The eBike Shelf: Mastering Cycling, by John Howard

I didn't expect "Mastering Cycling", by John Howard, to be completely relevant to people on ebikes, as it's targeted to Masters class (30+ years of age) racers, but I was pleasantly surprised to find several chapters with some good tips for anyone on an ebike. Turns out the title has a double meaning - it's both about Masters racing, and about perfecting your skills as an everyday cyclist.

Written by a cycling racing coach with many years of experience and an impressive array of clients, Mastering Cycling is an easy read, and it has some good take-aways. In particular, I found the chapters on Bike Setup and Perfecting Bike-Handling Skills to be particularly interesting. Many, if not most, ebikes aren't configured or designed to the perfect racing form. Likewise, many cars aren't designed to be F-1 stars. Understanding the compromises made between optimum efficiency and comfort or cargo-carrying capacity helped me understand my riding preferences, and make some subtle, yet significant changes.

To the cycling racer, chapters on nutrition, seasonal training, and race strategy would no doubt be vital information to build a successful Masters racing season, or career. To the ebiker, it's also useful to know what the racers we often ride with are anticipating in terms of traffic flow.

Reading: "Carjacked: The Culture of the Automobile and Its Effect on Our Lives"

Photo c. D. Woodard

On Thursday, August 5, Catherine Lutz and Anne Lutz Fernandez spoke to a group of about 15 people at Powell's Books on SE Hawthorne Street.  They discussed their new book, "Carjacked: The Culture of the Automobile and Its Effect on Our Lives". They've wound up a cross-country, book tour (car-free, of course), with subsequent stops in Seattle, WA, and Vancouver, BC.

The idea to write "Carjacked..." came about, they said, through a related series of events, some tragic.  First, they both switched lifestyles - Anne moving from an urban area to a suburban neighborhood, and Catherine making the opposite change. As they adjusted into their new lifestyles, the changes each experienced prompted a deeper conversation between them.  And tragically, at around the same time, they lost several close friends (to whom the book is dedicated) to automobile accidents. They sought to answer the question - if cars are apparently so bad for us, how did we end up in the situation we are in?

C. Lutz records a recent Sprockettes performance.

Bringing her experience as an anthropologist to the table, Catherine has great insight into how this happened culturally.  Anne complements this with a keen business insight. The fact that they both have educational experience at both the primary and secondary levels is reflected in a thoroughness yet easy readability. The book is well-documented with endnotes, quotes from extensive interviews, and sheds light on some commonly held (and in some cases, intentionally created) misperceptions about our relationships with the automobile.

Here are some interesting facts from their research:

* Americans spend, on average, 18.5 hours per week either driving or riding in a car.  In a year, car owners spend $14,000 a year on direct expenses related to their cars, commonly the second greatest household expense, and approaching the greatest household expense in some areas.

* Their research further indicated that rather than providing freedom for their owners, cars actually accelerate the economic disparity in society. In fact, a car is not freeing or empowering, it is impoverishing.

* Cars create carnage. 40,000 people die each year in car-related incidents.  Additionally, 2.5 million people are injured in cars; these injuries can affect the quality of life of the victims for the rest of their lives.  More people have died in car accidents in the history of the US than in all our wars combined.

* The "Public Transit Diet" - by opting to take public transit or other forms of active transportation, people can easily drop between 5 and 10 pounds of weight.

* Fuel efficiency is not, on average, improving. The Model T, when introduced, got 28 miles per gallon. The modern average fuel economy is 24.7 mpg.

* Electric cars are not the answer to car culture - their experience (Anne owns a Toyota Prius) has been that the only thing they change is the source of power for propulsion. Granted, there are benefits from switching power sources, but that won't move us away from a car-centric culture. Also, they think, the electric car is something of a red herring, in that car companies are saying they're constantly just at the horizon, but "in the meantime, please buy this SUV".

When asked about what can be done to move Americans from a love/hate relationship or a sense of ambivalence to their cars, in addition to the recommendations that they make in their final chapter, "A Call to Action", they recommend we overcome the ingrained car culture through awareness and education.

First Look: The Kalkhoff Sahel

Sahel Pro Disc enjoying the Esplanade.

With the launch of their 2010 line of ebikes, Kalkhoff also announces the introduction of two new models, the Sahel Pro Disc and Sahel Comp.  Based on the same 26v 250 watt Panasonic electronics as the rest of their line, it does demonstrate a new line of thinking for them. I was lucky enough to get to test ride a pre-production sample model of the Sahel Pro Disc.
The most striking difference between the Sahel Pro Disc and the Pro Connect Sport, their top-of-the-line model, is the wider tires.  These seem to afford a smoother ride, and are more forgiving in a roughly-paved urban environment. The Sahel Pro Disc also features an 8-speed internal hub, and titular disc brakes.

Though not as aggressive as the Pro Connect Sport, the Sahel Pro Disc's riding position is still fairly aggressive. It does lack the integrated bar ends of the Pro Connect Sport; however, I didn't really miss them. Riding the Sahel Pro Disc was enjoyable - the shared electronics make it cohesive with the rest of the Kalkhoff line - the tires are a bit more comfortable. The lack of front suspension was noticeable, but also afforded better feel for the road. Integrated lights are a nice touch, and the disc brakes do ensure reliable and responsive stopping.

