I came across these wild looking derailleurs over on the bicycling Sub Reddit, and it just asked more questions than it answered. These are derailleurs mounted not below the dropout, but on the chainstay:
These models are from the 40's and 50's, before a standard emerged on derailleur workings. There are a couple differences in these designs - some are mounted on a tab on the frame, others are clamped on the chainstay; some work on a parallelogram, some work on a pivot, some on a plunger; some have 3 speeds, some have up to 6. A common feature seems to be that there are very few common features.
Clamped on the chainstay
Once of the shared features of most of these is that they were made by Suntour. the target audience for these bikes meant that the decision for this kind of derailleur was more likely to keep cost down, not for performance. While these systems worked fine, they had limitations with gears and maintenance. There were some advantages however; it was more protected from damage away from the rear of the bike.
The two below examples show how the same idea can be executed in such different ways, the only thing similar about these two is that they shift gears.
These styles were common surprisingly recently, with this example from the early 90's. This Schwinn could almost be mistaken for a normal derailleur:
This model took advantage of the parallelogram shifting to get a wider range of gears. It is not hard to see how this could have developed from or to a standard derailleur (the bike even has a standard derailleur hanger on it, for back up I guess).
More comments on the thread from equally interested and confused cyclists.
I stumbled across this cargo bike from a post from the Larry Vs Harry Facebook page. One user was complaining that Bullitt owners were like Apple fan boys, and no other product could compare. Nonsense! Like all cyclists, cargo bike owners are a caring, loving bunch...
One cyclist giving another a neck massage
Anyway, the cargo bike was the Denmark Based Triobike. It is, unsurprisingly, marketed to families and city dwellers looking to make short trips without a car. The bike is very sharp looking:
There were several reasons that I got the Bullitt - aluminum frame, hydraulic brakes, internal shifting, no weird features. All these are true for the Trio as well. From their site:
"The alloy frame is shaped in one piece, without any welding points, providing a super strong, stiff, and lightweight (less than 50-lb.) cargo bike. It comes fully spec'd, including a Shimano Alfine 11 speed internal hub, Gates belt-drive, a roller brake, hydraulic disc brakes."
There are some other neat things about it - tapered head tube and 15mm axles - that are nice features.
You can see the similarities between the two bike styles here:
I kind of like the swoopy lines and bends. They seem to have gone with larger, thinner tubing to gain strength and save weight. reviews on various sites are positive, especially the weight, which comes in just under the LvH. One thing I really like is that they are also making some bike specific accessories. Here is the cover for carrying kids:
Cover with color options
I like the cover I've made, but there is some wasted space and additional weight in there. It would be great to have a purpose built cover for your cargo bike.
So there you have it - another highly competitive cargo bike in the market (very little complaining!).
I have been casually looking around for a medium to long travel 29er as a replacement for the Scalpel, and have come across some interesting bikes along the way. One of them is from Bold Cycles, and is immediately noticeable as different.
Bolt Cycles Linkin
The Swiss designers over Bold Cycles Linkin are definitely going for the sleek look! What they have done is hidden the shock in the bottom of the downtube. It hosts a DT Swiss shock, which have been coming onto the scene and trying to make a name for themselves in a market flooded with Rock Shox and Fox shocks. Let's get the obvious out of the way - the hidden shock:
The shock is actuated by an arm that works off the seat stay, and can be adjusted through a port under the bottom bracket. What else can be adjusted is the amount of travel, through switching out the linkage bars at the seat stays (where 'LT' is written below).
With a bike this clean looking, anything other than exceptional cable management would have been a shame. They have a bog port near the head tube for gobbling up cables, and according to the site, air to cool the shock.
The price tag for the base model is not for the faint of heart at $5400 US. Like many things Swiss, the form is great, and the function is probably also excellent.
