Load Limits and Towing Capacity

How Much Can I Tow in this Trailer? Mac & Cheese for the Local Food Bank!

Yesterday, I used my "free to me" trailer for grocery shopping - it's nice not to have to worry about fitting everything in a bag or even two, and backpacks can be a PIA. Starting out, however, cargo capacity became a question when I started out up a little slope in the parking lot to leave for home. Further on, I felt doubly privileged to shop in a place as flat as Ocean Shores, Washington.

In the motor vehicle world, load limits and towing capacity are pretty cut and dried. What's more, manufacturers publish their values, though these are not always highlighted when the numbers don't support selling vehicles to people.

Two major values include:

• Gross Vehicle Weight Rating (GVWR) - this is the maximum amount the vehicle is rated which includes the vehicle itself, fuel and oil, and all payload (passengers, pets and luggage, including any roof racks and contents thereof). Our Subaru Outback has a GVWR rating of 4,695 pounds, since its empty weight is 3,600 pounds, that means we can carry a bit less than 1,000 pounds. If there are five people in the car, that doesn't leave a whole bunch leftover for luggage.
• Maximum Towing Capacity - this is the maximum amount the vehicle can safely tow. Some so-called utility vehicles, such as the Vokswagen Allroad have no approved towing capacity at all. Our Subaru Outback has a rated towing capacity of 2,700 pounds.

There are lots of other ratings, such as "Gross Combined Weight Rating," but these are not so easy to track down. It appears that Subaru simply lets you tow 2,700 pounds whether the vehicle itself is full or empty.

How Does This Apply to Bikes?
In the bicycle world, these values are not so easy to find. It's pretty easy to find out the "empty weight" of most new bicycles, but payload - not so much. It's pretty clear some bikes have a lot more payload capacity than others - tandem bikes, for example, have uprated wheels to support the extra weight, but these values are NOT easy to find, though I have noticed that motorcycles and even electric scooters now specify a maxium payload (typically 240 pounds, and up to 400-500 for motorcycles). It gets even tougher when you start towing stuff with your bike. As in the case of cars, you can tow a lot more weight than the vehicle payload suggests. Our Subaru can tow nearly three times its payload. The Volkswagen that claims it is an Outback competitor can't tow anything. But how much is too much? Inquiring minds want to know! Does that spendy Trek Madone have a GVWR higher than the "Wallyworld Cheapie?" And what about that Dutch Cargo bike versus a Touring versus a Cyclocross bike?

I HAVE found a few items that relate. For example, here, they have a "calculator" and the site also lists weight capacities of 300 pounds for pretty heavy-duty looking trailers. Here, a site lists payload capacities for some bikes from major makers (sorry Surly owners, but no number for you!). Apparently, some manufacturers note that wheels are the weak link (Raleigh notes "All frames are tested to 550 pounds. It is the wheels that limit rider weight more than frames."), but there, the trail grows cold.

Harley Does it Different
While motorcycles are somewhere "in between," Harley Davidson uses a frame decal sticker with the GVWR on it. They also list the individual axle capacities. There's a discussion on motorcycle weight capabilities on Northwest Motorcycling Sound Rider, here. The link even has a couple of photos and discusses how difficult it was for him to find weight carrying capacity for some motorcycles.

Latter Day Sloane

Eugene Sloan's "25th Anniversary" Bicycling Book Came out Just Under 25 Years Ago

One large influence on my cycling life was Eugene A. Sloane. It's now been over a decade since he passed away. His book first came out 50 years ago. I was reminded, yesterday, of how things have changed for things bicycling. I've touched on Sloane at times, such as here, here, and here, but never at any length.

You see, I ran across the 25th anniversary edition of his book. I must say that, not only is it a dramatic change from his initial edition, but nowadays, things would merit a "50th anniversary" edition with even more changes. While I don't often do book reviews, I'm tempted to do a comparative one. For those needing a memory jog of what the original book looked like, look below. For those who would castigate me for spending good money on what is, arguably, an obsolete book, well, since the 25th Anniversary Edition was in paperback, the library only wanted 50 cents for it. Well worth it even if I'd had to pay twice the price had it been in hardback...

This Book Came out a LONG Time Ago!