Sahel Comp, with Xtracycle, c. Kalkhoff USA.

In short, the Sahel is a well-designed product. It's different enough from the Pro Connect Sport, and indeed, the rest of the Kalkhoff line, to merit it's own position.  At launch, it is available in Pro Disc configuration, reviewed here, as well as the Comp edition, which is distinguished from the Pro Disc model by a step-through "Wave" frame, hydraulic rim brakes in lieu of discs, leather grips, and a Brooks leather saddle. Kalkhoff USA is experimenting with an Xtracycle-equipped version of the Sahel Comp, an interesting Teutonic take on the Japanese "mamachari" ebike.

The Sahel Pro Disc retails for $3,449; the Sahel Comp lists at $3,399.

New for 2010: Kalkhoff USA Launches New Models, Upgrades Current Line

Kalkhoff USA recently announced new additions and changes to their product line for 2010. They reflect a refreshed approach to the American market for ebikes, as well as targeting a broader audience for ebikes.

Sahel Pro Disc, courtesy KalkhoffUSA

The biggest news is certainly the launch of 2 new models, the Sahel Pro Disc and Sahel Comp.  The Sahel Pro Disc seems to me to be a more urban-friendly version of the Pro Connect Sport, with disc brakes and fully integrated lighting. It sports an aggressive riding position and wider tires - better for crossing railroad tracks and providing a somewhat smoother ride. The Sahel Pro goes a step farther, sporting a step-through frame, leather hand grips, and a Brooks leather saddle. I rode a pre-production sample of the Sahel Pro Disc recently - I'll be posting a more comprehensive review shortly.

The bars, top center, indicate real-time assist level.

Changes also come to the Pro Connect Sport and Pro Connect models. The Pro Connect Sport is now also available with SRAM's Dual Drive technology - a nine-speed rear derailleur coupled to a 3 speed internal rear hub, yielding a total of 27 available gear ratios. Both Pro Connect models have been upgraded to a 300-watt motor from last year's 250-watt model, as well as 2:1 power assist.  The additional power also comes with an upgraded "dashboard", which includes a power meter, detailing in real time how much assist the motor is providing. Not merely good to know; this information helps enable a rider extend their range by monitoring battery usage. I would expect some impact to range due to the increased power, but I can't estimate what that impact will be.  I briefly rode the new Pro Connect Sport recently, and the additional power is a seamless and welcome addition. Sadly, the ergonomic hand grips with integrated bar ends have been replaced, but the new grips are fairly comfortable, too.

The entire line of Kalkhoff ebikes receives an upgrade in color selection as well. A somewhat more muted palette, the new colors might make the Kalkhoffs a bit harder to pick out in a crowd, but also reflect a commuter's sensibilities in color selection.

Xtracycle'd Sahel Comp, c. KalkhoffUSA.

Kalkhoff USA is also researching an Xtracycle-equipped version of the Sahel Comp model, with a Tasman Wave to follow. A USA-only offering, the addition of the Xtracycle vastly increases the load-carrying capacity of the ebike; the reassuring stopping power of hydraulic brakes is a necessary feature when carrying larger loads.

Kalkhoff USA is hosting an open house at their Pearl District showroom (528 NW 11th) this Thursday, August 26th, from 5:00 to 9:00 PM. Drop in, enjoy a complimentary bratwurst (they are German ebikes, after all), and check out the new additions and changes to the Kalkhoff ebike line of offerings.

The eBike Shelf: Effective Cycling, by John Forester

Effective Cycling, by John Forester, is a copious book that explores many angles of cycling and cycling culture.  Often lauded as the authoritative source for beginning riders as well as those with more experience, he posits that "Cyclists fare best when they act and are treated as drivers of vehicles." From this starting point, he builds a convincing argument, supported with instructional tips and years of experience, about riding and integrating safely with traffic.  I still like separate dedicated bike infrastructure, but this book helped me think more critically about how I ride with traffic.  Though lacking in any content about electric bikes, it's a great general guide book, and a valuable reference source.

Review: Riding the Rest of the Kalkhoff Line

Sometime ago, I test rode the top-of-the-line Kalkhoff Pro Connect Sport for a week. I was impressed with its component mix, accessories, performance, and overall quality.  I was interested in trying the remaining models in their line, and I recently spent a sunny, if cool, afternoon test riding several models. Since the electronics and batteries used (the 250-watt 26 volt Panasonic mid-drive system) are the same across their product line, I was fairly comfortable that I could make a good comparison based on a shorter ride. Here are my impressions of the rest of their line:

Pro Connect
One step down from the Pro Connect Sport, the Pro Connect lacks the reassuring stopping power of the Magura hydraulic rim brakes.  It does feature a similar aggressive riding position but changes rear hub spec to the 8-speed Shimano Alfine hub; at $2,999, it is $400 less than the Sport model. At this price point, though, I think the upgrade to the Sport model is well worth the money. The Pro Connect is available in both a diamond frame and a "Wave" (step-through) version.

Tasman in "Wave" frame-way

Tasman
Suggesting a slightly more upright ride, the Tasman is also outfitted with more comfort-related accessories, like a fully encased chain and a skirt guard on the rear wheel, as well as the hydraulic rim brakes. The Tasman retails for $2,799, and also comes in a diamond and Wave frame styles.

