The Uptown Infinity is Breezer’s flagship commuter and Bicycling’s 2011 Commuter Bike of the Year. It builds upon the Uptown 8 (which took the same honors in ’09 and ’10) with the addition of the NuVinci N360 continuously variable transmission. The Infinity is commute-ready with fenders, rack, robust wheels, dynamo lighting system, kickstand, wheel lock, bell, full chaincase, and of course, the bullet-proof NuVinci hub. Michael dubbed the Uptown the “Honda Civic Bike”, which I think is an appropriate moniker; Breezer worked the bugs out of the Uptown series a long time ago.

This new bike rides a lot like the Uptown 8. We’ve had a couple of Uptown 8′s here on extended loan over the past few years, and everyone who rode them commented on how comfortable and easy they are. They may lack the panache of some of the fancier bikes we sometimes ride, but they’re solid workhorses that make excellent car replacements, particularly for those who don’t like tinkering with aftermarket upgrades.

The N360 drivetrain is a major upgrade from the original NuVinci CVP. I tested the original and found it heavy and somewhat difficult to use due to the extremely long throw on the shifter. This new design solves both of those problems. Like the original, the infinitely variable gear ratios on the N360 are a revelation. For those who are unfamiliar with the NuVinci, it doesn’t shift from one gear to another in the conventional manner. Instead, the twist shifter changes the drive ratios in a seamless arc from low to high, not unlike turning the volume knob on an old analog radio. It’s a different experience that I think will be a boon, especially to beginners. An added plus is that from all reports, this hub is 100% bomb-proof.

We’ve only had the Infinity a short while so far, but we plan to ride it a bunch over the next couple of months. Look for an in-depth, long-term review later this fall.

Breezer →
NuVinci N360 →

[Disclosure: Breezer is a sponsor of this website and provided the loaner for this article.]

Alex Moulton saw drawbacks in the traditional diamond frame bicycle and decided he could improve upon it. He started experimenting with new designs in the 1950s and after a number of years of development the first Moulton was released in 1962. It incorporated a number of radical innovations for its time including the use of small wheels, front and rear suspension, and a low step-over “unisex” frame layout. The original Moulton design was quite successful, but for various reasons (related mostly to poor business decisions and plain bad luck) the company has gone through a number of ups-and-downs over the years.

From 1992 to 2005, through a licensing deal with Moulton, Pashey manufactured an economical version of the prohibitively expensive Alex Moulton AM called the Pashley-Moulton APB (for all-purpose bicycle). The APB was a success, but in 2005, after a 14-year run, it was redesigned and updated to be lighter and more performance oriented, the result being the Pashley-Moulton TSR.

The Pashley-Moulton TSR 2 is the belt-drive, two-speed version of the separable (not to be confused with foldable) TSR that features the Sturmey Archer S2C, 2-speed kick-shift hub with coaster brake. The overall ride is much like the other TSR models (quick and smooth with their small wheels and front and rear suspension), though the S2C hub does change the character of the bike while limiting its versatility. Advantages of the hub include simplicity (no cables to the rear of the bike), low maintenance, and light weight. Disadvantages include those you’d expect from a 2-speed drivetrain with a coaster brake.

The TSR 2 is a fun ride that will appeal to those who are interested in a classic Moulton “mini velo” but don’t have a need for the wide range gearing featured on the other TSR models.

Pashley-Moulton TSR 2 →

Earlier this year, I made the decision to sell my Surly Long Haul Trucker and purchase a replacement primary commuting bike. Besides wanting to go to a low maintenance drivetrain with an internal gear hub and belt drive, I figured building (or rebuilding in this case) a new commuter would be a fun project for both me and our readers. I ended up purchasing a Civia Bryant Belt Alfine back in March and this article outlines some of the changes I’ve made to the bike since then.

From the start, this bike was intended to be a test bed for new parts. I started with a stock 2010 model-year build. It was a very nice bike straight out of the box, though I initially added a pair of Civia Market alloy fenders, a Pass & Stow porteur rack, a Tubus Logo rear rack, and a Pletscher double-legged kickstand. I also swapped the stock BB5 disc brake calipers for a set of BB7 calipers. The Civia could have easily kept me happy in this initial incarnation, but I already had other plans in the works.

The Drivetrain

Upgrading the drivetrain was the most significant and technically challenging portion of the remix. It involved two separate, but related, efforts: swapping the stock Alfine 8 internal gear hub (IGH) for a new Alfine 11 IGH; and, swapping the stock Gates CDX belt and pulleys for a new Gates CenterTrack (CT) belt and pulleys.

Swapping the hubs presented a pair of challenges. The cassette joint (the part on the drive side of the hub to which the cable connects) on the Alfine 11 is significantly longer than on the Alfine 8. Because the cable stop on the Civia’s chainstay is designed for the shorter 8-speed cassette joint, the housing run between the cassette joint and the stop on the chainstay is very short with the 11-speed installed. This makes it a little more difficult to install the belt and rear wheel. It’s not a deal breaker, but it’s something to be aware of if you’re planning a similar upgrade. On bikes with either Paragon-style sliding/vertical dropouts, full housing runs from shifter to hub, or cable stops further forward on the chainstay, this is a non-issue.

The other challenge was that Shimano swapped the rotational direction of the cassette joint on the 11-speed. The result is that the Versa VRS-11 shifter designed for the Alfine 11 shifts in reverse. On the 8-speed, the large lever was used to shift to higher gears and the small lever was used to shift down. On the new hub with the new shifter, the small lever is used to shift to higher gears and the large lever is used to shift down. While this doesn’t bother me on a thumbshifter, I found it disconcerting enough on the Versa VRS-11 to switch to a different shifter (more on this later).

The most critical aspect of installing a belt drive is getting spot-on alignment between the front and rear pulleys. Belt drives are much less forgiving in this regard than conventional chain drives. That said, a perfect belt line is certainly achievable, and once the drive is set-up properly, it’s truly a set-it-and-forget-it system.

In the case of my upgrade, I replaced both the front and rear pulleys as well as the crank and bottom bracket. My existing crank was a 4-bolt 104BCD Civia, but CenterTrack pulleys are not available in that size (for the time being), so I opted for a Shimano Alfine crank and matching Hollowtech II bottom bracket (the BB is included with the crank). This combination represented my best chance of achieving a good belt line with minimal fuss. The bottom bracket and crank were direct bolt-on parts, and I’m happy to report, getting a perfect belt line with this set-up was not difficult. I installed the bottom bracket in the Civia’s 68mm shell without spacers, and with the CT pulley installed on the inside of the spider with the logos facing toward the frame (the CT pulley is asymmetrical), the front and rear pulleys are aligned to within 1mm, with approximately 2-3mm of clearance at the chainstay.

In the process, I ended up removing the Civia’s belt guard. The guard mounts under the drive side bottom bracket cup and installing it would put the belt out of alignment 1-2mm. In my opinion, a guard is unnecessary with a belt drive anyway. I’ve tried my best to catch my pants in every belt drive bike I’ve ridden, and I’ve never been able to do it. After two weeks on this bike in street clothes, I can safely say it’s a non-issue.

So, how does it ride? It love it. The biggest improvements from my perspective are the closer and more evenly spaced gears, the smaller number of mis-shifts when compared to the Alfine 8 (essentially zero), and the generally smoother and quieter operation (I didn’t think a drivetrain could be quieter than the Alfine 8/Gates CDX, but this one is quieter and smoother to the point of qualifying as “silent”). Because I’m in Northern California, I won’t be able to report on the snow and ice clearing capabilities of the CT belt and pulleys, but I do like the fact that rear wheel alignment (not to be confused with pulley alignment) on the CT drivetrain appears to be less critical than with Gates’ older pulleys and belts.