Between Bikes and Cars

Chinese "Japanese Mini-Truck Parked at Hardware Store in Ocean Shores

This Mini-Truck Might be Owned by Ace

My loyal reader knows all about bikes and cars. In between those two sizes/types, we all know about All Terrain Vehicles (ATVs) and Golf Carts. Justine Valinotti recently expanded our knowledge about electric bikes, with her post, here. However, beyond this, things seem to get complicated. For example, ATVs, electric bikes and Golf Carts are legal on roads - except sometimes they aren't. Even worse, the rules change from State to State and even from city to city. What's more, there are whole classes of vehicles that are in between bikes and cars that few of us know about or ever see. THESE are also sometimes legal on roads - and sometimes not. Even WORSE, sometimes the rules change depending on whether the vehicle is powered by gasoline or electricity. Even in a little place like Ocean Shores, there was a big debate over golf carts and what the rules were and "should they be allowed?" As in most things, the City Council went on to other things without taking action one way or the other.

Lately, I saw one of these at the local Ocean Shores Ace Hardware. It is a Mini-Truck, sometimes also known as a "Japanese Mini-Truck." Japanese Mini-Trucks, or Kei Trucks, are built many places other than Japan. The one I saw at Ace was built in China. Even after reading up on state laws extensively, it is unclear to me whether these would be street legal in Ocean Shores. Probably so, if the speed limit was 35 or less and it had a license plate. I guess a mini-truck is less dangerous than a golf cart that has lights and seat belts. Oddly, these would be allowed to go 10MPH faster in Texas than in Washington on the same road. Still, despite the odball local politics, these would seem ideal for a place such as Ocean Shores where low speeds and low traffic make the full array of safety equipment somewhat excessive.

Mini-Trucks do not Use all Safety Equipment Required on Cars. IIHS Does NOT Like That!

Note Lack of License Plates. The Website Has Been Abandoned by Mag Which is Out of Business
Parts for this Vehicle are now Problematic

Standards - Be Ignored

Might Topeak Have put Holes in to Help the Poor Cyclist?

For a brief, shining moment, I thought that Topeak would let me install legally required equipment without an undue amount of fiddling. Alas, it turned out not to be so. As my loyal reader knows, I've figured out how to install a SAE reflector on a Topeak rear rack. That post is shown here.

Last week, I got ANOTHER Topeak rack. This one was going to go on one of the other bikes. I picked Topeak because their stuff works together. I particularly like the way their bags slide into their racks interchangeably, without needing to use velcro to finish things. Unfortunately, that doesn't mean it works with stuff MOST people consider standard fitment. Like legally required stuff.

Close, but no CEE GAR!

This week, my brand new Topeak rack included a cheesy, plastic mount for a rear light/reflector. Looking at it, it looked as if it'd work with my SAE Standard reflector. Sadly, Topeak did not make it more than close enough to get me briefly excited. In other news, you can see how the rack pretty much obscures the CPSC-required reflector that Trek put on the bike. The photo below shows this, as well as just how much reflector I'm getting for those dark mornings. For the time being, I suspect the adhesive on the back of the SAE reflector will work pretty well, though a plastic Topeak piece probably isn't as good to keep it stuck as the painted metal of the rack. We shall see.

If you Use the Mounts Trek Provides, You Cover Up the Reflector Trek Provides

It looks as if Ace Hardware and tin snips will still be required for a permanent solution. I guess I'm glad I documented that solution earlier and that I've already got a tie cut to precisely the proper shape!

Trendy Brooks

Vegan Leather Brooks Saddle on a Motobecane

Sometimes, it is surprising the things you hear from bicycle (and other) marketing types. Earlier this week, I heard of a new bike helmet that had a strap made from "vegan leather." Wow, just how environmentally responsible can a company get? The one that caught my attention is made by Thousand Helmets and was the result of a Kickstarter campaign.

Looking a little further, I discovered that Brooks was a pioneer in the field of vegan leather way back in the 70's with its saddles. Some of us, not knowing any better, castigated them as "PLASTIC."

As it turned out, Brooks was showing us the way.

On a more serious note, the new helmet does have one interesting feature - a hole intended to allow it to be locked directly to the bike via a U Lock. This is a feature sadly missing in mainstream helmets.

Bicycle Wisdom Rediscovered #2

Air Pumps Work Great for Bicycle Balloon Tires...

Big ol' air pumps can be pretty sweet!