Agattu
The Agattu is the comfortable around town cruiser, and is only available in Wave frame style.  Like the Tasman, the Agattu also features dynamo hub powered front and rear lights, as well as suspension seat post and gel saddle. It retails for $2,499.

So what's my overall impression?  I think I prefer the Tasman - it's got the solid brake performance, is nicely accessorized, and I prefer the riding style over either Pro Connect model. That said, they're all solid ebikes. This is all very subjective - the best way to figure out which one you prefer is to ride them all. To further the utility of an around-town bike, I'd suggest adding a security chain, and consider permanently mounting at least one basket.

Review: The OMSI eBike Charging Station

View of OMSI from the new charging station.

As first reported over at BikePortland.org, OMSI, in cooperation with PGE, Sanyo, and InSpec Design, has installed an electric vehicle charging station, partially powered by solar power collected on-site. This is in addition to an existing 2-spot electric vehicle charging station immediately north of the Museum.

Weather-resistant outlet mounted to bike rack.

Located in the parking directly east of OMSI, the kiosk is easy to find.  There are 2 choices to lock and charge your ebike: there are covered (but not enclosed) standard bike racks, with weather-resistant 110v AC outlets located with 8-12 inches of the lock ring.  If you've brought your charger with you, it's a straightforward process to plug-in and recharge.

Secure off-bike charging.

The other alternative is a fully enclosed locker.  These closely resemble the lockers at airports or bus stations, but for one addition - 2 110v AC outlets inside the locker. These lockers are rented for 50 cents; when I inquired, OMSI indicated they hadn't established a time limit yet. There are 6 lockers - the top lockers in each group is signed as including a Sanyo charger, but currently they only have outlets.  Including the charger is an interesting idea - it's obviously a sales point for Sanyo, as if you've purchased one of their bikes you won't need to carry your charger with you.  The ticket sellers just inside the museum are happy to make change.  The lockers are approximately 12 inches square, so if you have a particularly large or oddly shaped battery, you may want to verify it will fit before committing yourself to using them.

Another potential ebike charging station.

An interesting opportunity exists in the parking lot directly north of the museum, at the previously installed LEV charging station. As the picture shows, there is a bike rack near these outlets, but trailing wires across a busy sidewalk isn't really viable. The addition of 2 staples in closer proximity to the outlets would help maximize the use of these outlets as well.

Upon hearing about the station, I was curious as to how well it would work in practice. Shortly thereafter, I found myself needing to make several stops downtown, and knew that the full round-trip distance was at the limit of my battery range. Unfortunately, I wasn't going to be at a single stop long enough to significantly recharge.  So I opted to ride in on battery power, drop the charger and battery in a locker, and continue my errands - under solely my own power, and a little over 10 pounds lighter. Business concluded, I returned to the kiosk to a full charge, and an easy ride home. I will admit, though, I was initially disappointed at having to pay for parking (isn't that one of the advantages of a bike?), but the added security of the locker, I found, was well worth it.

So barring errands, what are some other usage models?  In addition to my above trip, I could easily see this kiosk displacing driving downtown to see a show, for example, and a boon for waterfront festival-goers. Sure, you'd still have to walk or pedal a bit, but it will be lots easier than driving and parking.  In fact, I've used it twice this week already, but in that time I haven't seen anyone else using it.

Review: Bike, Scooter, and Chopper Projects for the Evil Genius

I recently read "Bike, Scooter, and Chopper Projects for the Evil Genius" by Brad Graham and Kathy McGowan, not sure how much ebike-related content it would have. I was pleasantly surprised at the writing style, but it didn't have a lot of ebike info in it.

What it does have, though, is great in-depth instructions on how to build your own, well, as the title describes, bikes, scooters, and choppers, as well as trikes. Several of the projects detail the installation of electric components as part of their design, but they're not all pedal-based, and thus not street legal.

One thing I did really like about the book, though, was that the author gave thorough instructions and pictures about building some pretty fundamental pieces. You may never want to convert a car rim to a spoked bicycle wheel, but if you do, he's got the play-by-play.

What to Test Next?

So I'm wrapping up my latest review (adding picturey goodness), and am starting to wonder what I should think about testing next. So I'll throw this question out there - what do you all think I should test next? And, if you've got access to one that I could borrow for a week, so much the better!

(I probably won't be testing a Stokemonkey equipped bakfiets for a week, but for a hop around the block, it was a hoot!)

Final Report: The Kalkhoff Pro Connect Sport

I rode the Kalkhoff Pro Connect Sport for several days recently. I thoroughly enjoyed riding this bike, and I've come away from the test ride with some thoughts. I'll fill you in on the particulars of the test, and then share my thoughts.



The Pro Connect Sport is the sportiest model of the Kalkhoff line, though it shares Panasonic electronics with the rest of their line. It's a mid-drive system - the 250 watt motor drives a small sprocket behind the front chainring. The 26 volt/10 amp-hour battery is mounted mid-frame, behind the seat tube and in front of the rear fender. It locks securely to the frame; there is no outlet for on-bike charging, so the battery must be removed to be charged. The battery is small, weighs ~5lbs, has a convenient carrying handle, and a 5-point charge indicator. It's mountain bike style frame and straight handlebars lead to a fairly aggressive riding position, especially for an ebike. As a regular bike, it's a very nice bike, albeit a bit heavy at 47lbs; without the battery or powered off, it doesn't have any of the heft that many other ebikes do. It includes hard-wired front and rear lights, and retails for $3,399.