This wasn’t an inexpensive upgrade, and as you can see, it wasn’t without its challenges. Most of the issues I ran into would be non-existent on a new production bike. There are a few Alfine 11/Gates CT bikes available this year, and it looks as if quite a few more are coming out in 2012. Whether a major aftermarket upgrade such as this is worth the cost and effort will depend upon the individual. Even though I don’t at all regret undertaking the project, for many, selling an existing bike and replacing it with a dialed-in Alfine 11/CT production bike may be a better option.

The Cockpit

The Civia Bryant is one of the few production bikes on the market that comes spec’d with both drop bars and an internal gear hub. This was one of the reasons I was initially attracted to this bike. I’ve enjoyed drop bars in the past and I was looking forward to trying them again on the Civia in combination with the IGH and belt drive. It was a fun experiment, but after commuting with drops on a daily basis for the past few months, I’ve switched back to a set of 50 degree Civia Aldrich flat bars (these are the same bars I had on my Surly LHT before I sold it).

There were a few issues that led to the change, the most troublesome being that, as outfitted with a tall stem and Versa levers, the bike wouldn’t fit into our City bike lockers without a wrestling match. I’ve also been carrying more weight on the front rack and I found myself wishing for less reach and more leverage than was provided by the drops bars. And finally, I wasn’t happy with the new Versa VRS-11 shifter in combination with the “reverse” shifting Alfine 11 hub. This may be a non-issue for most people, but I could not get used to using the small lever for upshifts and the large lever for downshifts. This ended up being the straw that precipitated the cockpit revamp.

The cockpit upgrade included swapping the stem, handlebars, shifter, and levers. The stock stem had a 26.0 clamp diameter designed for drop bars, so I replaced it with an equivalent Civia stem with a 25.4mm clamp designed for flat/city bars. As mentioned above, the handlebar is Civia’s 50-degree Aldrich which is one of my favorite flat bars (the 50-degree sweep falls naturally under my hands). The shifter is the Shimano Alfine 11-speed designed for use with the Alfine 11 hub. And finally, the brake levers are Paul’s “Canti Levers” designed for use with road brakes. These levers are a particularly good match for Avid BB7 “road” disc calipers. They seem to have just the right pull ratio to take best advantage of the BB7, providing plenty of mechanical advantage while locking the brake well before the lever reaches the bar.

The Lighting System

No year-round commuter bike is complete without lights, and no commuter bike is more of a car replacement than one outfitted with an always-available dynamo-powered lighting system. In the past, I’ve owned bikes with dynamo systems, but in recent years I’ve relied mostly on battery-powered LED lights and rechargeable batteries. This is mostly due to the fact that we have so many bikes coming and going that it makes sense to use removable lights, but it’s also because I’ve been waiting for LED’s to fully make their way into the dynamo world.

With this bike I decided the time was right, so I installed an Alfine dynamo hub and Supernova E3 Pro headlight and E3 tail light. I’m going to save the full light review for another time, but I can say that it’s an awesome set-up that’s making me anxious for the dark-thirty commutes of fall and winter.

Conclusion

I’d say these upgrades were a great success. Most notable for me in my circumstances are the better gear ratios, the simplified oil bath hub maintenance, the more appropriate cockpit for multi-modal commuting and cargo hauling, and the always-available lighting. The upgrades weren’t cheap, and the technical hurdles certainly weren’t for the faint of heart, but at least for me, the results justify the effort.

Overall, I’m quite pleased with the Civia in its current incarnation. With its fenders, internal gear hub, belt drive, and disc brakes, the bike is all-weather friendly and should require very minimal ongoing maintenance. Plus, it can haul significant loads with its heavy duty front and rear chromoly racks and double-legged centerstand. With the addition of the dynamo lighting system, it may be the most commute-ready car-replacement I’ve owned to date.

Specifications

• Frame/Fork: Civia Bryant 58cm
• Drivetrain: Gates CenterTrack, 50T/24T Pulleys, 118T Belt
• Internal Gear Hub: Shimano Alfine 11
• Dynamo Hub: Shimano Alfine
• Crank/BB: Shimano Alfine / Hollowtech II
• Rims: Velocity Dyad Halo 32H
• Tires: Schwalbe Marathon Supreme, 32-622
• Racks: Pass & Stow Porteur, Tubus Logo
• Stem: Civia 17 Degree, 100mm, 25.4mm Clamp
• Handlebar: Civia Aldrich 50 Degree, Black
• Shifter: Shimano Alfine 11 Rapidfire
• Grips: ODI Ruffian Lock-On
• Brake Levers: Paul Canti Lever
• Brakes: Avid BB7 Road Disc
• Headlight: Supernova E3 Pro
• Tail light: Supernova E3
• Seat Post: Civia Micro-Adjust
• Saddle: Selle An-Atomica
• Fenders: Civia Market Alloy, Pewter
• Kickstand: Pletscher Double
• Pedals: MKS Touring Lite
• Bottle Cage: King Cage Iris

Disclosure: Civia and Gates are sponsors of this website and provided assistance with the drivetrain upgrade.

Note: For those who were wondering, all of the original parts taken off of the Civia will either be donated, sold, or re-purposed in some way. Very little goes to waste here… :-)

Mini velos are otherwise full-sized bicycles with 20″ wheels and road-ish components and ergonomics. They look a bit like folders, but they don’t fold. They’re light and responsive with a ride that falls somewhere between a “normal” bike and a folder (think Moulton or Bike Friday, but without the linkage).

Measured outside to outside, a mini velo is approximately 12″-15″ shorter than a standard bike. They’re great for situations where a standard bike is too big but a full-on folding bike is not required. That’s an admittedly narrow niche, but nonetheless, over the past few years they’ve become quite popular in Japan and they’re gaining in popularity in other parts of Asia and Europe. Whether they’ll catch on here in the U.S. is yet to be seen.

The Soma Mini-Velo pictured here was introduced earlier this year. It fits the mold of other mini velos with 20″ (406mm) wheels, a near-normal riding positon, road/touring components, and no fold. Like other Soma frames, the Mini-Velo is constructed of Tange chromoly. The components are a mix of Shimano Tiagra, Sugino, IRD, and others, cherry-picked from Soma’s product line (see the full build specs below).

The Soma Mini-Velo is only available in three sizes up to 55cm. Even the largest size is too small for me, so Michael has been riding our loaner over the past few months. Her regular rides are a Rivendell Betty Foy and a Brompton M3L, so I was interested to get her impressions of this unusual bike that sort of splits the difference between the two.

Michael was initially skeptical when I built up the Mini-Velo. She had reservations regarding fit, comfort, and pedal clearance. Fortunately, after the first ride her concerns were pretty much allayed. She was pleasantly surprised that it fits and rides almost like a full-sized bike. And even though the Mini-Velo has slightly less pedal clearance than her other bikes, pedal strike never materialized as an issue. The one thing she would change is the handlebar height; she’s accustomed to upright bars with a grip position at least a few centimeters above the saddle. If this was her bike, she’d swap out the stock stem for a Nitto DirtDrop.

Michael really enjoyed the Mini-Velo’s responsiveness. She used words like “zippy”, “quick”, “light”, and “nimble” to describe its ride qualities. She feels it pretty much splits the difference between her two usual rides, being slightly smoother and more forgiving than her Brompton, while being more responsive, but less comfortable than her Rivendell.