Sometimes, we forget that total lack of effort can be WONDERFUL. While I don't disagree with my earlier statements about floor pumps, such as here, in a place like Ocean Shores, MORE POWER to fill up bigger and wider tires can be REAL NICE. Hence, I recently rediscovered just how nice it can be to have a big air tank in the garage, ready for refilling a tire with no notice at all.

Floor pumps are fine for road bikes, with their itty bitty tires, and even for other types of tires, in preference to a 12 volt electric pump, but it's really NICE to fill up a wide, 26 inch tire in seconds, without any pumping effort.

God Bless Bike Mechanics

Interior of the LaVogue Bike Shop, in Hoquiam's "Historic LaVogue Building"

This last week, I was reminded that a bike mechanic is more than simply someone who knows how to turn a wrench on a fastener. He or she is someone that can get you back on the road, whether your problem was complex, or simply minor but irritating.

I decided to “multimode” by bike and bus into Aberdeen again, taking advantage of the “local knowledge” acquisition I did here on “Steve’s Day Out.” Well, as it turned out, I had problems of a different sort. My now venerable U Lock has been getting a little cantankerous lately, but still seemed to have a lot of life in it. After getting off the bus, I rode over to the nearby Walmart to see how THEIR film processing compared to that of Rite Aid. As it turns out, their film processing is both quicker and cheaper, though it is clear that the days of quick and good film processing are sadly behind us. Rite Aid has their film developing horse and buggy come by once a week while Walmart has twice a week service. Still, either of those are better than Tall’s “Camera” in Seattle which not only doesn’t handle film developing, but didn’t know of any place closer than about ten miles away.

To make a long story short, after completing my recon at Wallyworld, I rode over to Safeway in order to get groceries either not available at IGA, or with greatly superior value. Pulling up to their bike rack, my lock would not open. Golly! I tried again. Sheesh! Suddenly, it seemed I was 25 miles from home and on a shopping trip with a lock that wouldn’t open. While I felt lucky it didn’t fail with the bike locked inside at Walmart, shopping and a library visit now seemed out of the question. After considering options, I decided that the best option would be to ride over to neighboring Hoquiam and pay a visit to the only bike shop in Gray’s Harbor County.

Front of the LaVogue Bike Shop

The ride was uneventful, retracing a route I rode the week before, and in due time, I was at the LaVogue Bike Shop counter saying “I need a lock” as I plopped the frozen U lock down. The owner indicated that usually, the locks just needed lubrication and he tried that. Apparently, however, lube doesn’t help locks where the mechanism is falling apart beyond making stuff greasy. I indicated that the only thing it would be nice to save from the old lock was the cable which I use to attach the front wheel to the frame/rear wheel/bike rack combination. The owner stated he could probably get the lock apart and proceeded to put it in a vise until a potential customer diverted his attention. It is a wise bike shop owner that will ignore a bike sale in favor of hacking into a now-greasy lock.

U Lock in Happier Days

Still, I was not out of luck. The mechanic in the back of the shop inquired about the problem and I related how the lock was terminal, but I’d like to keep the cable or, if he couldn’t save it, to buy another to go with the new U lock. Being a guy with a golden touch, he cranked away on the lock and soon had it broken in two, with my old cable free to go with the new lock. In reply to my jesting “golly, if you don’t make it as a bike mechanic, you can always go into the business of breaking locks,” he said “yup, as long as I have a vise and a big hammer with me, I can break most any lock.” Well, perhaps a vise and a hammer is not the most subtle way to steal a bike, but I was reminded, once more, that bike mechanics are blessed. Anybody can adjust a working derailleur or replace brake pads, but fixing stuff not designed to be fixed is a talent not given to us all. And they DID sell me a new lock! I let them keep the key for the old one...

I Still Swear by the Combination of a U Lock and Cable

Oddities in Ocean Shores

Dinosaurian Cyclist!

First off, I've adapted a hat I originally got for skiing for cycling. It works quite well. It may not be quite as stylish as a black balaclava, but it IS a higher visibility item for those dark mornings that have crept up upon us once again.

Secondly, not ALL of the oddities are due to yours truly. Seen in the local "wild" acreage was the "hut" shown below. I have no idea who put it up, or why, but it seemed pretty cool all the same...

Perhaps Indians Have Moved Back into Ocean Shores? Or Might the Yeti be Moving In?