I had 2 initial questions regarding the kit that comes on this model. First, I was surprised not to see disc brakes on a bike in this price range. Peter, Kalkhoff USA's head mechanic, explained that this choice was intentional - they'd opted for hydraulic rim brakes for better brake articulation and power. They work very well, though they don't have an electric interrupt to disengage the motor when the brakes are applied, which can be a nice feature. Second, I was surprised that the rear wheel was equipped with a 9-speed derailer rather than an internal hub; other models in the Kalkhoff line have internal hubs. Again, as this is their performance model, they opted for the better performance/weight of the derailer system. Also, due to the additional length of the frame to accommodate the mid-frame battery, this ebike doesn't fit well on Tri-Met bus bike racks.

The Pro Connect Sport is the first torque-based pedal-assist ebike I've ridden. There are sensors built in to the pedals that detect how hard you are pushing them, and deliver a proportional amount of motorized assist. The extra hit of speed is a compelling reward - I found myself eagerly pedaling a little harder to get that little extra bit, as well as to avoid the feeling of the motor turning off when you stop pedaling. It's like the bike is saying, "Well, if you're not working for it, neither am I" - and there's no way around it. In contrast to unpowered bikes, it's better to not downshift when climbing - "mash don't spin" is the way I think of it. With the assist engaged, it's easy to tool around at 17-18mph; I found my top speed to be about 22mph, which is consistent with The Oregonian's experience.

The worst case scenario range test was a challenge - due to the torque sensor assist design, in order to get the motor to work it's hardest, I would have to work my hardest. On a single charge, at the highest assist setting, in top gear, I managed to get 34 miles. Any technique used to extend your range, eg a lower assist setting, could significantly extend this. Kalkhoff's sales material claims up to 50 miles on a single charge; due to its sportiness, I find that a bit of a stretch for the Pro Connect Sport, but I think it's entirely possible for the balance of their line.

One of the most remarkable things about this ebike is that Mrs. PDXebiker liked it; she quickly broke into a smile as she started off in the lowest assist level and moved up to the highest level. She found the assist was more intuitive and less obtrusive than other ebikes she's tried - granted, her regular bike is a mountain bike, so its a form factor she's comfortable with. This may be the case with other torque-sensing pedal assists; it will be interesting to see.

That's what the Kalkhoff did for me as well - it reminded me of a more bike-like experience. It might make you work a little harder for your fun than other ebikes, but it encourages you and meets you halfway. It provides a little extra power when you need it, and truly seamlessly fades into the background when you don't. A lot of the design naturally flows from that starting point: with less assist comes lower battery requirements, which can mean a lighter frame, which can mean more range, etc. Yes, it is an expensive ebike, there's no way around that - but it's a very nicely equipped bike, and it rides like one. This ebike will appeal to people that already like riding a bike, and who appreciate that with regard to bike quality, you get what you pay for.

"Ja"'s
Motor feedback encourages active pedaling.
Nicely equipped with top-end components.
Also serviceable as a regular bike.


"Nein"s
Battery must be removed to be charged.
Charger is fairly large, making it difficult to carry on bike.
Price. But I'm an admitted cheapskate.

Update, June 18
My review is of the 2009 model. For 2010, the motor is upgraded to 300 watts; all things being equal, I'd expect to see a little more acceleration, a slightly higher top-end, at the expense of some battery life. Not a bad upgrade, in my opinion.

Thoughts about eBike Range Measurement

As I've been testing new ebikes, and planning more tests in the future, I've been trying to think of the best gauge of range. It's a common question among people shopping for ebikes, and it's one of most often asked of me by the e-curious. Usually, battery capacity is measured in amp-hours; I've also seen measurements in watt-hours and "up to" mile ranges. Amp-hour is a fairly straightforward metric, but it's mile range I've been thinking about; after all I don't want a 10ah battery, I want an effective range. A range estimate usually includes caveats such as "if you pedal as well, and work more at starts and stops, you could get up to XX miles out of a charge". If I never actually turned the motor on, I would get an infinite range from a single charge. But that's not why we ride ebikes, is it?

My current thinking is that the best measure of range is a "worst case scenario" (hereafter WCS). Put another way, if I do as little work as possible and use the battery as much as possible, what's the lowest range I can expect?

Upper distance measurements proffered by ebike manufacturers often have a lot of caveats (flat route, 150lb rider, full tires). Instead of applying these caveats in order to get to that upper range, I like to think of it as applying the caveats to extend the WCS range.

Finally, don't forget, if you ride an ebike, you'll eventually ride on a dead battery. The best way to prevent this is ABC - "Always Be Charging". Your battery will thank you!

And finally-finally, what's your assist type (pedal assist only, pedal assist/throttle combo, throttle only, other), voltage, amp-hours, and WCS scenario range? My primary ride is throttle/36v/10ah, and I get about 18 miles, WCS. Throw your answer in comments, please!