At 23.5 lbs. the stock Mini-Velo is significantly lighter than our full-sized bikes outfitted with racks, fenders, etc. Numerous times, Michael commented on how easy it was to throw the little bike over her shoulder or toss into the back of our car. It’s not as compact as a folder, but it’s nearly as easy to throw around. Of course, adding fenders, racks, and a kickstand—all items we feel are necessary for the bikes we use for daily transportation—would add 5+ lbs., making it nearly as heavy as our full-sized bikes and heavier than our Bromptons.

The mini velo platform is not going to be for everyone. At least on paper, its occupies an extremely narrow niche: “Compact bike with 20″ wheels that isn’t a folder.” Taken strictly at face value that seems like a non-starter for most people. What surprised me though, was how much Michael enjoyed the little Soma. Time and again she mentioned how much fun it is and how easy it is to park and carry in tight quarters. Something she said probably sums it up best: “People need to give the Mini-Velo a try before making a judgement based upon how it looks – it’s a lot of fun while being surprisingly easy to live with.”

Specifications

• Frame: Tange CrMo steel
• Crank: Sugino RD 53-39t
• Shifters: Micro-Shift bar end
• Derailleurs: Shimano Tiagra
• Hubs: Shimano Taigra (32H)
• Cassette: Shimano Tiagra HG-50 11-25 9-spd
• Tires: Kenda Kwest 20 x 1-1/8″
• Headset: Tange-Seiki RDC 1″ threaded
• Brakes: IRD Cafam Cantilever
• Saddle: Cardiff Cornwall (the Selle An-Atomica saddle shown in the photos is Michael’s personal saddle)
• Stem: Kalloy quill
• Sizes: 48cm, 53cm, 55cm
• Weight: 23.5 lbs.
• Price: $1,195

Soma Fabrications →

Disclosure: Soma is a sponsor of this website and provided the Mini-Velo for this article.

Background

Prior to being contacted by Norco about reviewing the Ceres, I’d only occasionally heard about the company and I’d never seen one of their bikes in person. It turns out Norco is the largest bike company in Canada, they’ve been in business for over 40 years, and they offer 140+ bike models, with 52 in their “urban” line-up alone. The Ceres is their top-of-the-line commuter.

Construction

The Ceres is built with Reynolds 525 tubing. 525 is the modern equivalent of Reynold’s classic 531 chromoly, updated to be TIG-weldable. It’s considered an upgrade from the more common Taiwanese-made Reynolds 520 used in many mid-level transpo bike frames.

The TIG-welds on the Ceres look good and the general construction is clean. I had no issues with the assembly (this is not the case with a surprising number of bikes we review). The frame has a full complement of braze-ons and the star reinforcers are a nice touch.

One of the key features that sets the Ceres apart from its competitors is Norco’s sliding vertical dropout design. This type of dropout makes setting up and servicing the belt drive much easier than on bikes with slotted, horizontal dropouts. With a sliding vertical dropout, belt tension and wheel alignment are adjusted independently of axle nut tension. Once the proper dropout position is locked in place using the micro-adjust set screws and locking allen bolts, the wheel can be removed and replaced without altering the belt tension or alignment, a real advantage for roadside flat repairs or any service that requires removing the rear wheel.

The frame has clearance for up to approximately 40mm tires, though the area around the bottom bracket is fairly crowded and there’s no kickstand plate. If, like me, you insist upon a kickstand on your commuting bikes, you’ll want to check carefully to make sure your kickstand of choice will work on the Ceres.

Components

Like most mainstream 2011 Alfine-equipped production bikes, the Ceres is spec’d with the 8-speed internal gear hub. The new 11-speed oil-bath Alfine is now available, but a majority of manufacturers are holding off until 2012 to spec the new, wide range hub.

Even though the 11-speed is generating a lot of buzz, the 8-speed Alfine hub is still a gem. It’s also a great deal at nearly $300 less than the 11-speed. I’ve ridden this hub on 5 bikes now (including my current commuter), and I’ve yet to have an issue. It’s smooth, quiet, and trouble-free. I’m looking forward to the 11-speed, but this hub is no slouch and comes highly recommended.

From the standpoint of pure performance, hydraulic disc brakes are hard to beat. The Deore hydraulic discs supplied on the Ceres are light in the hand and powerful. The rear brake is particularly nice due to the elimination of the long cable run. The down side is that hydraulic discs are more difficult to set-up and service than cable actuated discs.

By now it’s probably apparent that I’m a fan of the Gates Carbon Drive System. The Ceres comes outfitted with a 24T rear pulley, 50T front pulley, and 118T carbon belt. This is the same set-up I’m running on my personal bike (Civia Bryant). I find the gear range perfect for city riding and up to moderate hills with medium loads. For full-blown cargo hauling or hilly terrain, a conventional triple drivetrain provides a more appropriate range of gears.

The smooth, quiet, and clean ride provided by the Gates drive needs to be experienced first hand to be fully appreciated. Once the belt alignment is dialed in, the drivetrain is almost disconcertingly smooth and quiet. I’ve become so spoiled that switching back to my chain driven bikes is now a bit of a shock. The belt drive’s lack of grease and zero maintenance is a real plus for year-round commuters. I don’t see belt drives replacing chains outright, but I do believe they’ll be spec’d on a growing number of mid- to upper-level commuting bikes in the future.

My experience has been that drivetrain guards are not really necessary with belt drives. I’ve spent a number of weeks on bikes equipped with Gates Carbon Drives sans guards and I’ve never had a pant leg get caught in the belt. That said, it would have been nice if Norco supplied a small guard along the upper belt run.

My test bike came outfitted with 32 hole Alex rims and Panaracer Mach SS tires (essentially cyclocross tires). The factory spec calls for 36 hole rims and 37mm Continental TownRide tires. Though I had no issues with the 32 hole rims or Panaracer tires, I’d prefer the 36 hole wheels and Continental tires for city riding. Check with your dealer on this.

Ride Quality

The Ceres is stiff and responsive. The over-sized tubing and straight blade fork contribute to a general feeling of rigidity and sure-footedness. The steering is light in the hand and feels even better with a medium commute load on the rear rack. The responsive steering and stiff frame make the Ceres well-suited to aggressive riding in urban environments.

The frame displays zero flex when carrying a commute-level load on the back (the rack is the limiting factor – more on that below). I didn’t have a front cargo rack available, but the stout fork and stiff frame will undoubtedly handle a heavier, balanced load with no issue.

The Panaracer tires do a good job of mitigating for the stiff fork by absorbing a fair amount of road shock – I wouldn’t recommend high pressure, low flotation tires on this bike.

Accessories

The Axiom rack and fenders pictured in the review are not included on the production version of the Ceres. Axiom is a subsidiary of Norco so they included the rack and fenders for the review.

The rear rack is the Axiom Journey Disc. It’s an interesting design with a conventional strut on the right-hand side and an adjustable strut on the left-hand side for clearing a disc brake caliper mounted outboard of the seat stay. It’s a clever design, though I did detect some flex in the rack. Axiom lists very high maximum weight limits on their racks (for example, this rack is rated for 110 lbs. max), but I didn’t find it as stiff as some of the racks I use that are rated for only 55 lbs. (these ratings may have more to do with liability than actual capacity). In any case, I found the Journey Disc sufficient for commute loads, but I could feel it flex under a full grocery load.

