All models of the Panasonic powered Lafree have a very early power phase down compliant with Japanese law, even the export models. The power starts to reduce from 9.4 mph (15kph) and continuously reduces until zero power at just under 15 mph.

 

You can read how this works in my article on this link.

 

This article was written in relationship to the later unit which had a switchable high power mode which the Lafree models didn't have.

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Ahh yes thanks, my Brother's LaFree Comfort Twist ST is from 2005 and cost 1200 GBP back then. That explains the early power cut off (9.4 MPH)! Even at that speed the pedal cadence is rather high, the gear ratio is too high on his bike on the top speed gears.

 

Acceleration of this e-trike at 250W will be only 1/2 that of an ebike because of having 2x the weight. That's a pity as it looses some of the excitement...

 

Regards,

 

Alistair G.

Ahh yes thanks, my Brother's LaFree Comfort Twist ST is from 2005 and cost 1200 GBP back then. That explains the early power cut off (9.4 MPH)! Even at that speed the pedal cadence is rather high, the gear ratio is too high on his bike on the top speed gears.

 

Acceleration of this e-trike at 250W will be only 1/2 that of an ebike because of having 2x the weight. That's a pity as it looses some of the excitement...

 

Regards,

 

Alistair G.

Almost but not half. It's total weight so bike plus rider, say 75 kg rider +25 kg bike =100 kg an extra 25 for the velo gives 125kg so 20% slower but after cutout is will be lower resistance anyway.

the gear ratio is too high on his bike on the top speed gears.

 

This sounds like it was probably the Lafree ST with the SRAM S7 seven speed hub gear. Initially the ST was equipped with the SRAM P5 five speed hub gear.

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I am more worried about its crosswind sensitivity when not occupied.

 

I am more worried about it's crosswind sensitivity when someone is in it and I am trying to overtake them in my car. It's hard enough trying to stay upright on a normal bike / ebike when there is a strong crosswind, and can you imagine the forces on that etrike with it's enormous surface area on the sides... they would surely end up swerving into me? Not overly dangerous I don't suppose but very scarey?

 

Regards,

 

Alistair G.

Edited February 16, 20179 yr by Live_Steam_Mad

Almost but not half. It's total weight so bike plus rider, say 75 kg rider +25 kg bike =100 kg an extra 25 for the velo gives 125kg so 20% slower but after cutout is will be lower resistance anyway.

 

Whoops forgot the weight of the rider to be included. Good point!

 

AG

This sounds like it was probably the Lafree ST with the SRAM S7 seven speed hub gear. Initially the ST was equipped with the SRAM P5 five speed hub gear.

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It is the 5 speeds Comfort ST with internal rear hub gear and rear roller brake and front drum brake (the top model of the year it was made).

 

Best Regards,

 

Alistair G.

It is the 5 speeds Comfort ST with internal rear hub gear and rear roller brake and front drum brake (the top model of the year it was made).

 

Best Regards,

 

Alistair G.

 

Thanks Alastair. It was the tail end of the production of the ST in 2005/6 that got the 7 speed hub, also roller brake etc. They hadn't been selling enough to satisfy Giant so I guess the upgrade was to make it look better value. There wasn't much difference in the gear range, almost all the extra range of the 7 speed being downwards to lower first gears.

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I have read the EU regulation on approval of L category vehicles 2013 again. It does sound like anyone wanting to build and register a high power recumbent/velomobile will not be able to,if the seat height is lower than 400mm on 3/4 wheelers 540mm on 2 wheelers. Looks like none of these bikes would be eligible for the M.S.V.A. due to their low seat height.If you can't take a M.S.V.A due to low seat height I doubt you could get type approval for mass production.How high is the seat on the new Sinclair.

Edited February 16, 20179 yr by craiggor

If you can't take a M.S.V.A due to low seat height I doubt you could get type approval for mass production.

 

There is no type approval needed, these are specifically exempted in the Two and Three Wheel Type Approval Legislation 168/2013.

 

The exemption is in Section 2.2.(k):

 

"vehicles equipped with any seating position of the driver or rider having an R-point height ≤ 540 mm in case of categories L1e, L3e and L4e or ≤ 400 mm in case of categories L2e, L5e, L6e and L7e."