Update
Shortly after publishing this, I found an iPhone app "Ebike Calculator" that claims to calculate ebike range. Sadly, it's for a later version of the iPhone software than I have, so I can't attest to its accuracy. Anyone have a newer iPhone want to download it and check it out? It's free!

Keeping Dry: My New Rain Poncho

It's been a rainy June in Portland, to say the least. We received an average June's worth of rainfall within the first four days, normally stalwart Portlanders resorted to (gasp!) umbrellas and only the threat of a wet Pedalpalooza convinced the weather to break. And break it did, giving up a weekend of beautiful sun for the opening of Pedalpalooza.

By the following Tuesday, it was raining again. And I was pretty happy about that.

"What!?!" you say. "That's borderline sacrilege!" It may be - unless, of course, you've got a new piece of rain gear you want to test. Which I did.

I'd seen rain capes on bikes around town, but it was only on a recent tour of the North Portland Greenway that I was able to see one up close. Jack pulled his cape out to handle the light sprinkling we got as we left Swan Island and merged into the rail right-of-way. It seemed the perfect solution - enough to keep dry, but still ventilated enough to be comfortable. I searched high and low, and found only 2 items: 1) a waxed canvas version from Carradice in the UK, and a much cheaper version from Campmor. It being an untested concept, I went with the cheaper alternative. And then the rain started in earnest. So I bided my time for the right conditions.

The rain cape is suited for the start of a light rain, as it obviously offers no protection from street splash. It's as easy to don as pulling it over your head and slipping your fingers through the elastic loops; the version I have includes a hood, which I haven't had to use. It rolls up quite small, and in hi-visibility yellow, makes it very easy to see a rider.

Over the course of a ride, water does tend to pool in the front, so occasionally you have to dump it. The internal loops are a bit narrow for my cruiser-style handlebars, and since your hands are linked together, signalling for turns takes some getting used to, but quickly becomes intuitive. In short, it's another great alternative to staying dry while riding.


"Woo-Hoo's!"
Easy to put on.
Small packed size.
Bright yellow.

"D'ohs!"
If it rains a lot, you're probably going to get wet.
Turn signals take some getting used to.
Thumb loops are a bit narrow for cruiser handlebars.

While looking for links for this post, I came across this pattern for those who may be craftily-inclined. Also, the Center for Appropriate Transport in Eugene, OR, offers a similar model.

Update
@GDorn on Twitter responds that he's used a poncho as well, though water repellance wears off, its not very aerodynamic, and "it makes me look like a duck."

Sunday Parkways Preview: North Portland Sunday Parkways

The second of five iterations of Sunday Parkways arrives in North Portland on Sunday, June 27. Having a full battery and some time on my hands, I recently set out to check out the route. I've also added some highlights I'll be checking out along the way.

Overall, I really like the route. It does a good job of largely sticking to signed bike boulevards, highlighting existing bike infrastructure you may not be familiar with, and connecting the parks with very convenient routes. The route itself is flatter than the NE version, so I didn't really see a preferred direction to ride.

I began heading W on Ainsworth. The MAX tracks shouldn't be a big issue, but for inexperienced riders, it's worth being careful. The Delaware-Willamette Blvd section is wide and tree-lined. Willamette Bluff is not to be missed - the view is incredible, and the folks at North Portland Greenways will be soaking it in, and sharing their vision of an Esplanade-like bike trail from downtown to Kelly Point Park. Kaiser Permanente will also be handing out free pedometers, to help you track your recommended 10,000 steps/day.

The transition from Willamette to Villard and Bryant may be a bit tricky, but there will be police manning the intersection. The west end of Bryant is probably the roughest pavement on the course; indeed, there are freshly paved alleys within view of the cracked roadbed of Bryant that are in better shape. The long northern leg on Wabash is a wide and sharrowed bike boulevard. I'd highly recommend a stop halfway for a refreshing Mug'o'Pickles at the Mock Crest Tavern on Lombard Street.

There isn't anything published regarding activities planned at Trenton Park, but I imagine it will be crowded. Winding through the northern vestiges of Portland brings us to Kenton Park. Kenton Park was crazy-busy last year; I'm sure it will be again this year. The eBike Store and Kalkhoff will be there demoing electric bikes, and the CRC will be giving away Portland/Vancouver bike maps. If I don't make the Fort/Ford/Fort Ride during Pedalpalooza, I plan to pick up a map and finally make the ride across the Columbia.

Leaving the fun craziness that will be Kenton Park, the route parallels downtown Kenton for a ways; these are some of the narrower streets on the route, but they feel wider than 37th Street on the NE route last month. Realigning with the east end of Bryant (which is in remarkably better shape than the west end), we arrive at Arbor Lodge Park. Singing Planet will be here demoing their Pedego electric bikes, and talking ebike tours.

Heading east on Bryant, there are a couple turns that bring us to the Bryant Street pedestrian overpass. This bridge is frequently a choke point on other rides, but I think its worth it for the cars on I-5 below to see the segregated bike traffic. And if you're looking for off-road riding in Portland, the alleys in the area offer some challenging double-track trail riding.