The Ceres came outfitted with Axiom’s Rainrunner Trekk Reflex + Disc fenders (that’s a mouthful). Their main selling point is the highly reflective 3M Reflex stripe running down the center of both fenders. They also include a clever adapter for reaching around a disc brake caliper (see photo). I’m hoping Axiom eventually sells this as a separate part for those who want to adapt their favorite fenders to a disc fork. Like many of the fender sets on the market, the front fender is a little short, otherwise these are a nice set of fenders with a couple of unique features.

Conclusion

The Norco Ceres is a solid contender in the belt drive commuter market. The frame is cleanly built using better than average materials for this price point. The crowded area behind the bottom bracket limits the kickstand options, and the outboard rear disc caliper limits rear rack options, but depending upon your priorities and how you’ll use the bike, these may or may not be major issues. The mostly Shimano Alfine/Deore component mix is well proven and the individual parts work well together as a package. With its sliding vertical dropouts, the belt drive implementation on the Ceres is excellent; this in itself sets this bike apart from many of its competitors.

Specs

• Frame: Reynolds 525 Chromoly
• Fork: Chromoly Straight Blade
• Drive: Gates Carbon Drive Belt – 118T
• Crank: Single Speeder with 50T Gates Pulley
• Rear Hub: Shimano Alfine with Gates 24T Pulley
• Front Hub: Shimano Deore 36h
• Rims: Alex XD-Lite 36h
• Tires: Continental TownRide 37c
• Stem: Norco Lite – Black
• Handlebar: Norco Lite Riser
• Grips: Norco Wrap Lock-On
• Shifter: Shimano Alfine RapidFire
• Front Brake: Shimano Deore BL-M575 disc w/160mm
• Rear Brake: Shimano Deore BL-M575 disc w/160mm
• Brake Levers: Shimano Deore BL-M575
• Saddle: Norco Urban Stealth
• Seat Post: Norco Lite
• Headset: FSA TH-848 Semi-Cartridge
• Bottom Bracket: FSA BB-7420AL Square Taper Cartridge
• Sizes: 16”, 18”, 20”, 22”
• Weight: 27 lbs. (without accessories)
• Price: $1375

Norco →

Disclosure: Norco provided the loaner bike used for this review.

Nope, I’m not messing around with Photoshop again—you’re looking at a real bike with funny proportions and tiny wheels called a “Mini Velo”.

Mini Velos are otherwise full-sized bicycles with 20″ wheels and road-ish components and ergonomics. They look a bit like folders, but they don’t fold. They’re light and responsive with a ride that falls somewhere between a “normal” bike and a folder (think Moulton or Bike Friday, but without the linkage).

Measured outside to outside, a Mini Velo is nearly 15″ shorter than a standard bike. This has made them wildly popular in urban Japan where storage space is at a premium (they’re gaining in popularity in other parts of Asia and Europe too). They’re great for any situation where a standard bike is just too big.

That’s a Soma Mini Velo pictured above. Even though it looks so small, the 53cm frame fits Michael surprisingly well (she’s 5’8″). The illusion is striking. She’s only ridden it a short time, but her initial impression is that it’s fun, comfortable, and quick. She thinks it would be ideal for anyone who lives in a small apartment but isn’t interested in a folding bike.

We’ll have more on the Soma Mini Velo over the next couple of months.

More at Soma →

Disclosure: Soma is a sponsor of this website and provided the Mini Velo for evaluation.

I’ve been riding the new 2011 Norco Ceres for a couple of weeks now. I’m very much enjoying this solid, refined commuter from Canada’s largest bike company.

The Ceres sports the Shimano Alfine group including the 8-speed internal gear hub, RapidFire shifter, and front and rear hydraulic disc brakes.

Nice details everywhere you look.

Shimano Alfine + Gates Carbon. Sweet.

Norco is proud of their belt drive (as they should be).

Love this hub. I’m anxious to try the new 11-speed, but the Alfine 8 is anything but obsolete.

Stout frame, stout fork. The Ceres is solid; built more like an MTB than a roadie. The tubing is Reynolds 525 and the bike weighs in at around 27 lbs.

Setting belt tension and wheel alignment are a breeze with this sliding dropout. Flat repairs can be made by simply loosening the axle nuts and dropping the wheel; no readjustment is required.

Norco owns Axiom. They have some interesting racks, fenders, and other accessories. This particular rack (the “Journey Disc”) is designed to clear disc brakes.

A solid bike featuring a belt drive and the best commuting-specific component group on the market. More to come on the Ceres…

Norco →

[We only had the D3 on loan for a little over a week, hence this "mini-reivew" instead of our usual "mega-reviews"... ;-) —ed.]

PUBLIC bikes are designed in San Francisco, CA and manufactured in Taiwan (not China). Their D3 is a diamond frame 3-speed that, among the bikes in their line-up, most resembles a classic 3-speed roadster. Unlike European roadsters—most of which are made from hi-ten steel—the PUBLIC’s frame is chromoly. Along with other differences in design and construction, this brings it in at approximately 10-15 lbs. under many of its European counterparts (28 lbs. compared to over 40 lbs.). This not insignificant difference in weight makes it more practical for carrying up flights of stairs or loading onto bus and train racks.

Even though it looks like a roadster, the D3 rides more like an American sport touring bike or hybrid. The steering is light and quick and the overall ride quality is lively. The frame is nicely compliant without being overly flexible. I was expecting more of a solid, cruiser-like ride similar to my old Pashley, but I found the D3 to be surprisingly nimble and responsive.

The D3′s cockpit is more stretched out than usual for this type of bike. Some will like it, others won’t. For how I’d use it, I’d want the D3′s cockpit to be more upright. This could easily be remedied by swapping the stock handlebar for an Albatross or North Road bar (I’d replace the stock saddle with a Brooks B67 while I was at it).

The Shimano Nexus 3-speed internal gear hub supplied on the D3 is snappy and quick. The gear range is appropriate for flat to rolling terrain; beyond that I’d suggest the 8-speed model. The supplied twist shifter works fine, but it would sure be nice if Shimano offered a thumbshifter for this hub (this would also allow the use of cork grips).

The long reach caliper brakes perform well, though their surface finish is a bit rough. The 36-spoke wheels, oversized platform pedals, stout kickstand, metal chainguard and fenders, and rear dropout adjusters are nice touches. The remainder of the components are on par for a bike in this price range.

The D3 would benefit from mid-fork braze-ons for mounting a rack and wire basket low over the front wheel. It is also (conspicuously) missing braze-ons for water bottles. A wire basket is a natural for this bike and it’s too bad the proper mounts aren’t in place. The lack of bottle braze-ons is simply baffling; I know this is a city bike, but it’s important to carry fluids while running errands around town in the summer. Roadsters don’t traditionally have braze-ons for water bottles or front racks, but they’d certainly not be out of place on this modern bike.

I have to admit, I was pleasantly surprised by the PUBLIC D3. It’s much lighter (28 lbs. on my scale) and more nimble than expected. The bars are a bit of a mystery, and the missing braze-ons are a bit of a disappointment, but those certainly aren’t deal killers. For the most part, the details are well thought out and the overall package is clean and well-executed. Most importantly, the D3 is a fun ride at a good price ($690) that fills an important niche: a modern, good-looking, reasonably-priced 3-speed roadster designed specifically for an American audience.

The PUBLIC D3 featured in this review was supplied by the Hot Italian PUBLIC Pop-Up Shop, in Sacramento, CA. For more information, contact publicbikes@hotitalian.net. The shop’s official Launch Party is scheduled for Saturday, March 12, 6:00pm – 9:00pm, at Hot Italian in Sacramento. Rob Forbes, founder of Design Within Reach and creator of PUBLIC Bikes, will be on-hand for the event.