 

Too Much Junk

Kermit Crowds the Light Bracket

Frankenbike has never been about simple elegance. Instead, it is a conglomeration of various parts from around the world that mostly work pretty well. Still, I think I’ve passed the point where things start to simply represent too much junk. This happened when I added a cup holder to the fork that holds the gear shifter so I can carry two cups home from the local espresso stand. To avoid whacking my knee, I moved the fork forward and now I can’t toss the cable lock onto it. I also notice that only my smallest headlight can clip onto the handlebar bracket without interfering with Kermit.

 

Perhaps Kermit needs to retire.

Handlebar Tape is Getting a Bit Ratty as Well

Banned From Bike Shops

Old Reflectors Looked Like This One, Which Was Made in the USA

Way back when, people bought rear reflectors for bikes like the ones in the photo above. It was all that was available. It was basically made to the same SAE standard as automotive reflectors. Unfortunately, these reflectors had poorly engineered attaching hardware that caused the metal to fail as shown in the photo below. In addition, reflector technology is better than it was 40 years ago. In the normal course of events, this would have been no big deal, since better combinations would have evolved. Unfortunately, government got involved, namely the United States Consumer Product Safety Commission. Instead of doing the sensible thing and requiring a rear reflector using an existing standard, they required ALL new bicycles to be equipped with their own standard which compromised rearward reflectance in favor of “all direction” reflectance. You can see discussions about reflectors here, here, and here, as well as many other places. I’m not going to repeat all that.

 

Old Reflectors Failed Like THIS

The practical effect was that every manufacturer and every bike shop stopped selling SAE reflectors in favor of the CPSC variety. I have never seen a SAE reflector at any bike shop. It’s sort of like the Snell bike helmet standard, which has been eclipsed by the inferior CPSC standard. I can’t say that I’m happy with an inferior standard legislated for cyclists when better exists, but government DOES get influenced by industry as well as the public, and we might not always endorse the outcome. Perhaps I’ll cover this in some future post or posts.

 

However, things are not all bad for those that are willing to do a little extra work. SAE reflectors are readily available at auto parts stores and RV supply stores. In Ocean Shores, people also frequently buy them to stick to posts and mailboxes. Following is the story of how I adapted better reflectors for my bike. Better reflectors than you can currently buy at almost any bike store.

First off, current SAE reflectors are not configured to make them real easy to attach to a bike rack or rear fender, much less any other bike part. Fortunately, I was able to find a “Tie Plate” that was just big enough to mount two reflectors and even had holes in it that matched the spacing I needed. The only item I needed to buy that cost over $3 for two reflectors were the tin snips I needed in order to cut the tie plate to a “good for a bike” size. Interestingly, the tie plate was located for me at Ace Hardware by a clerk that caught on after he realized I did not want to attach my reflector to a car, RV, or post. Thanks, Ace! You may not have a bike rack, but your people know their stuff.

STEP 1: Cut the tie plate in two with the tin snips.

Tie Plate is Cut into Two

STEP 2: Cut each half of the tie plate with the tin snips so that the sharp metal edges won’t extend past your reflector. A Sharpie pen helps here to mark enough of the metal to trim, while leaving a lot left for the reflector adhesive to stick to.



Tie Plate Trimmed to Suit the Reflector. Excess is at Upper Right. Fasteners are at Upper Left
Ace Hardware Part Number is on the White Tag

STEP 3: Attach the modified tie plate to your rear rack. The photo shows it attached to a Topeak Explorer rack which has two holes that conveniently EXACTLY match the holes already in the tie plate. If you have an old Pletscher rack, it’ll only have one hole, so you’ll have to make a choice between a less solid fastened installation, or reinforcing things with glue. If you have other racks, you’ll have to improvise, or not. Either way, it’ll be FAR better than either an ancient reflector or anything the CPSC would endorse.

Tie Plate Installed on Topeak Explorer Rear Rack Prior to Reflector Installation

STEP 4: Stick the reflector to the tie plate. I used nails as a guide, as in the photo, to ensure that the holes lined up before the adhesive contacted the tie plate. That ensured I’d be able to put fasteners in afterwards. See “Belt and Suspenders” post recently.

Reflector Getting Stuck to the Tie Plate - Nails Act to Line the Holes Up

STEP 5: Install the fasteners and you’re all done! A better reflector than is available in any bike shop, or from any bike manufacturer, all for about $2 in parts per reflector. This reflector is installed strongly enough that I expect it to last for decades to come.