Bryant and Congress bring us to Peninsula Park, after a policed dogleg crossing over Rosa Parks Way. Peninsula Park, like Kenton, is going to be hopping. While there, check out Best Buy's tent, where they are demoing electric bikes and scooters.

"Sweet!"
Its a Sunday Parkway.
Maybe the rain will have stopped!
___(insert your favorite here!)___

"Maybe next time"
None. What's not to like? (that said, be careful on MAX track crossings, at the Bryant St Ped bridge, and the Congress/Rosa Parks intersection).

A Week With: the Kalkhoff Pro Connect Sport

Since Joe Rose at the Oregonian recently published a story highlighting his experience with the Kalkhoff line of ebikes, I've been interested in trying one out myself. This week, the team at Greenlight Bikes, who distribute the Kalkhoff brand in the US, agreed to let me run one through its paces. I'm looking forward to it, and virtually comparing notes with Joe.

Are there any particular things you're interested in learning about the Kalkhoff ebikes? Specifically, I'll be riding the Pro Connect Sport, which is their top-of-the-line model. Some things I'm particularly interested in:

1) 26 volts. I've only ridden 36v systems, so I'm interested to see the difference. (Corrected from 24 volts.)
2) Mid-drive. I've only ridden hub motor systems.
3) Related to the above 2 items is range - pedal assist seems to generally improve battery range over throttled ebikes, and mid-drive leverages the advantages of the gearing. The Kalkhoff USA website claims up to 50 miles per charge, so I'm curious to see what my "worst case scenario" range will be.

After completing the week-long test, I'll try several of their other models for briefer test rides, and see if my observations are applicable across their line. And I'll keep you posted as the week goes by.

One Week With: Pathfinder ST

I recently spent a week with the Pathfinder ST ebike, courtesy of The eBike Store. It proved to be a solid bike, nicely accessorized, at a good price point, with only a few minor complaints.

The Basics
The Pathfinder is distributed in the US by Boomer Bicycles. It's a mid-battery, front hub motor ebike, based on an aluminum frame. Front suspension forks mellow the bumps, and the cruiser style handlebars and gel seat make for a comfortable, upright riding position. Front disc and rear drum brakes provide stopping power, and a 7 speed Shimano internal rear hub provides a wide range of gearing. Electrically, it's based on Ezee electronics: running 350 watts at 36 volts, and comes standard with a 14 amp-hour battery. It weighs in at 62lbs, and tops out unpedalled at 20mph. MSRP is $2,195. It offers a throttle control as well as 2 pedal assist settings.

My Impressions
Initially, I had not expected to like the step-through frame, but found I quickly appreciated the low step-over height. The Pathfinder is a reassuringly solid ride. The combination of the thick aluminum tubing used in the frame, large Schwalbe Big Apple tires, a generous seat, and broad handlebars make it feel larger than it is. The mid-frame battery placement keeps the center of gravity low. That said, at 62 lbs, it's not MAX-friendly if you want to hang it. Additionally, the stretched frame to accomodate the mid-frame placement of the battery means it doesn't fit in a Tri-Met bus-mounted bike rack.

A headlight and tail light are thoughtfully integrated into the electrical system. Also included standard is a rear wheel cafe lock - a short push locks the rear wheel to the frame. This won't prevent complete removal of the bike, but does prevent it from being rolled away. There is also an accessory chain available, making it easy to lock to a bike rack or other permanent structure.

Range
Since the Pathfinder offers a combination of throttle and pedal assist, I tried to isolate both functions in performing a range test. Test ride conditions were a mix of flat and gentle hills; stop-and-go riding ala running errands. Using the throttle at full and pedalling as little as possible, I managed to get almost 17 miles on a charge. After switching to another fully charged battery, I followed the same general route using the pedal assist at its highest setting, and got almost 25 miles. Carrying the second battery was awkward - although it mounts easily and locks securely, the battery can be a bit awkward off the bike, as it lacks a handle. An accessory battery bag is available. When focusing on speed rather than efficiency, I found top throttle-controlled speed to be 20mph, pedal assist level 1 speed about 13mph, and pedal assist level 2 speed to be 17mph.

Minor Complaints
When I first received the bike, I noticed occasional noise from the rear drum brake. This lessened as my test continued. The front disc brake provided firm stopping power, even when wet. I did notice a strange intermittant noise from the front wheel; I believe it was the fender briefly rubbing on the tire. It didn't appear to be adversely affecting tire wear.

Summary
In practice, I found the Pathfinder to be a comfortable ride. Though it features a 7-speed hub, I found I usually selected the gear that yielded comfortable cadence at cruising speed, and used the throttle to smooth the sometimes "surge-y" acceleration to that speed, rather than shifting through the gear range. At speed, it's stable, predictable, and easily slowed down.

If I were to purchase a Pathfinder, I would definitely include the accessory locking chain as well as rear baskets. With these additions, it would be a solid dependable ride with lots of utilitarian value. Reflecting this, the Pathfinder is being used as rental and tour bike at Pedal Bike Tours as well as a fleet vehicle at Metro.

