A Soma Buena Vista Redux

Over a year ago, I wrote about a 650B Soma Buena Vista mixte that a friend built up for his wife. It was a large (58cm) frame that I was able to ride after lowering the saddle. This time I tried another 650B Buena Vista, and the smaller (50cm) frame was built up very differently. The difference between these two bikes makes me appreciate the role that sizing, fit and component selection play in the "personality" of a complete bicycle. 

When velo-celebrity Bekka (aka bikeyface) began pining for a mixte, I suggested the Soma Buena Vista because of its reputation for versatility. B wanted a "non-girly" mixte that was aggressive yet comfortable, upright yet not too upright, classic yet modern, and to top it off, easy on the budget. I believed the Buena Vista could deliver these properties and volunteered to help "curate" the build, which was undertaken by Jim at Harris Cyclery. 

The charcoal frame is the same as on the bike I reviewed previously. It is a nice looking gunmetal silver. The decision to go with 650B wheels was made in order to fit wide tires. 

The gumwall tires are Panaracer Col de la Vie 650B x 38mm. 

The wheels were built up with a dynamo hub in the front, the cables for the lighting routed using this method. 

The rear wheel was built around a Sturmey Archer 3-speed hub. The Buena Vista's horizontal dropouts allow it to be set up either with a derailleur, internally geared hub, or single speed drivetrain. B shares my dislike of many-geared hubs, but did not want a derailleur on a mostly-urban bike that would spend much of its life outdoors. She considered single speed initially, but eventually settled on 3 speeds. I think this was a good choice, considering how she intends to use the bike. In my experience, 3-speed hubs are efficient and keep the weight down, while still offering some gearing versatility.

The Sturmey Archer pulley is hidden above the bottom bracket and adds a touch of the archaic to the bike.

B wanted to try the trigger shifter, and I am curious what her verdict will be (I love them, but they are not for everyone). The Rivendell cork grips and the classic lines of the Tektro FL750 levers complete the old-school charm.

But charming need not mean docile. We set up the North Road handlebars aggressively, upside down and with a 10cm stem. 

The Nitto North Roads have a dramatic drop, so flipping them over makes the bike très vroom-vroom. Not sure what the owner would think of this position, we left enough steerer to move the bars either up or down. 

For fenders, B specifically did not want fancy-looking hammered things. As a more modern and less costly solution, we went with SKS. The ones designed for 700C work fine with 650B wheels. We chose the Longboard version, with mudflaps. 

If I don't say so myself, I think the complete bike came together nicely. It suits the owner's preferences, both functionally and aesthetically. In the near future, she plans to install a rear rack and a small chainguard, but otherwise this is the finished state. Being now in posession of the bike, B really likes it so far. But I will wait some time before reporting her impressions. 

As far as my impressions, the ride exceeded my expectations. Basically: vroom. Super-responsive, quick to accelerate, fast rolling. On flat terrain, the bike moved with me, almost effortlessly. And I'd almost forgotten how much I love upside down North Roads. Mount them low enough and with a long stem, and you can attain a forward lean similar to that of drop bars, but with the gripping style of upright bars. I love this position for riding in the city. 

With the Buena Vista's sporty setup, the 3-speed drivetrain might really be enough for the owner's needs, especially considering that she is great at climbing out of the saddle. The gearing we chose worked well for me, with a significant hill easy to tackle in first gear seated. But it was really educated guesswork on our part, and if B wants to change the rear cog or chainring in future, this can easily be done. 

As far as toe overlap with the 50cm Vista frame, this will depend on your shoe size and on whether you have fenders. I experienced a bit of it, but not much. If you build up the frame as a roadbike, fenderless, and ride in clipless pedals, there is a good chance of no TCO. In any event, the owner is not bothered by it. 

Depending on whose fit philosophy she follows, a woman of my height could end up on either the 50cm, 54cm, or 58cm Soma Buena Vista. Having tried the extremes of this spectrum, I believe that either size can work, depending on what qualities you are looking for in the bike. When I tried the 58cm Buena Vista last year, its long virtual top tube and high, wide, swept-back handlebars made it feel like a lightweight, faster version of a Dutch bike. By contrast, the 50cm Vista with its low, narrow, upside down North Roads felt like the lovechild or a modern roadbike and a pathracer. Go large for more tame, upright. Go small for more aggressive, roadish. In each case, the bike felt stable and the ride quality was pleasant. At $499 MSRP for the frameset, this fun and versatile machine is a good value. 

Tern Swoop: a Commute-Ready Folder

While we are on the subject of small wheel bicycles, I wanted to share my impressions of the Tern Swoop, which is due to hit bike stores in the US any day now. I test rode the Swoop at the Interbike Outdoor Demo earlier this year. This was the first Tern bicycle I've tried.

Tern is a Taiwanese manufacturer of folding bikes, whose 2011 launch was filled with drama. The company is owned by the son and wife of the owner of Dahon. When they left Dahon to set up Tern, the feud and back-and-forth lawsuits that followed fed the industry rumor mill for some time. But it seems that Tern is here to stay. Their initial models were met with positive reviews. Now in their second year of production, they've expanded their lineup, and that is how I encountered the Swoop. 