Finished Installation on Topeak Rear Rack. Cowabunga!

NOTE: I selected a RED reflector. If you read literature, such as here, you might wonder why I picked a RED reflector, rather than an AMBER one that has double the reflectivity of a red one. Well, it is because most local laws require RED. While I typically ride in the dark with a red rear light as well as my reflector (meaning I comply with the law even if I had an amber reflector), should the light fail (not uncommon with bike lights), only a RED reflector would comply with all state and local laws. Sigh…

Salute to France

Cycling Gloves help Grip the Opinel Lock Ring on this New Knife. A Multitool Screwdriver also is Handy

As in many other areas of life, we continue to discover new goodies that work well on our bikes. Recently, I discovered one that, while it remains new, makes good use of full finger gloves and the multitool that most cyclists carry with them.

Most of you have long known about Swiss Army knives. Unfortunately, they generally are bulkier and heavier than is ideal for a cycling accessory and they have lots of junk you probably won't use on a long cycling day trip. My wife loves them, but her purse isn't something I'd want to carry around even in a trunk bag.

Thanks to the bicycle blog world, I ran across a bit about Opinel knives on the Velo Orange Blog. I've purchased Velo Orange products in the past and found them to be reasonable values for the money they cost. They're better for the cyclist who is prepared to do a bit of fiddling and improvising than for someone satisfied with only a "turnkey" solution.

However, they introduced me to an excellent accessory for cycling or hiking. The Opinel knife has been around since well before the parents of anyone reading this were born. It's simple, and elegant. It's won lots of design awards. It is inexpensive and light. So I got one. It is everything people have said and Wikipedia has a good summary of it. It is VERY sharp as received. However, I did encounter a downside that I was alerted about by a few of the reviews. The locking mechanism on a new knife is pretty hard to engage or disengage. Presumably, this will get better with time. I suspect that if the knife locking worked too easily when new, it'd get sloppy before long. In that way, perhaps it has more in common with a Brooks Saddle than might immediately come to mind.

In the meantime, I quickly discovered that cycling gloves and a multitool make quick locking and unlocking a breeze. NOW you know what gloves and multitools REAL design goal was - to enable the famished cyclist to easily whip out his/her simple but elegant knife to slice up bread, fruit, or cheese (or to make some tinder for a quick campfire). C'est bon! Who says the French no longer make quality cycling items? Everything you need in a pocketknife and nothing you don't.

Earphone Bigotry?

Motorist with Earphones is Legal in Washington or Texas, Though the Whacked Hood Makes One Wonders About the Wisdom of Same

I’ve had a few posts here previously about earphones. Specifically, I was castigated in bike school for proudly admitting I wore them while riding. What’s more, in a later post, I was further castigated by a commenter claiming distraction was inherent in earphones. Googling “earphone accident,” I’m regaled with page AFTER page of stories about pedestrians and cyclists getting killed, with nary a word about the danger of distracted motorists wearing earphones. What then of today’s post pictures; taken while I was a passenger in a car travelling north on I-5 at 60MPH. We were passed by a motorist wearing earphones who was doing 75. More amazing, the same motorist then looked down for a while to text someone while hurtling down the freeway.



Motorist Texting on the Freeway is ILLEGAL in Washington, but LEGAL in Texas, though the Earphones Themselves are OK Either Place
Of Course, the NEWS Only Bemoans Pedestrians or Cyclists Doing This

Never mind that talking on a cell phone in Washington State while driving (or cycling) is ILLEGAL (unlike in Texas). It seems that looking DOWN while zooming down the road is a step beyond what is “not careless.” I don’t wear earphones when I’m riding up here in Ocean Shores, but neither do I claim that doing so is a “careless” or neglectful act in and of itself, though I think taking one’s eyes off the road while doing 75 in a 4000 pound vehicle is beyond anything I’ve ever seen someone do on a bicycle or walking along any road.

Considering that motorists kill tens of thousands yearly in the US, (and you see motorists talking with earphones on daily despite any and all laws), while those killed by cyclists and pedestrians can be counted on the fingers of one hand, I think this difference in coverage and attitude DOES count as bigotry. For another perspective on cycling and earphones, check out John Allen’s essay; here. One wonders why our society doesn’t including hearing checks as part of the qualification to get a driving license, or why it is acceptable for car companies; kept afloat with the help of billions of my and your taxpayer dollars to brag how QUIET their cabins are. Perhaps I'd be a little more gracious if Specialized and Trek together received pennies on the dollar.