"Dude, Totally Rockin'"
Solid range, extendable with a little effort
Throttle/pedal assist mix
Integrated lock and lights

"I Dunno Man..."
"Surge-y" pedal assist at low pedal cadence
Intermittant rear brake noise
Occasional front fender rubbing
Not MAX/bus friendly


(Note: the Pathfinder has the disadvantage of being the first bike I've reviewed. In this space, I'll update this review with comparisons to other models as I test them.)

Sunday Parkways Preview: North East

(I'm a big fan of Sunday Parkways; I have been since they started 2 years ago. This year, I'm planning on doing a preview of each of the 5 routes, sharing my experience and opinion on the route, as well as ebike-related points of interest along the way. Conveniently, I was test-riding a Pathfinder ST ebike over the weekend, and had a chance to check out the NE route. Also, please consider volunteering to be an Intersection Superhero - it's fun and a great way to help out!)

Sunday Parkways, Portland's signature summertime neighborhood event series, launches May 16th. The Northeast version is one of my favorite routes. Last year, we hosted a backyard bbq for the extended family and fielded a crew of ~25 on a wide variety of bikes, skateboards, scooters, etc.; logistics prevent a big production this year, but we're still planning to ride. You certainly don't have to ride to every park on the route, but here's what I'm looking forward to.

A big change for this year's NE Sunday Parkway is the new Woodlawn Park loop - adding a 4th venue and additional mileage is a great change to this route, so I'm starting there this year. With a well-developed play structure, ample picnic tables, and wide grassy lawn, Woodlawn Park and the cluster of restaurants on nearby Dekum St. is a little-known but much-loved part of the neighborhood. While here, be sure to check out Soup Cycle - Jed and Shauna will venture out of Souplandistan to offer the best in soups and salad. They also deliver weekly via ebike. Entry and exit to the park across Dekum St will be interesting; I'm sure the SP team will have it under control.

I'd recommend riding south up 8th Ave to Ainsworth; 8th is a little wider than 13th, and it maximizes your time on Ainsworth. Ainsworth can be a challenge to share with cars, as there's not much room to pass, but car-free, its a divided 2-way dream to ride. If this year is like last year, there will be Otter Pops in the median.

I think Alberta Park is going to be the center of the action this year - it's central on the route, has a solid roster of vendors and musicians, and will again feature the bike skills course. The skills course is fun to watch, but challenging to ride. It seems there's always one spot I can't get past, but I've been practicing. While in Alberta Park, check out The eBike Store, and grab a free map from the Columbia River Crossing folks.

From Alberta Park, I'd recommend back-tracking to 17th and heading south. This will take you by the Community Cycling Center on Alberta Street, a great chance to top off your tires, or grab something you didn't know you needed from their dollar bin. Beyond Alberta, we start climbing to Going St, then turn east to follow the ridge. The roads are wide and fairly shady, and as I recall from last year, a fun ride. An intersection mandala at Shaver and 37th marks the turn to Wilshire Park.

Wilshire Park offers the most food vendors of any of the parks on the NE route. Best Buy will be there, talking about their electric vehicle offerings. Pedal Bike Tours, who offer ebike rentals and ebike options on their tours, will also be in Wilshire Park this year.

From Wilshire, I'll head north up 37th Street to Fernhill Park. This is the longest straight leg of the route, and traverses the tricky s-turn at the intersection with Prescott. It's nice to pass through this intersection while heading downhill, so I'd recommend the counter-clockwise route on this loop. Also, 37th isn't as shady as 17th; last year I recall it got pretty warm riding uphill, ie southbound, on 37th.

Fernhill has a great off-leash section for the dogs; for Sunday Parkways, they'll have food vendors and an array of vendors, including a climbing wall. Be sure to check out Singing Planet's electric bike rentals. As the picture shows, the grass is filling in quickly at Fernhill.

Logistically, Wilshire and Woodlawn Parks have the most picnic tables, but last year there were temporary tables set up in several parks, so seating shouldn't be an issue.

"I Love This Route!"s
Alberta Park
The bridge in Woodlawn Park

"Keep an Eye Out For..."
Intersection at Prescott and 37th
Intersections at Dekum/7th and 13th

Review: Pathfinder ST

I'm test riding a Pathfinder ST from Boomer Bicycles this week, courtesy of The eBike Store. It's a great bike thus far, and I'm looking forward to putting it through its paces. Are there any specifics that you'd like me to look at or test for? I've only got it for a week, but plan to do a lot of riding in that time. Range, convenience, weight, charge time, anything else you're curious about?

eBike Reviews: Establishing a Baseline

I'm working on setting up a series of longer-term tests of some ebikes, and I thought it would be useful to provide some information about the tester, his riding experience, and his current ride to help put some of my future reviews in perspective. Bike reviews can be very subjective, so I think knowing these details may help understand some of my opinons in subsequent reviews.

About the Tester
I'm a mid-30's commuter. My daily commute is a little over 5 miles, but I frequently finds excuses to go out of the way to make it longer. I've been a recreational rider for years, a full-time commuter for a little over a year. In addition to the commute, I also use the ebike for neighborhood transportation, including hauling a trailer and grocery shopping. I also rides non-ebikes, but I'm not a high-mileage rider or a racer. At the home end of my commute, I have to carry the bike up 6 stairs; at the business end there are a few staple racks and ample hanging rack space.