Public Bikes →

Background

With roots dating back to 1887, Raleigh is one of the oldest bicycle companies in the world. They have a long history of producing bikes in England, but nearly all of the models currently available in the U.S. are produced in Asia.

In recent years, Raleigh has really gone after the steel-framed transpo segment of the market. Within their “road” and “hybrid” categories, I count approximately 15 bikes with steel frames, at least 8 of which could be be successfully used for commuting or utility purposes. Among these, the Detour Deluxe jumped out at me as a fully-outfitted commuter at a great price, so I approached Raleigh USA about getting one for review. It arrived in December and I’ve been riding it regularly for the past couple of months.

First Impression

The Detour Deluxe elicits comments wherever it goes, with people describing it as “sharp”, “clean” and “good looking”. The minimalist graphics, internal gears and brakes, integrated pannier rack, internal wiring, and metal fenders and chainguard painted to match the frame, all work together to create a strikingly clean, businesslike look.

Frame Construction

The Detour Deluxe frame is constructed of TIG-welded Reynolds 520 chromoly steel. The welds are reasonably clean and the powder coat is smooth and consistent—both are on par for a bike in this price range. The drive-side vertical dropout is bolted on, allowing for a belt-drive upgrade if so desired. The chain is tensioned via an eccentric bottom bracket. The main frame includes 2 water bottle mounts, openings for internal wiring, a kickstand plate, a wheel lock mount, an integrated metal chainguard, and an integrated pannier rack (more on that later). The straight blade fork includes a roller brake mount, cable stop, and mid-fork rack mounts. Overall, this is a well thought out transpo frameset that leaves little to be desired as a commuter.

Components

The Detour Deluxe comes outfitted with a mixture of mostly Shimano and Tektro components with a few generic parts in the mix (crank, seat post, stem, handlebars).

The drivetrain consists of a Nexus 8 internal gear hub matched to an Alfine 8 trigger shifter, a chain drive, and an alloy single crank with a 42T chainring and alloy guard. This is the basic Nexus hub, not the premium “Red Band” or Alfine model. For all intents and purposes, this smooth shifting hub performs as well as the Alfine, though the Alfine and Red Band are purported to be more efficient and better weather-sealed. Once the cable adjustment settled in, I had zero mis-shifts, and like its upper-end cousins, I was able to shift this hub smoothly while stopped, coasting, pedaling, and even under a fair amount of power while climbing (not necessarily recommended). As always, Shimano internal gear drivetrains are novice-friendly and a joy to use in the city.

The Detour Deluxe’s front and rear brakes are both Shimano Roller Brakes. “Roller Brake” is Shimano’s proprietary name for their internal hub drum brakes. Prior to actually using them, I was fairly skeptical about these brakes. The Sturmey Archer drum brakes on our Pashleys were so lack-luster that I was not expecting much from these Shimanos. I must say, I’m pleasantly surprised. These brakes don’t have the power or modulation of a good cantilever or dual-pivot caliper, but they’re certainly safe and sufficient for city riding. No, I wouldn’t recommend bombing down a mountain pass with a touring load on these brakes, but they’re perfectly fine for bopping around town with a commuting load. The primary advantages of Roller Brakes are that they’re nearly impervious to wet weather, they require very little maintenance, and they don’t cause rim wear.

The Detour Deluxe’s Shimano front hub has a built in generator that’s hard-wired to the Basta headlight and tail light. The mostly-hidden internal wiring is a nice touch. The lights are what I’d consider “first-generation” LEDs. In other words, there are more efficient dynamo-powered lights available, though at a fairly steep premium (the Schmidt Edelux, for example, is nearly $200; 25% the price of this entire bicycle). Like most modern dynamo-driven tail lights, the Basta has a steady-on beam and includes a stand light that shines for a few minutes after stopping.

The non-branded seat post, stem, handlebars, and crank are perfectly functional, if not that visually exciting. The bars have a 27 degree sweep and zero rise. The ergonomic grips are comfortable and just about the perfect width for my hands. The Tektro brake levers work fine and the left-side lever includes a built in bell.

Stock saddles are often terrible, but I was surprised that I didn’t at all mind the supplied Avenir saddle. It’s a little soft and a little wide for my tastes, but those who are accustomed to wider saddles like the Brooks B67 may like this saddle.

The AXA Defender wheel lock is a nice touch. It’s only good to slow down grab-and-dash opportunistic thieves, but it’s handy for quick trips into the coffee shop or library where you can keep the bike within sight. A cable that attaches to the lock is available as an optional accessory. I like the fact that the frame has braze-on mounts specifically for the lock.

Even though I always prefer double-legged center-stands, the supplied kickstand is plenty strong for up to, and including, commuting loads. Unlike many factory-supplied kickstands, the leg on the Detour Deluxe’s kickstand is long enough to hold the bike nearly upright (this is a good thing—it baffles me how many bikes come supplied with kickstands that are too short).

The Rack

Oh, the rack. I’ll say it up front; I don’t mind the rack. It has its limitations, but overall, I give it a tentative thumbs up. The issues are: it has no platform so rack trunks and cargo nets are out; it has no lower attachment points so it requires panniers with locking hardware such as those from Arkel and Ortlieb; and, if you don’t like it, it can’t be removed. The pluses are: it rides low, so the weight almost disappears behind you; it’s long, so it provides a ton of heel clearance, even with over-sized panniers; it’s stronger than it looks because it’s integrated into the frame; and, it’s included in the price of the bike.

I asked Raleigh, and the official weight limit of the rack is 55 lbs. This is the standard weight limit many manufacturers list for their factory-supplied rear racks. I was able to carry loads up to the weight limit with no issue. The Detour Deluxe isn’t being sold as a cargo bike, so I didn’t run any over-limit tests.

Offering the Detour Deluxe with this integrated rear rack was a gutsy move by Raleigh. On the one hand, it makes the bike stand out from the crowd, and it certainly seems to have attracted some attention. On the other hand, there are going to be those who don’t like the rack because of its limitations; for them it could be a deal killer.

Ride Quality

The Detour Deluxe is a pleasure to ride. The handling is stable and predictable. The combination of a straight blade fork and a sloping top tube make for a modern, stiff ride. I personally prefer a more compliant frame, but most people will appreciate the rigidity of this frame, particularly those who cut their teeth on modern aluminum or carbon racing-influenced bikes. The geometry is optimized for rear loading which makes sense for a commuter with an integrated rear rack. With its high-trail front end, this bike is not particularly well-suited to a front cargo rack (that said, I’ve been riding a high-trail Surly with a porteur rack for a couple of years with no issue). Overall, the handling is dialed-in and easy, with or without a load.

Specifications

• Frame: Reynold 520 Butted Chromoly w/CNC Dropouts
• Fork: 4130 Chromoly
• Shifter: Shimano Alfine 8-speed Trigger
• Rear Hub: Shimano SG-8R31 Nexus 8-speed Internal Gear
• Front Hub: Shimano DH-3R30-N Dynamo
• Brakes: Shimano BR-IM50 Roller Brake
• Rims: Weinmann XC260 Double Wall
• Tires: Kenda K1053 700x35c
• Cranks: Forged Aluminum 42t w/Alloy Guard
• Bottom Bracket: Sealed Cartridge
• Headset: Ahead 1-1/8″
• Stem: 2D Forged 17 degree
• Handlebar Alloy Flat 27 degree Sweep
• Brake Levers: Tektro Comfort Alloy
• Grips: Avenir Comfort
• Seatpost: Alloy Micro Adjust 27.2x400mm
• Saddle: Avenir City 100 Series
• Price: $799-$820

Conclusion

At $800, the Detour Deluxe is one of the best values on the market for a mid-priced, fully-outfitted commuter. It’s a well though out package that leaves very little to be desired. With its internal gear hub, internal brakes, dynamo lighting system, fenders, chainguard, kickstand, bell, and integrated rear rack, the Detour Deluxe is ready to roll right off of the dealer floor. The one question mark is the rear rack. It may be a deal stopper for some, but for those who can work within the limitations of the rack, this bike is hard to beat at this price point.