PS: We were TWO lanes over, so the motorist would have had to really go WILD to hit us...

Saddle Comparisons

My Commute Bike Saddle, After Four Years of Steady Use. It Is/Was a "Specialized Phenom"

Over the last year or so, I've come into the possession of not one, not two, but THREE new saddles. One is a replacement for my erstwhile Specialized saddle that's been worn almost beyond recognition. The other two are the main topic of this post.

The two saddles are very similar in some respects. One is a Brooks Swallow and the other is a Berthoud Aspin. As you can see, the shapes and sizes of the two saddles are VERY similar. Shown beside them is the third saddle; a Specialized "Toupe" that's made of modern materials

At Left is the Brooks, With the Berthoud in the Middle and the Specialized at Right

Comparing the two leather saddles, I'm surprised at how similar they are in some respects while still being entirely different. As you can see, there's not a whole lot of shape difference between the Brooks and the Berthoud saddles.

 

Both saddles are leather with steel rails. That being the case, there are more differences in the construction details than you'd expect. The Brooks leather is thinner than the Berthoud, and is riveted to the steel frame. The Berthoud uses Allen screws that attach to a plastic frame.



The "Swallow" Rails Are Well Below the Saddle and are Set Up for a Saddle "Nose Up and Back" Position Compared to Berthoud

In addition to the attachment and construction differences, the makers used different rail approaches. The Brooks saddle rails are entirely well beneath the saddle while the Berthoud rails are tucked up higher. In addition, the Brooks rails intend for the saddle to be placed further back on the seat post and in a "nose up" position compared to the Berthoud. The rails are clearly different relative to the otherwise similar saddle shape in that regard. Even easier to spot are the different philosophies of the saddle frame design. Brooks is a "steel is real" outfit while Berthoud is NOT. Which is better? Personally, I sort of like the notion that I can replace the leather and polycarbonate is a pretty good material, but how often do you replace leather anyway?

 

Brooks Above and Berthoud Below. Note How the Rails and Frames Differ. And Yes, the Leather on the Berthoud IS Thicker

Comparing weight of the two saddles, the Brooks is a touch heavier than the Berthoud, tipping the scales at 499g compared to 484g for the French entry. IMO, the Brooks steel frame more than offsets the thicker leather and threaded fasteners used on the Berthoud saddle.

 

Brooks is 499g, Berthoud is 484g

Neither saddle is light, however, compared to the modern Specialized Toupe, with its titanium rails and synthetic materials. The Specialized entry tips the scales at less than half the weight of the two leather saddles. It will not, however, last the way the two "real" leather saddles will, based on how my first saddle wore.



"Modern" Specialized Saddle is Much Lighter, Though it'll Also Wear Out Quicker

Which of these is the most comfortable over time? I think it depends on the rider and what the rider is doing. Myself, I'm putting the Specialized Toupe saddle on "Buddy" to replace the saddle in the top photo. The French saddle is going on "Madeleine." The Brooks is going to replace the Selle Italia on "Frankenbike."

Conveniently, the new "official" saddle cover for rainy weather storage that I got will work on all three saddles. Of course, when it is used, it'll reside underneath one of those cheap, plastic shopping bags that "green" types want to ban. My favorite cheapies are bags from Wally World.

Saddle Cover of Heavy Duty Latex. Suitable as the Lower Layer Underneath a Cheap Plastic "Disposable" Bag

Opinions Needed from my Loyal Reader

Actually, this involves TWO semi-related subjects. The first is the practical question of how much is a reasonable offer for a broken bicycle. The second is how to induce a "teachable moment" to people who've been hit by motorists recently, and on more than one occasion.

FIRST OPINIONS

Right (Drive Side) Crank Arm Looks OK. Left Looks Like "Toast"

The bicycle in question is a Specialized Roubaix. It's got a carbon frame that's too big for me, that was involved in a collision with an automobile (more on that later in the second subject) when the whole bike had about 100 miles on it. The crash broke the carbon frame seat tube. It also bent the left crank arm and the wheels are out of true. The condition of the carbon fork is unknown. Those with long memories, will remember that I've noted here how to verify the condition of a suspect carbon fork.

