after the warranty expires). People who know a lot about electric assists may end up finding or hacking something better. Nevertheless your average rider wants something that does not require the patience and ability to read through and comprehend the forums on Endless-sphere. (Note: when I refer to “pedal assist” here and everywhere else, I am using the EU legal definition, meaning an assisted bike that will only move if you are already pedaling. Although there are other definitions, this is the one that most people I speak with intuit when they hear the term pedal assist.)

BionX

We have a lot of familiarity with the BionX, because it’s the system on our Bullitt. It has served us well, although it is not perfect.

  • How much does a BionX cost? $1800 installed by The New Wheel in San Francisco (SF-suitable system with 48v battery)
  • How much does a BionX weigh? 14.1 pounds including battery

What I like about the BionX

  • The BionX is easy to use. This is a set-it-and-forget-it system combined with a throttle. You can get a boost across intersections by pushing the red button (the throttle), or set a level of assist from 1 to 4 and feel super-powered as you blaze through the city. The pedal assist is the best of any electric assist that I have tried, and I have tried a lot of them now. The BionX was the first assist that I ever tried, and in a way it spoiled me for other assists, because it is truly intuitive to use. There is no learning curve. Anyone who has ever ridden a bike can master it immediately. Many people end up leaving the bike in a relatively high gear and using the different assist levels as gears, and this actually works pretty well.
  • It is pretty powerful. BionX systems come in different flavors, and we got the most powerful, with a 48v battery. It works well in San Francisco on our daily rounds, which feature a number of serious hills (Twin Peaks, Alamo Square, Lone Mountain) and various unnamed elevation changes that would qualify as hills in a less topographically challenging city. Families in Seattle, which has less steep hills yet is nonetheless pretty hilly, seem content with the 36v battery system. The cheapest and least powerful systems are probably best for handling stiff winds in areas with mild hills.
  • It requires minimal maintenance. There are people who will argue this point. The consensus from the bike shops that we patronize is that they use their assists in a different way than we do. We rarely use the throttle; instead, we use the assist levels to maintain a steady speed and effort level. We do not burn through power trying to race other riders. We have the shop check the wiring every few months. With one major exception, which is that we initially had spokes on the rear wheel that were too thin, which broke by the dozen, the system has not given us grief. We replaced those spokes with much thicker ones and haven’t had issues since.
  • It is silent. Lots of assists make a humming noise, or much louder noises. The front wheel assists I have tried definitely sound like motors, and the EcoSpeed mid-drive frankly sounds like a motorcycle. One of the reasons we like riding bicycles is the relative quiet and the opportunity for conversations with our kids, and so the noise of some of these systems was a deal-killer for us. This is not an issue with the BionX. It is the ninja of electric assists.
  • It has regenerative braking. This means that you can use the BionX system to slow (or stop) the bike and recharge the battery while going downhill. It is debatable whether regenerative braking adds much to battery capacity—there is loss in any system. In an area like San Francisco, where steep hills abound, careful route planning can actually mean you get some power from the regenerative braking, although this may not apply outside the city. It is inarguable, however, that using the regenerative braking through the motor saves a lot of wear and tear on the bike’s brakes. And it offers me a lot of peace of mind, given that we have had brakes fail in the past. I view the BionX regenerative braking like skydivers view a backup parachute.

What I don’t like about the BionX

  • Starts can be slow and difficult. The system is set up to kick in once the bike reaches 2mph. If you are trying to start a loaded bike from a dead stop on a steep hill, you may have trouble getting to that speed. This is particularly the case if, like me, you have a bad leg. Outside of G&O, which is on a moderate hill, I could not get started with both kids on board. I had to walk to bike to a level area. This is evidently something that can be modified—you can reset the controller so that the assist kicks in at a much lower speed [update: as low as 0.5 kph]. Now that I know this, it is high on our to-do list. That modification would help a lot, yet it does not change the fact that no matter what, the initial effort on the start is going to be human-powered. This is our biggest issue with the BionX. It was less of a big deal before I was injured.
  • It gives up on really steep hills. There are hills in San Francisco that we cannot get up with a fully-loaded bike—the system overheats, which means it’s back to pure pedal-power at the worst possible time. For people outside of San Francisco, this may be no limitation whatsoever, because SF is the second-hilliest city in the world, also very windy, blah blah blah. This actually turned out not to be a huge deal for us. The system is powerful enough that it can handle most of our trips, and we prefer to take alternate routes for 18%+ grades whether we are riding assisted bikes or not. On the extremely rare occasions where there there is no alternative, there’s always transit or car-share.
  • The proprietary battery limits the range. Also it’s annoying. The BionX system is completely self-contained. It’s like Apple computers. You can’t get a battery any more powerful than the battery they supply. You can’t set up a backup battery to extend your range, except by carrying another battery and swapping it in, and their batteries are expensive. There is a big logo on it, which is irritating. However the main issue is that you have no way to control the range other than by picking one of their batteries: you get what you get. The range is not unreasonable, and it handles most of our needs, but there are times when we have to be sure to carry the charger and find a place to plug it in, or suck it up and accept that some of the trip home will be exclusively human-powered. Thankfully that is a much less painful prospect now that we no longer live on a steep hill.
  • The system can be finicky.  Matt has dropped two controllers and when you drop them, they break. In one case, the controller seemed to be fine but then the bike started jerking when the assist was on max, because it wasn’t really fine. Replacing the controller costs $100. Argh! The bike shop suggested that we super-glue the third controller in place. There is a certain amount of loose connection hassle with some of the controller parts—the wire to the regeneration system sometimes works loose, and so on. We have the wiring checked regularly and so we haven’t had those problems. I classify this in the same category as our constant brake checks. A certain amount of attention is required.