Disclosure: The Raleigh Detour Deluxe discussed in this article was supplied by Raleigh USA specifically for this review. For more information about our reviews, read our review policy.

Raleigh USA →

Here’s a quick look at the 2011 Detour Deluxe I just received from Raleigh. It’s only been out of the box one day, but so far I’m quite impressed with the ride quality, construction, and component mix, particularly for a bike that retails for under $900. I’ll have a full review for you after the first of the year. Raleigh →

[Having owned three now, this article should be read with the presumption that I'm a big fan of Brompton folding bicycles. In other words, consider it more of a general overview of Bromptons written by a devotee, rather than an unbiased, technical road test of a specific model. —ed.]

The Benefits of Folding Bicycles

Folding bicycles offer many advantages to commuters, tourists, and anyone who needs a bike for transportation, but has limited space for storage.

In many cases, bike racks on buses and trains are available only on a first-come, first-served basis. This leaves owners of full-sized bikes vulnerable to being bumped off of transit in the event a rack is full. Folding bikes solve this issue by being allowed inside many buses and trains. When hidden by a slip cover, a tiny folded bike like the Brompton is no bigger than a small suitcase, and even if regulations state otherwise, they can often be brought on-board and stored in a luggage area.

Small folding bikes are often exempt from building regulations that bar regular bikes from entering. In addition, they open up a variety of storage possibilities at the workplace, while also eliminating the security issues associated with storing bikes outside. A folded Brompton is small enough to fit under a desk in even a tiny cubicle.

Multi-modal touring is an appealing option for those who either have physical limitations or time constraints. With a small folding bike, a person can cover a portion of their tour by train, plane, or bus, then use their folding bike for exploration at various destinations along the way. We’re very interested in the idea of taking a train across the country with our pair of Bromptons, stopping along the way to explore the sights in various locations.

If limited storage space at home is an issue, folding bikes are a great way to make the best use of the space that is available. Compact folding bikes like the Brompton are small enough to be stored under a desk or even inside a cupboard. And for those who are sensitive about the visual effect of having a bicycle stored in their living space, a small folder with a slip cover makes an unobtrusive package that disappears into a corner or cubbyhole.

Brompton Company Background

The story of Brompton is the quintessential tale of the inventor/entrepreneur who had a vision, brought it to reality through a long process of experimentation and prototyping, and eventually brought a mature product to market in a very successful way.

Brompton’s owner, designer, and current Technical Director, Andrew Ritchie, first had the idea of developing a better folding bike in 1975 after seeing a Bickerton. From that initial spark, it took 13 years of prototyping and fund raising to reach the point of full production in 1988. The Brompton as we know it has been in continuous production since then. Throughout, the company has remained under private ownership, and production has remained in-house in West London, UK.

Today, Brompton has a cult following unlike practically any other bike brand — folding or otherwise. Brompton clubs exist all over the world, and numerous online communities have sprouted up around the brand. The so-called “Brompton World Championship” — a somewhat tongue-in-cheek annual race with entrants dressing in business attire and riding Bromptons — has become wildly popular, with 750 participants this year.

The Brompton Fold

Any discussion about a Brompton starts and stops with the fold, which is arguably the best among all folding bikes. The parallel, three-part fold places the wheels side-by-side, with all of the vulnerable parts protected between the wheels. The overall folded dimensions are 22.2” x 21.5” x 10.6”. That’s a small package for any folder, particularly for one that rides so well. But, even more important is the clean outline of the folded package. The size and shape are not unlike a small suitcase, with the nose of the saddle cleverly serving as a carry handle. With a slip cover over the top, the folded Brompton is so compact and smooth that it can be carried into almost any venue without raising an eyebrow — most people won’t even realize it’s a bike.

The Brompton fold is a three-step process, as follows:

1. Start by flipping the quick release located under the seat clamp and lifting the back of the bike to swing the rear wheel forward under the frame. Cleverly, in this position the bike is designed to stand on its own. Brompton owners often use this partially folded position to “park” their bikes.
2. Next, release the hinge on the main frame and swing the frame back on itself, locking it into position.
3. Finally, release the hinge at the base of the stem/riser, fold the bars, and lower the saddle. The bars snap into place, and the seatpost locks the entire package for carrying.

The entire process takes 10-20 seconds and becomes second nature in a very short time.

Cleverly, the Brompton has a pair of tiny wheels strategically placed at the top of the rear triangle for turning the bike into a rolling cart. When the rear triangle is folded underneath, the small wheels swing around to face the ground. With the handlebars unfolded, the bike can be rolled along on these wheels, much like an airline luggage cart.

The Ride

Bromptons are unusually quick and compact, though not at all unstable or uncomfortable. The 16” (349mm) wheels and compact frame make for a light and nimble feel. The steering is razor sharp, with small inputs at the handlebars being immediately transmitted to the road. It takes a brief time to adapt to the quick handling, but once the rider is acclimated, the Brompton becomes a formidable tool for zipping and weaving through dense, urban traffic.

Small wheels tend to provide a harsh ride. Brompton mitigates for this with a suspension block located where the main frame and rear triangle meet. The travel at the rear wheel is short and, unlike the long travel suspension on mountain bikes, is only intended to take the edge off of small obstacles. This small amount of rear wheel travel does a remarkable job of smoothing out imperfections in the road while helping the bike track straight over rough surfaces. The use of relatively high flotation tires run at reasonable pressures (I run Schwalbe Marathons on my M3L at 60psi) also does much to smooth out what might otherwise be a fairly harsh ride.

Bromptons are only available in one size and three handlebar styles, none of which can be adjusted for height. This results in a bike that will feel and fit differently depending upon a person’s physical stature. A Brompton will feel much like a “full-sized” bike to a small person who is accustomed to riding small frames. On the other hand, a Brompton may feel on the small side to a larger person (say, over 6’0”) who is accustomed to riding large frames. This is not necessarily an issue, and many people of all statures, including those well over 6’ tall, adapt to riding Bromptons successfully.

Folding bikes in general have a reputation for being only good for short rides in the city, but Bromptons have been widely used for long-distance touring. In fact, there are a number of people who have taken transcontinental trips on Bromptons, and I know of at least one couple who made a ‘round-the-world trip combining boat and train travel with their Bromptons. Just recently, Todd Fahrner, owner of Clever Cycles in Portland, took an unsupported tour down the California coast (from Portland to San Francisco) on his Brompton.

The Build

Bromptons are built like tanks. That doesn’t mean they’re unusually heavy; they’re not. But where it matters — namely the frame and hinges — they’re clearly designed to withstand many years of hard use. The main frame is built from brazed (not welded), high tensile steel. The over-sized main tube is stiff, and there’s no sign of flex that comes from either the frame or the hinges. The handlebar stem/riser — a weak area among many folders — is surprisingly stiff. The frame is on the verge of being overbuilt, but folders other than Bromptons are notorious for coming apart after a few years, so I feel the robust design is a fair trade for a small amount of added weight.