Road Rash on Rear Derailleur. Otherwise, Pretty Much What You'd Expect from a New Bike After a Week of Me Riding It

So, why would I consider paying ANYTHING for this? Well, the first item is that Buddy uses SRAM and the remnants of the bike in question use SRAM. What's more, last winter, I bought a ten speed SRAM Force set of shifters, for a future road bike upgrade and this bike has a ten speed rear cassette, along with a SRAM rear derailleur. It's also got a nearly new SRAM ten speed chain. The bottom line is that with a SRAM rear derailleur of any model, I'll have all the parts needed to convert the road bike from an 8 speed Shimano to a 10 speed SRAM system. That would leave the fleet Shimano-free with the exception of Frankenbike which is an entirely different subject. With the cassette, I'd be able to also have a full backup mud/snow set of wheels for cyclocross and snow weather. And chains are a wear item that one will certainly use as the miles pile up.
Stuff I could use almost right away include the rear derailleur, and the chain (Buddy's got nearly 4k miles on its current chain).

Stuff I MIGHT be able to use include the wheels if I can get back into true (by no means certain) - for my knobby tires when it snows around here, and the carbon seat post as an upgrade for the aluminum seat post on my road bike. Not that I'm really LOOKING for a carbon seat post or even for an extra road bike saddle. Also the tires, which look nearly new and those of us that use such up will eventually use any such items that come our way.

Stuff I think might be saleable would include the SRAM Apex shifters, front derailleur (it's a braze-on type which none of my bikes can use), handlebars, possibly the front fork, and the Apex brakes. I do not think the brakes would work on any of my older bikes due to the evolution of brake reach through the years. Still, some person would probably find late model brakes attractive, even if "low end." Of course, I'm really not thrilled with the idea of getting into the parts selling business.
Before I looked at the bike, I said I'd pay $100 sight unseen. That mostly gave value to the rear derailleur, and little for the wheels or drivetrain. Upon seeing the bike, the wheels look like they might be salvageable as a labor of love (they wobble, but there is no VISUAL damage to spokes or the rim), and the drivetrain without even love being needed. I'm not sure the rest of the crank system is even worth a serious dismantle, since the left arm hits the left chainstay. Even a visually good BB is suspect in such a situation. Or so my thoughts go.
Looking at the bike, I add some value for the shifters (almost new SRAM Apex), the handlebars, which are standard, the brake calipers, which are also new standard Roubaix items, and the seatpost, which I think I'm inclined to sell.
SO, y'all, what's the right amount to offer? This guy thinks a NEW, full Apex system is worth $500, and looking at eBay, I'm not sure I'd argue seriously about that. Still, I've already GOT better shifters and wheels, and am not really looking to get into the parts business, so I think the proper value is somewhere between $100 and $300. Over $150 and I think I start to lose a lot of interest and start simply looking for a good, used SRAM rear derailleur. HOWEVER, if I pass, one of y'all might want to sign up for all this? I haven't asked if the person in question wants to ship if you are not local to the DFW area.
SECOND OPINIONS
This bike comes available because the rider got hit in a "left cross situation." I didn't ask, but I suspect the rider was in the "zone of invisibility" at the far right edge of the lane as he was at the stop line. Simply moving left to be more visible might have converted a collision into a situation not even worthy of mention. Coincidentally, I had a pleasant "flat tire and quick release" experience this week. WHAT? You might ask. Well, it wasn't MY flat tire. A fellow bike commuter had a flat tire and I was fortunate enough to come along and help, without even getting cold and dirty. The RELEVANT aspect was that while he fixed his tire, he mentioned he's been hit TWICE by cars. I mentioned back I could help with that and was a bike league cycling instructor.

Joey Fixes His Tire. Buddy and Steve Offer Advice and a Tire Pump. A Tube was Ready if Needed

The question I put to my loyal reader is how do I turn these into "teachable moments?" Two people who ride bikes and three hits by cars is NOT something I can easily ignore, especially since my last real close call was back in the 70's. Motorists may not necessarily LIKE the way I ride, but they absolutely KNOW how to avoid an actual contact. HELP!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

Brompton at Cycle Savvy

Chandra Sets Up the Brompton

Sometimes you learn stuff in bike school that you weren't planning on learning. Like about some of the other bikes. Early in September, "Lovely Bicycle" did a piece on a bare, clear coated Brompton folding bike. Knowing that Chandra was likely to bring his own Brompton along, I decided to grill him a bit on the color and finish choices on that fine bike. Well, to my amazement, Chandra and Velouria seem to have similar tastes, since Chandra also went with "the natural look."