The Current Bike
The classic lines of 1957 Schwinn cruiser, with a Wilderness Energy front hub motor at 36v/600 watts. I'm running a Ping v2.5 10ah LiFePO4 battery, which yields an effective range of about 20 miles on a single charge; a complete recharge takes about 4 hours. Top assisted speed is 20mph, top observed speed (downhill) is 27mph. The kit is a throttle based system, using a right thumb throttle. The bike weighs in at 65 lbs, which includes the 10 lb battery.

Front braking is accomplished through cantilever brakes; a v-brake upgrade is likely in the future. Rear braking is via the original coaster brake. Rolling a Schwalbe Marathon Plus front tire and generic whitewall rear tire, the ride is firm when inflated to maximum, but can be modulated via air pressure. The cruiser retains its original single speed setup; the chrome chainguard keeps pants out of the way of grease without the necessity of velcro.

Front lights are halogen, hardwired into the battery with Planet Bike blinkies for backup. Rear light is helmet-based. Aesthetically, the shaker-can spraypaint in flatblack leaves a bit to be desired, but the classic lines of the cruiser frame, generous seat, swept handlebars, and aftermarket folding basket make for a comfortable and functional ride. The innertube top tube wrap and zipties secure wiring, and lend to the utilitarian nature of the bike.


Overall, its a nice bike. It's a bit heavy for carrying upstairs or using a hanging rack, but it's comfortable and the ride quality is good. A bit more stopping power and a battery bag upgrade would be nice.

"Schwinnly Goodness"
Comfortable ride
Powerful lights
Collapsable side basket
Good power/thumb throttle

"Not so good..."
Squeeky seat
Urban camouflage paint job
Front rim requires occasional retrueing

"Better than Butter": NuVinci's New CVT Hub

NuVinci recently launched a new version of their continuously variable transmission hub - the N360. Its interesting technology, and an interesting application. As a continuously variable transmission, it varies the effective gear ratios based on input from the rider. CVT's have been in other applications; Subaru launched one in the Justy in 1987; to my knowledge this is the first application in a bike. The upgrade to the N360 reflects smaller size, lighter weight, and a $50 decrease in MSRP.

I had ridden the previous N170 version at City Bikes earlier in the day. It was fairly intuitive to ride, but I didn't immediately understand the "inchworm". As I twisted the shifter, the flat orange line gently curved into a hill, and then flattened again as I downshifted. Also, under load, the effort required to shift fluctuated.

At the launch event, Mrs. PDXebiker and I both tried out the new N360 on the trainer, and both found it easy to use. Unfortunately, it was so easy to use, that after a few shifts, it didn't require much thought at all, and we didn't really notice using it. Asked for our feedback, we couldn't come up with much more than "smooth", which seemed to be a the most popular response. City Bikes labels their (N170 model tester) "Like Butter!" - I'm not sure what's smoother than butter, but the N360 is. The "inchworm", I learned is a quick way to gauge what ratio you're in - handy at stoplights. The shift effort fluctuation is gone, too.

There were several other demonstration models on hand, in a variety of style frames. An urban bike, a mountain bike, a folder, a custom cruiser (later spotted in Pedal Nation's Pimp'd Bike contest), and an ebike all had the hub installed. Of course, bikes like that don't stay on trainers. Soon, people were slowly circling the room, trying out the hub, and smiling once it "clicked".

During a brief talk during the event, Alan Nordin, the President of the Bike Division of Fallbrook Technologies, detailed the benefits of CVTs, the improvements the upgrade to the N360 represents, and said that they specifically chose Portland to launch the product because "Portland gets bikes". Further, he specifically cited the ebike market as a target for them - people on ebikes appreciate the ease in shifting, comfort, and generally don't mind a little extra weight in the hub.

MSRP is (updated)$399, available through any bike store (they're carried by several part wholesalers) Kalkhoff's stocking a ebike demo unit locally; I'm excited to try it out off the trainer.

Wet Weather Chic: What I Like

Its another rainy day here in Portland, after a great Saturday and a spotty Sunday. As I was riding in this morning, I decided I'd do a quick rundown of my heavy weather wear.

Feet
Adidas sambas. Almost waterproof, and very durable. In heavy rain I get a little leakage through the tongue slot, but not too bad. I carry a an extra pair of socks, too. I have a pair of nylon overbooties as well, but rarely use them.

Legs
Arcteryx ski bibs. A bit of overkill and time-consuming to don, but completely waterproof. Full length zippers make pockets accessible, and snow gaiters keep water from the ankles. Not as breatheable as I'd like for regular riding, but nice for ebiking.

Top
Showers Pass Elite 2.0 rain jacket. Pricey, but hands down the most valuable piece of rain kit I own. The thoughtfulness that went into the design of this garment is readily apparent, and I anticipate enjoying it for a long time to come. I think this picture is of the women's model; I wear a men's, but you get the idea.

Helmet
Yes. Handknit felted wool liner.

Accessories
Gloves, Planet Bike's Aquilo. Not waterproof, but I don't have a terribly long commute.

Eyewear
Lowe's contractor safety glasses. Sometimes they fog when it gets really cold, and wipers would be nice, but they're better than rain drops in the eyes, which I really really don't like.

What do you wear when its wet? Any great tips for keeping warm, dry, and comfortable?