The Tern Swoop is an ultra low step-over model, optimised for commuting in comfort. Specs include an aluminum frame, hi-ten steel fork, 20" wheels with fat tires, v-brakes, racks and lighting, and a quick and easy fold. The bike I rode was the Di7 model, which features a Shimano Nexus 7-speed hub. There is also a SRAM 2-speed Duo model. 

The Swoop is a commuter-ready bike. The low stepover makes it easy to mount and dismount for everyone. The fenders and chainguard will keep clothing clean. The wide tires (Schwalbe Big Apples) make for a cushy ride. The generously sized rear rack and built-in cords allow for easy transport of luggage. In addition to the rear rack, there is a luggage socket into which a klick-fix adapter can be installed. This system works with a variety of front bags and baskets.  

The bike also comes equipped with dynamo lighting, powered by the BioLogic Joule 3 generator hub. This hub has an on/off switch on the side, which is said to eliminate drag ("...in the 'off' position, the magnets are pulled away from the core of the hub"). 

The Swoop's positioning is relaxed and upright, with the flat, ever-so-slightly curved back handlebars set quite high for all but the tallest riders.

I rode the Swoop around the Outdoor Demo loop a few times, as well as on dirt for a bit. In total this amounted to 2-3 miles, including some uphill stretches. The bike felt comfortable and relaxed, not unlike a full sized European city bike. The fat tires drowned out bumps very nicely. Unlike some of the other non-Brompton folding bikes I've tried, the Tern Swoop felt pleasantly un-flimsy. I did not sense any play in the fold joints, nor did I feel flex in the frame while cycling. The ride quality was stable and novice-friendly. The bike cannot be called sporty exactly, but it rode faster than its looks suggest, and the gearing was low enough to make the uphill stretches painless, as well as to handle more serious inclines if need be. 

As far as comparing it to my Brompton, the Swoop is a more relaxed and upright bike. It rode a bit slower, and somewhat less maneuverably. Without a front load, the steering felt considerably more "normal" than Brompton's distinct (some say "twitchy") steering. 

One thing I should note, is that visually the Tern Swoop resembles the Dahon Ciao, which I have not tried. Tern's claim is that the Swoop is a stiffer ride, eliminating flex in the frame, folding joint, and "handlepost." Among other differences is the Swoop's carry handle, and slightly faster fold.

Tern representative Eric Mah demonstrated the fold for the camera, and I also tried it myself. The process is similar to Brompton's, so it felt familiar and intuitive. 

The folded size, however, is considerably larger than Brompton's (Brompton: 23" x 22.2" x 10.6"; Tern Swoop: 31.1" x 28.3"x 15"). At over 30lb, the Swoop is also noticeably heavier than a similarly equipped all-steel Brompton (which, according to the CleverCycles configurator, would come in at 26lb, including dynamo lighting and rear carrier). As the Brompton is already borderline for my being able to carry it comfortably for longer than a minute at a time; I would struggle trying to do so with the larger and heavier Tern. That said, Terns are still among the most compact and lightest folding bikes.

The announced retail price for the Swoop is in the $900-$1,150 range, including the rear rack and lighting. The solid build, stable ride, ultra low stepover, commuter-ready features, and easy foldability make it worth considering for those seeking a compact urban transport bike. Overall, the Swoop seems to be a good value. I am curious to see how it will be received once it hits the bike shops.

Small Wheels and a Belt Drive: the Moulton TSR2

Despite seeing plenty of Moultons, old and new, over the past several years, I cannot get used to the sight of these bicycles. The "spaceframe," resembling an elaborate truss bridge, is like a puzzle that both intrigues and frustrates me. I don't know why, but that is the reaction I have to these bikes. Briefly riding a Moulton two years ago brought me no closer to forming a more defined impression, and it took me until now to work up to trying it again. This Moulton is Jon Harris's personal bike and it is a TSR2 model: featuring a 2-speed kick shift drivetrain with coaster brake and belt drive. 

Founded in 1962, Moulton is an English manufacturer that championed the concept of small wheeled bikes. I will not delve into the history here, as I have already done this in an earlier post. You can also read about it on the company heritage page, as well as on the Moulton Bicycle Club website. Today, Moulton bicycles continue to be handmade in Bradford-upon-Avon, England, offering a number of road and city models. [edited to add 10th Dec. 2012: read this morning the sad news that Dr. Alex Moulton, the founder of Mouton Cycles, has died at the age of 92.]

Following the original F-frame, the spaceframe design was launched in 1983 after years of research and development. The intent was to create an extremely stiff, performance-oriented frame. The adjustable suspension in the fork and rear triangle was designed to counteract the resultant harshness of ride quality.

The combination of frame stiffness and dampening is said to provide a uniquely responsive and comfortable ride.

At the top of Moulton's lineup are state of the art racing bikes, but the TSR models are its low-key offerings. The TSR2 is the humblest of them all - deigned as a minimalist, low-maintenance city bike with hub gears and a belt drive.