Without further comment, look at the photos. The look might not appeal to all, but the brazes visible to all that look appeal to me somehow. If it was not a basic truth that "all the best bikes are red," I might be smitten...

Brompton Rear Triangle. The Little Wheels are for Rolling the Bike When Folded

Close Look at the Brazes at the Head Tube

Brazes and the Mighty Brompton Drive Train

Earphones are Dangerous

Part 6 of a continuing "Myth" Series

Well, tomorrow I go to bike school - once again, for what seems like the millionth time. I hope that Ed W's theory that my head will explode is incorrect. However, many reading this blog will have a different theory about why my head exploded if it happens. You see, I wear earphones while cycling. Gail will be in the class, so if she reads this, she'll be flagged in advance if she wants to tell me how STUPID that is. Khal, on the other hand, might prefer to advise me how I'm now qualified for the "Darwin Award." The many ways that people play back this myth are too numerous to mention.

Still, it IS a myth. People continue to believe this, even though I've ridden nearly 10,000 miles, most of it with earphones on, over the last few years without any negative effects that could conceivably be attributed to the earphones. Well, except for the Fort Worth Policeman that falsely claimed that wearing earphones while riding in Fort Worth was illegal. I would consider THAT a negative effect. Well, and one other situation where a radio commentator so closely echoed what I constantly tell my children that I nearly rode right off an empty road. Still, those pale into insignificance against the myriad riding problems that I've encountered where hearing plays absolutely no conceivable role. Indeed, when commuting, where I invariably am riding without companions, I will typically ride with earphones  even when I'm not listening to the radio. You see, it isn't earphones that are dangerous at all, it is being distracted from the task at hand. That distraction can come from all sorts or aural sources. What's more, these extraneous external noises can be a much worse distraction than the morning traffic and weather reports. And that radio really doesn't drown out the meaningful traffic noise unless it is turned up entirely too loud anyway. Sunglasses, which I typically wear on the way home, act as a visual equivalent. They cut the glare down.

Don't take it from me, read THIS essay by John Allen about earphones and cycling. He's absolutely on the mark, or at least his observations track completely with my own experiences, so I'll not repeat them in this post. DO GO READ THIS, IF YOU THINK THAT EARPHONES ARE A SHORTCUT TO HELL. If you want to go further, read motorcycling literature on the subject. It is ubiquitous. Such equipment is legal in all 50 states as long as you can't hear any music or radio through either ear. You can buy such equipment commercially. Hmm, come to think of it, why does nobody claim that car radios are dangerous when we have ALL seen people unable to focus on the road as their favorite rapper song unfolds?

ON THE OTHER HAND, this afternoon, I got stopped at a stop sign behind a lady in a small red econobox that felt the stop sign was an appropriate place to apply her makeup. I simply watched and waited, not feeling it worth the trouble of removing my earphones and yelling at her to "get a move on." Eventually, she noticed there was a patient cyclist behind her, apparently observing her technique. And I'm sure you've all stopped next to a motorist busily texting away. Unfortunately the one in the photo below woke up and flashed me a smile before the camera focus set. Trust me, a moment before, the phone was down in his lap and his fingers were dancing. But his car was stopped. The biggest danger he presented is that the light might have turned green, leading HIM to get rear ended by the mob behind him. The cyclist in the left turn to his right would have not faced such a danger, merely having earphones with the news coming through them. You see, it really IS DISTRACTION that's the danger. And we all get distracted by different stuff. Operating on the road is best done with focus on the task. Sometimes that focus requires we NOT wear earphones. Sometimes that focus is better maintained WITH earphones.

Texting at a Stop Light - Should This REALLY Be Illegal? This Guy Put No One in Danger - Well, Other Than Himself

Full Disclosure: If you didn't read the John Allen essay, there IS one potential downside to earphones, even if you are not the least bit distracted by them. Namely, if you are involved in a crash while wearing them, and presuming you are completely blameless, if there is another party involved, their legal representation can be expected to claim YOU are negligent simply because you had earphones on and so the scofflaw ought to walk. Such is the way of the world. Deal with it.

Tomorrow: Cycling Savvy Classroom