My M3L’s Sturmey Archer 3-speed internal gear hub performs quite well and compares favorably to modern hubs from Shimano and SRAM. Shifts are crisp and can be initiated while pedaling, coasting, or standing still. I really like the Brompton proprietary thumb shifter too; it’s easy to use and it stays in adjustment. The 3-speed is arguably the best among S-A’s offerings. The 5-speed S-A on my Pashley was clunky in comparison; it needed frequent adjustment and missed shifts were not uncommon. I’ve had zero issues with the 3-speed.

The Brompton M- and S-Type cockpits are not particularly ergonomically-friendly. As necessitated by the compact fold, the brake levers are on the short side, and the grips are thin and narrow. Ergons are a big improvement over the stock grips; if you go this route, be sure to check that they don’t interfere with the fold.

I find the new Brompton saddle to be more comfortable than previous incarnations. It also has a hand grip on the underside of the horn for carrying the bike when folded; clever!

I’ve owned three Bromptons and I’ve yet to have any issues with components or wheel builds. The Brompton-branded dual-pivot brakes are snappy and and plenty powerful. The Brompton-branded crank is attractive and plenty stiff. The chain tensioner keeps the chain taut when the bike is folded. The wheels are tough and require only occasional touch-up. The overall component mix is excellent, and the detailing, fit, and finish leave very little room for improvement (other than perhaps the hand grips mentioned above).

Options

You may have noticed that each Brompton model number consists of two letters and a number. The first letter indicates handlebar style (S, M, P), the number indicates the number of gears (1,2,3,6), and the second letter indicates fender and rack packages (E, L, R). So in the case of our M3L test bike, we have a mid-rise handlebar (M), 3-speed drivetrain (3), and fenders (L).

Each Brompton is essentially “made-to-order”, with a wide variety of options available. There are three base models, the S-Type, M-Type, and P-Type. The S-Type is the sporty model with a lower flat bar; the M-Type (as shown here) is the classic Brompton with a mid-rise bar; and, the P-Type is the touring model with a trekking bar that provides multiple hand positions. Any of these models can be upgraded to the “super-light” package (indicated by an “X” after the model number) with a titanium fork, rear triangle, fender stays and pedal bolt; and, an alloy headset and seat post.

All three models are available with either 1, 2, 3, or 6 speed drivetrains. The 1-speed is a standard single speed freewheel; the 2-speed is a proprietary Brompton-made 2-speed derailleur; the 3-speed is a variation on the classic Sturmey Archer 3-speed internal gear hub; and, the 6-speed is the 2-speed derailleur in combination with a wider range 3-speed Sturmey Archer IGH.

Fender and rack options include the Version E, Version L, and Version R. The Version E is the basic model sans fenders and rack; the Version L includes front and rear fenders; and the Version R includes the fenders plus a rear rack.

Various other options include: extended and telescoping seatposts for individuals with >33” inseams; choice of tires; choice of saddle (stock or Brooks B-17); battery or dynamo lighting systems; and, a variety of luggage options, which I’ll cover below.

Luggage

The Brompton Front Carrier Block is a universal mount that accepts any bag in the Brompton line-up. The block is attached to the headtube, which places the weight on the frame, leaving the steering essentially unaffected.

NYCeWheels sent us a full range of Brompton bags to try out, from the simple Folding Basket, all the way up to the A Bag leather briefcase:

• The Folding Basket is a grocery-style pannier adapted to fit the FCB.
• The S-Bag is a small messenger-style bag with a 20-liter capacity designed to fit the lower handlebars and shorter stem on the S-Type bike (it also fits the other models). It’s constructed from water-resistant nylon and comes supplied with a waterproof rain cover and shoulder strap. This is a nice bag if you only carry a lunch and a few small items to work.
• The C-Bag is a full-sized messenger bag with a 25-liter capacity. It’s constructed from water-resistant nylon and comes supplied with a waterproof rain cover and shoulder strap. The C-Bag is a nice size for commuting, with enough room for a change of clothes, lunch, and even a small laptop. With the addition of a little padding, it also serves as a nice camera bag for a small DSLR outfit. This is my favorite bag from Brompton.
• The T-Bag is Brompton’s touring model. It’s their largest bag with a 31-liter capacity. It has a roll top and numerous pockets and pouches inside and out. It comes supplied with a rain cover. This is a big bag that’s perfect for touring or grocery hauling, but perhaps a little large for commuting.
• The A-Bag is Brompton’s leather executive briefcase. It’s a beautiful piece of work, but it’s a bit ostentatious (and pricey) for this humble commuter.
• The B-Bag is a carrying bag for the bike itself. It’s a heavy duty bag with casters, a carry handle, a shoulder strap, and 5mm padding all around. With the use of a pair of B-Bags, we’re able to drop both of our Bromptons in the cargo area of our tiny car without fear of damaging the bikes. A must-have if you plan to transport your Brompton in an automobile or airplane.
• The Slip Cover is a small cover that slips over the bike from the top. It makes it much easier to sneak the Bromptom into buildings and onto buses and trains without notice. It stores on the seat post when not in use.

Conclusion

When I think of a Brompton bicycle, I think “clever and refined”. From its unique fold, to its suspended rear triangle and “rolling cart” capabilities, this is a bike that’s oozing with intelligent details. The underlying design of the Brompton has changed very little over the years; the bugs and quirks have been almost completely worked out of this bike through a long process of testing and refinement. While there are other interesting folding bikes on the market that offer viable alternatives to the Brompton, in my view there’s yet to be another folder that brings together a clean, compact fold and excellent ride quality in such a compelling way.

M3L Specifications

• Frame & Fork: Steel
• Handlebars: M-Type
• Saddle: Brompton with moulded grip and hollow rails
• Seatpost: Brompton steel telescopic
• Pedals: Brompton folding/platform
• Brakes: Brompton dual-pivot caliper
• Shifter: Brompton
• Front Hub: Brompton standard
• Rear Hub: Sturmey Archer BSR 3-speed internal gear hub
• Rims: Alloy
• Tires: Schwalbe Marathon
• Folded dimensions: 22.2” x 21.5” x 10.6”
• Weight as shown: 25 lbs.
• Approximate price as shown: $1,424

Disclosure

The M3L discussed in this article was supplied by our sponsor, NYCeWheels. For more information about our reviews, read our review policy.

NYCeWheels →
Brompton →

Background
Yuba is a small company based in Sausalito, California specializing in building long wheelbase cargo bikes for hauling heavy loads. The company was founded in 2006 by Ben Sarrazin who, after helping start Xtracycle and spending several years working there, saw the need for a more robust, fully integrated longtail design capable of carrying extreme loads. The result is the Mundo, a heavy-duty longtail with one of the highest load capacities of any bicycle on the market.

First Impression

The Mundo is a big, heavy-duty bike (it’s nearly 7 ft. long) that is obviously built to handle large, heavy loads. When you first get on the bike, you immediately feel the stiffness and mass in the frame; it’s clear from the first pedal stroke that this is a purpose-built cargo bike that makes no allusions to being anything other than a workhorse for hauling anything-and-everything from a pair of children to 400 lbs. of bananas.

Construction

The Mundo frame is manufactured in China. Hi-ten steel is used throughout to reduce costs and simplify repairs in the event of a damaged frame. The downside is that building with hi-ten results in a heavier bike than when building with stronger, but more expensive chromoly (the Mundo weighs in at approximately 58 lbs.). The frame is generously triangulated, and the main frame tubes are ovalized to optimize stiffness. Overall, the frame gives the impression of being well-built and utilitarian in the best sense of the word.