Flat handlebars with single brake lever.

V-brakes front and rear. 20" wheels with Continental Contact 37mm tires.

TSR frames are separable: Removing a pin in the center allows the frame to disassemble into two halves for ease of transport. While not a folding bike, this feature makes it convenient for travel.

I rode the Moulton TSR2 on two separate occasions, several miles each time. Congruent with the manufacturer's description, the bike felt stiff and responsive. Even this 2-speed city model is not a cruiser or a small wheel shopper exactly. The positioning is aggressive, and the handling is similar to that of a roadbike retrofitted with straight handlebars. The adjustable stem makes it easy to change handlebar height, accommodating riders of different sizes. While the fit worked well for me with the handlebars set level with the saddle, I did not like the flat and narrow bars that are standard with the build. But I understand this is possible to change. 

As far as handling, the bike accelerates quickly, holds speed nicely, and is responsive to pedaling effort. Those who like fast and aggressive, yet upright bikes, will enjoy this. The ride quality did not feel harsh on bumpy and pot-hole ridden roads. I could feel the suspension in the front and rear, but could not decide whether it was too much for my taste or just enough. 

The TSR2's dropouts are split to accommodate the belt, which cannot be separated the way a bicycle chain can.  This is the now third bike I have test-ridden with a belt drive (see the others here and here). Unlike the previous times, this is a Delta belt drive and not a Gates carbon drive, but in the limited context of the test rides, I was not able to discern any difference. The belt was smooth and quiet. 

The TSR2 is the second bike I have test-ridden with the Sturmey Archer 2-speed kick shift hub (see here for detailed impressions). This hub - also known as the Duomatic - is unusual in that it both brakes and shifts via back-pedaling: You push back lightly to switch gears, and you push back harder to brake. The Duomatic is a lot of fun, though I would not choose it for my own bike. In particular, the coaster brake action does not feel right to me on a bike with positioning and handling as aggressive as the Moulton's. That said, I know others who run this hub quite happily on bikes with drop bars, so it really comes down to personal preferences. 

The Moulton TSR2 can be accessorised with fenders, as well as custom front and rear racks and bags. Considering it is a city bike, I would have liked to see these features included. This would allow me to get a sense for how convenient it would be to carry my stuff on this bike and what effect the load would have on handling. As is, I have no idea. There are also no provisions for lighting. 

The Moulton TSR models are worth considering for those looking for a compact, small wheel bike that is performance oriented. Handmade in England and famous for their engineering, Moulton bicycles are costly, with TSR models starting at $1,600. My favourite aspects are the compactness, the separable frame, and the handling. Though this bike has become less of a mystery to me, I am still mesmerised and confused by the spaceframe when I see it, unable to decide whether I think it is wonderful or ridiculous. If the opportunity presents itself, I would like to try a Moulton with derailleur gearing and provisions for carrying luggage. Many thanks to Harris Cyclery for this and other Moulton encounters.

I Never Asked for a Honeymoon

When it comes to new bike ownership, cyclists will often talk about the so-called honeymoon phase. Symptoms include: lack of interest in looking at other bikes, thinking that everything about the new bike is "perfect," even finding its flaws endearing. It's more than about enjoying the bike. It's like being under its spell. Some describe this as the magic faerie dust effect.

In the past, I don't think that I've gone through honeymoon phases with my bikes exactly. I am by nature analytical and tend to see things from several perspectives at once. Even in the beginning, when I was extremely excited about my first beautiful new bike, I was all the while looking at it critically. Its purchase did not diminish my curiosity about other bikes in its category, but increased it. It was in fact through comparing other bikes to mine and noticing differences, that I became interested in bicycle design. The same can be said for all of my bicycle buying and selling since: There was excitement and enjoyment, but never really a rose coloured glasses type honeymoon period. It was more about experimenting and staying open to other possibilities. Considering my interest in bicycle reviews, design, framebuilding and such, I think this is a useful attitude to have.

So it has thrown me for a loop to realise that maybe, just maybe I am in a prolongued honeymoon phase with my Seven roadbike, which I've been riding since Spring of this year. The symptoms are there: Everything about it feels "perfect." The fact that it's welded and has a carbon fork somehow only accentuates its charm, even as I wax lyrical about lugs. And more disturbingly, I have lost interest in other bikes in its category. This last part is a problem! I would like, in theory to keep trying other roadbikes and comparing them, thereby learning more about the feel of different frame materials and different handling characteristics. But in practice, I don't really want to ride bikes other than my own just yet. If it's a different style of bike for different kinds of riding, I am as enthusiastic about experimenting as ever. But for roadcycling on pavement, I would rather be on my own bike. It's as if I haven't had enough of it yet, even after 2,000 miles. The decals are peeling, but the proverbial luster apparently remains. I hope to get over this soon. Until then, you are unlikely to see much in the way of roadbike test-rides here.

Have you gone through a honeymoon phase with any of your bikes? What has it been like, and what happens afterwards?