Translating the site to english results in some less than awesome sounding features, but we can chalk that up to the language barrier:
"A brand-new R414 damper, which was developed in close collaboration with DT Swiss and optimized and adapted for the «LT», operates within the frame. This means that the bike is equipped with extra-performance to keep even the most demanding trails downhill - thanks to the drive-neutral kinematics and the driving modes, which can be switched by the driver in three steps, for every Uphill. Coupled with a 150mm or 160mm fork, a flatter steering angle and chassis tuning, the «Linkin Trail LT» frightens nothing."
We will have to assume "three steps" means you have three climbing settings.
When it comes to roof racks, you can usually get two of them easily. Bike racks are either expensive, shitty, or take forever to use. The guys over at Upside Rack are trying to build a rack that will close this gap. The Upside Rack is eye catching from the start: Your bike is mounted by the seat and handlebars, not the wheels or frame.
Upside Rack in use
The rack is designed to work with any car with roof bars - something many cars come with from the factory. It is easily removable, and packs down so it can be carried around.
Surprisingly, the rack goes on the bike first, then you put both on the car. The first 30 seconds of this video answer a lot of questions about how it works. I like that the clamp for the handlebars and the hook for the roof bars are one part, that is a clever design.
The rack looks to be very straightforward to use, and the Kickstarter costs are around $100 for one rack, so that just leaves it's quality in question. With so few moving parts, it seems like it would be pretty easy to keep costs down. Maybe this is the unicorn of bike racks?
One last video from their FaceBook page that shows mounting in more detail. I am impressed with the whole system works - the clamp, the torque limiter, the whole thing is well designed. I kind of want one.
There's lots of kinds of biking these days... road, criterium, track, touring, time trial, triathlon, cross country mountain bike, endurance mountain bike, short track, downhill, dual slalom, cyclocross, dirt jumping, slope style, street, park, trails, trials, BMX etc. You get the idea.
Each of these disciplines brings a different skill set, and usually, a different bicycle. I wanted to look at one of the most interesting, and specialized cycling applications: Flatland.
First off - what the heck is flatland? Is it like trials? BMX? ballet? Well, it's a little of all of these. Flatland is one of those offshoot sports that is popular with a narrow group of people: the very patient and dedicated. The tricks involved aren't something you can learn by just trying hucking yourself over a jump, pushing yourself to the extreme or even using EPO. Flatland is something you learn from hours of practice in a parking lot with your windows down and a smooth playlist on repeat.
Flatland rider in action
Like all cyclists, flatland riders are not shy of new equipment. Here are a couple examples of flatland bikes. To the unfamiliar, they look like regular BMX bikes:
They are like a street BMX bike similar to how a road bike is like a cyclocross bike. Here are the differences, and their impact on the bike:
0 degree offset forks
the axle is right under the fork, there is no offset, so whether the bars are facing forward or backward, the bike handles the same
0 degree sweep bars
same principle as the fork, the handling is not affected by the direction of the bars
short or 0 degree offset stem
etc. etc. etc.
steep head tube angle
flatland happens at a slower speed, so agility trumps stability
high clearance Clarence frame
the top tube is lower than a standard BMX and the down tube is tucked out of the way
4 axle pegs
Most street riders use these for grinding rails. Flatland riders use large, grippy pegs to stand on.
front and rear brakes
a lot of (stupid) riders are opting for no brakes at all, while many flatland riders often have both brakes for maximum control
for sick spins (see below)
short 150-160mm cranks
increased ground clearance
low gear ratio
only low speeds are ever achieved
short chainstays (not entirely uncommon any more)
keeps the front end light
makes it easy to grab
short top tube
Short wheelbase makes the bike easy to maneuver around on
high pressure tires (100 psi)
very little rolling resistance
Some of the newer bikes are really wild looking, like this very specialized bike:
Modern flatland bike
No flatland post would be complete with out mentioning Trevor Meyer. He's the Matt Hoffman, the Gary Ellis, the Sven Nys, of Flatland. Check a sweet, aptly named video here.
Next time you're at a fancy dinner party and you hear someone say, "Flatland is just street BMX without leaving the ground..." You can pull your knowledge out like a vague sexual metaphor and lay down some truth.