Stokemonkey

And then there is the Stokemonkey. I’ve ridden a stoked bike for exactly one day, so I can’t offer an opinion that is nearly as informed, and for obvious reasons I have no idea about maintenance.

  • How much does a Stokemonkey cost? $1250, not including the battery (varies) or installation ($125 at Clever Cycles in Portland)
  • How much does a Stokemonkey weigh? 21 pounds, not including the battery

What I like about the Stokemonkey

  • It is incredibly powerful. I would go so far as to say it is virtually unstoppable. The chain or the frame will break before the assist gives out. This is not always obvious when you are riding, because weirdly, it doesn’t feel like it is helping. However I know that the ease I was feeling while hauling 100 pounds of my children up a big hill was not natural, especially with a broken leg. If I hadn’t been sure while I was riding the stoked EdgeRunner,  it became obvious when I rode the BionX EdgeRunner, because it took a lot more effort to get up the same hill. Neither was particularly hard, but the Stokemonkey was definitely easier. I doubt there is any hill that would overpower it. Maybe a vertical wall.
  • Starting on a hill is easy. When you push the throttle, the pedals start moving and the bike starts moving. Even with warning, it was hard to be prepared for this. However I had no fear of stopping mid-hill on the Stokemonkey. It cranks right back up to full when you hit the throttle. Starts are my biggest weakness, and so this feature was, for me, the Stokemonkey’s greatest appeal. It destroys all fear of hills. No matter what the incline, it will always start.
  • It is compatible with multiple batteries. If BionX is the Apple of electric assist, Stokemonkey is the Windows environment. You can wire any battery into it, or, if you are like me, your bike shop can do it. That is a cost savings, and there is also a learning curve involved—I have no idea how to pick a battery. Any shop installing the Stokemonkey should have a good idea though.
  • It is pretty quiet. It is not totally silent like the BionX, and I don’t think that any mid-drive assist could be that quiet, because mid-drive motors run through the chain and there is some noise involved with that movement. I found it unobjectionable. There is one exception to the generally quiet nature of the Stokemonkey. If it is installed on a box bike it will be pretty loud, because the noise of the chain will echo through the box.

What I don’t like about the Stokemonkey

  • It is controlled by a throttle only. If you want the assist to kick in, you have to hold the throttle down. It did not take long for my thumb to get sore doing this. I might get used to it over time, but I doubt that I would ever stop finding it annoying.  There is not set-it-and-forget-it option with the Stokemonkey. I’ve ridden enough assisted bikes to know that this is not really workable for us. There are too many hills and too many places where we need to take our hands off the handlebars to signal.
  • It is not pedal assist, yet you must pedal. Truly, the Stokemonkey is neither fish nor fowl. When the assist comes on, the chain moves, and so the pedals also move. You have be right there ready to move your legs. Even with warning, I kept whacking my ankles on the pedals on starts because I wasn’t ready for this. On the flip side, when you release the throttle, the pedals keep moving for a little bit on their own, so again, whacked ankles. Personally I found this a small price to pay for instant starts on hills, but still: ouch. Word from people who have stoked bikes is that you get used to this and adjust relatively quickly. In the interim, wear thick socks.
  • The learning curve is not insignificant. Using a Stokemonkey was described to me as being a bit like driving a manual transmission car. Amusingly enough this analogy came by way of Davey Oil, who does not drive. Nonetheless it is pretty accurate.  The bike will start to shudder if the Stokemonkey thinks you are in the wrong gear, and then you have to shift down to make it settle. My son, sitting on the back of the bike, noticed this immediately, and he found it both fascinating and disconcerting. “You need to shift, mommy!” In combination with the pedals whacking me in the ankles, it required a lot more attentiveness to the assist while riding than I was expecting. This comes at the price of paying attention to other things, like traffic. With this system I would need to spend time getting comfortable on quiet streets without the kids on board before I would feel confident taking it out on a daily commute.
  • The Stokemonkey is only really suitable for certain bikes, mostly longtail bikes. [update: I was wrong, modifications to the original statement follow.] Stokemonkeys are not appropriate for early-model Bakfietsen with roller brakes, or presumably any bike with borderline brakes, because the bike can then get up hills that it can’t safely get down. The mounting of a Stokemonkey is evidently somewhat complicated. This seems to be the case for a lot of mid-drive assists.

The winner: everybody

That was our experience, and to my surprise, it did not feel like a definitive win for either the BionX or the Stokemonkey. I had assumed that when I tried the Stokemonkey I would feel like an idiot for getting the demonstrably less powerful BionX (not that we had a choice at the time) and that I would immediately want to swap out to a Stokemonkey. Although I was really impressed with the Stokemonkey, I didn’t feel like it was a BionX-killer. Moreover, I have no good sense of what I would want when we get a new bike, which for various reasons is on the horizon.

Both systems have strengths and weaknesses, and moreover, both systems can be tweaked/are currently being re-engineered. Grin is working on a pedal-assist, set-it-and-forget-it version of the Stokemonkey, suitable for EdgeRunners only, which [update] has just been released. This resolves my biggest issue with the Stokemonkey (and it means I could probably justify buying an EdgeRunner to myself). On the other hand, resetting the BionX controller to a lower start speed would probably resolve our issues with starts on hills, and San Francisco has a dedicated BionX shop that can handle any maintenance issues. In contrast, getting a Stokemonkey would be a long-distance operation for us. Moreover, BionX is releasing a higher-torque model suitable for super-steep SF hills this year. There isn’t an easy answer. On the other hand, there are no bad decisions to make here either.

In the meantime, I’m incredibly grateful to have had the chance to try both systems on the same bike (which is, incidentally, an awesome bike). Thanks G&O! Thanks Xtracycle!

 

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Filed under family biking, San Francisco, reviews, electric assist, bike shops, EdgeRunner, Seattle