The overall fit-and-finish are what you’d expect for a cargo bike in this price range, and the powder coat and decal set look fine, if not refined. The numerous braze-ons in the cargo area are a nice detail that add significantly to the versatility of the bike by allowing the end-user to experiment and add their own cargo securing methods. The welds are reasonably clean and about what you’d expect on a Chinese-made frame in this price range.

The Mundo is designed as a one-size-fits-all frame with a sloping top tube, long seat post, and adjustable stem. While I’m usually not a fan of this type of sizing, it can work fairly well for specialized tools like cargo bikes and folders where time in the saddle and distances are typically shorter. We were able to adjust the saddle and bars to comfortably fit everyone in our family. If you’re on the extreme edge of the sizing bell curve, be sure to take a test ride before making a commitment.

Components

The Mundo’s component group is a budget mix from Shimano and Promax. The indexed twist shifters are sufficient, if not inspiring, and didn’t require any adjustment over the test period. The Promax V-brakes are sufficiently stiff, though I’d suggest swapping out the brake pads for KoolStop salmon pads. Yuba offers a disc brake upgrade option ($85) that I’d highly recommend for anyone who will regularly be carrying loads over 100 lbs. or for those who live in hilly terrain. You certainly don’t want to load 200 lbs. on any bike and head down a steep hill with only V-brakes to stop you.

The Mundo comes delivered with heavy-duty, high-spoke-count wheels (36 up front, 48 in the rear) with 14mm solid axles and sealed bearing hubs. Wheels are frequently the Achilles Heel of budget-priced tandems and cargo bikes, but the stout wheels on our test bike stayed true throughout the test period.

For the relatively flat terrain and fairly light loads we carry, the Mundo’s 7-speed triple drivetrain was perfect. At 20.4″, the low gear was fine for us, but those who will be carrying big loads in hilly terrain may want to consider a slightly lower bottom gear.

Our test bike came delivered with a heavy-duty single-leg kickstand. While it’s the strongest single-leg kickstand we’ve seen, it wasn’t ideal when the bike was heavily loaded. Fortunately, Yuba recently developed a stout, double-leg centerstand that will be supplied on all bikes going forward. This should be a big improvement over the single-leg stand. If you already own a Mundo, the double-leg stand can be purchased separately for $77.

Uses

Think pedal-powered minivan or pickup truck and you have the correct mental picture of this bike. With a pair of “Go-Getter” bags mounted, the Mundo easily carries 6 bags of groceries. With the addition of a pair of “Peanut Shell” child seats, the Mundo can safely carry two young children. Add the “Soft Spot” padded seat and “Hold On” stoker kit and the Mundo effectively becomes a tandem (without the second set of pedals, of course).

With the creative use of straps, all manner of large and heavy objects can be carried on the Mundo. We don’t actually move around large, heavy objects very often, but we did take the time to test some heavy loads and found the Yuba totally up to the task. Even with loads over 100 lbs. on the bike, the frame felt solid and secure. Even though the Mundo is rated for up to 440 lbs. of cargo (plus rider!), at some point, the challenge becomes less about the bike and more about balancing the weight and dealing with the bulk. For us, anything past about 150-200 lbs. is pretty much unmanageable. It’s no fault of the bike, it’s just the difficulty of handling that kind of weight.

Accessories

Yuba offers a long list of accessories for the Mundo. The “Go-Getter” bag is a nicely constructed, oversized nylon pannier that easily swallows 3 large grocery bags. The “Soft Spot” seat pad straps on the cargo deck and provides a reasonably comfortable spot for a passenger. Up to two “Peanut Shell” child seats can be attached to the Mundo’s rear platform for carrying children from 20 lbs. up to 50 lbs. each. In case you need to increase the Mundo’s already huge carrying capacity, the “Bread Platform” platform rack mounts on the headtube above the front wheel. Visit the Yuba website to see the full list of accessories.

Conclusion

At $1099, the Yuba Mundo is one of the least expensive full-featured cargo bikes on the market. It also happens to have one of the highest load capacities of any cargo bike ever made. It’s a purpose-built bike that serves its intended use as a minivan replacement quite well. It’s a large, heavy bike that I wouldn’t personally consider using as an everyday ride for commuting, light errands, and just getting around town, but if I had the need for a bike to haul major loads on a regular basis, the Mundo would certainly be on my short list.

Specifications

• Model: Mundo V3
• Frame: 26″/50 Mundo MP Hi-Ten Steel 1 1/8″ w/disc brake mount
• Fork: 26″ Steel w/disc brake mount
• Size: One size fits all
• Headset: 1 1/8″ Steel
• Brakes: V-Brake TX-125 L – Promax
• Brake Levers: BLG 82 – Promax
• Freewheel: Shimano 7-speed 14-28T
• Crankset: Triple 22/32/42 SL Gigga Blk
• Bottom Bracket: VP-BC 73 boron steel 113mm
• Shifters: Shimano Tourney
• Derailleurs: Shimano Acera
• Hubs: Modus Sealed Bearings – Alloy
• Rims: Huafen 660g single wall – 36H/48H
• Tires: Kenda 841A
• Handlebar: Promax HB-T310 alloy
• Stem: Promax Adjustable
• Seatpost: 400mm Steel
• Saddle: Velo VL-3205
• Weight: 58 lbs. (on our scale)
• MSRP: $1099

Yuba →

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ThorUSA loaned me their one-off belt drive Dahon Mu XL Sport to play around with for a couple of weeks. The Mu XL Sport is Dahon’s 20″ performance commuter. It’s a fun ride; nimble, fast — and with the Gates belt drive installed — smooth and silent.

You’ve heard me rave about belt drives before, and here we go again. There are gimmicks galore out there, and I’m as suspicious as anyone when it comes to the latest-and-greatest, but I’m a big fan of carbon belt drives. They’re tough, maintenance-free, clean, quiet and smooth. Of course, they’re limited in the fact that they can only be used on single speed or internal gear drivetrains, and on conventional bikes (not folders) they require a special frame that opens to allow installation of the one piece carbon belt. They also require precise alignment between the sprockets, and Gates only offers a limited range of sizes in both belts and sprockets at this time. Still, in cases where all of these requirements can be met without too much compromise, belt drives offer some real advantages over chains.

The belt drive conversion on this Dahon was done in-house at ThorUSA. The install is clean and it looks like a factory job. The only downside is that because of the limited range of sizes available in belts and sprockets, the gearing is quite low. The lowest 3 gears are going to be of only limited use to most people, essentially turning this 8-speed bike into a 4-5 speed. If you’re interested in having a belt drive Dahon built, be sure to talk to Thor about gearing before making a move.

Since I’m a Brompton devotee, it’s only natural to compare the Dahon to my regular ride. The Dahon is approximately 3 lbs. lighter (my scale shows 23 lbs.) and it rolls surprisingly fast on its Schwalbe Kojak tires. The construction is clean, though the lightweight Dahon is obviously not nearly as robust as the little tank-like Brommie. The fold isn’t as compact as the Brompton’s (none are), but the belt drive eliminates the exposed greasy chain issue which can be a bit of a problem with some Dahons.

The Mu XL Sport would be a great bike for anyone on a budget who wants a relatively lightweight, performance folder with an IGH. The addition of the belt drive makes it particularly appealing from the standpoint of cleanliness (something that’s always a consideration on folding bikes that are carried in street clothes and stored near other people in public places), though the impractically low gearing is an issue that will need to be resolved. Perhaps the upcoming 11-speed Shimano IGH will be the answer.

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[Many thanks to Thor at ThorUSA for use of his belt drive Dahon. —Alan]