 

Since they are exempted from type approval for manufacturers and there is no MSVA provision, there should be no problem with creating one if keeping to the weight and power limits for quadripeds, 350 kilos and 4kW.

 

After all, our pedelecs have their exemption alongside in 2.2.(h), and we can freely use our home created ones on the roads without MSVA.

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15ish mph then listing potential speed over 25mph may leave some people disappointed if that is only for fit cyclists to achieve?

It may well be realistic with pedaling , my DIY pedal only velomobile could maintain 40 kph on the flat as a fast cruise and 60 kph was a prolonged sprint speed.

I could see the Iris being aerodynamically highly efficient and effective in dealing with frontal resistance but cross winds could be a significant concern. I don't know the coefficient rating. It would be interesting to know.

 

The 750w would require registration, insurance and a licence. It may also require a helmet which would be very warm in an enclosed environment. The 750w would not qualify for cycleways and is a road vehicle. That said, it is the model which appeals to be because it has a mid motor on the cranks and is better balanced. The power to weight ratio looks good.

 

Rolling resistance should be low. Add a 750w and the right gearing and keeping up with traffic in a build up urban area would not be problematical.

 

The acrylic front may need to be coated so as to avoid fogging up unless the vehicle is very well ventilated. Remember internal moisture from exertion will add to the water vapour level as a result of sweating.

 

The steel chassis may obviate the need for suspension but at a cost of aerodynamic efficiency I would be tempted to use Schwalbe Big Ben or even Super Moto tyres.

 

Impact collision could be dangerous. This is not a strong monocoque construction. The only possibility would be that the Iris might be so light as to be pushed easily away and no significant inertia to prevent this. A 3 point harness might be sensible. How to retain this harness might be a challenge.

 

From some angles, visibility in darkness would be a problem. Adding retro reflectivity would help.

 

Torque level looks good.

 

Adding a second wheel at the back to make a quadricycle could have added to stability but would have compromised the body shape.

 

All in all, I'm open minded to this as a radical transport solution. Parking and storage may be a problem but floor space is not huge. I see huge eco advantages and the charcoal filters may be effective.

 

I'd guess that you would need to be reasonably agile to get in and out.

 

Interestingly, the Iris might actually be viable without a motor , entirely unassisted if the tear drop shape is aerodynamically efficient enough.

 

I'm going to pay a deposit although I will need to make sure that tax, registration and insurance are not disproportionate.

I am more worried about its crosswind sensitivity when not occupied.

 

That is certainly a valid concern. It's the risk factor that I would be most worried about.

Interestingly, the Iris might actually be viable without a motor , entirely unassisted if the tear drop shape is aerodynamically efficient enough.

 

It isn't, too much frontal area. Much better to bite the bullet and get a real vélomobile which without motor will leave this in the dust. And as an optional extra not be prone to being blown over by cross winds, a.k.a lorries and busses...

It isn't, too much frontal area. Much better to bite the bullet and get a real vélomobile which without motor will leave this in the dust. And as an optional extra not be prone to being blown over by cross winds, a.k.a lorries and busses...

 

The frontal area is a factor but overall shape is far more influential. A wide front tapering to a narrow rear can be highly efficient. I can't remember the number but from 15kph upwards air resistance is the major factor.

 

Sadly the more aerodynamically efficient an object is front on, the higher the tendency of vulnerability to cross winds. I would need to see either a fluid dynamic type modelling or preferably performance in a wind tunnel with a variety of cross winds to gauge this.

 

I'm not inclined to discount the shape that I see as potentially highly efficient. Even primitive fairings on an ordinary bike can be highly effective but lack of safety in cross winds can be the price to pay.

 

I remain agnostic for now and will await proper tests. I would not invest unless I first saw wind tunnel tests. So I suspend judgment for now.

The Sinclair C5 as you know was invented Sir Clive Sinclair the New C5 has been revamped now called the Iris ETrike by Grant Sinclair.

The Iris E-Trike has a 250w plus motor not sure if that is legal or not. No Throttle only pedal assist and 8 speed gears can be peddled up to 30MPH Motor cuts out at 15.5MPH.

Advertised as road legal no licence registration or mot needed. Also has Tannus Solid Tires so no punctures USB Ports in the cockpit for Mobile Phones all in all if this is legal.

Then I want one.

Now only £4250 up from £2999 original announced price.

Now only £4250 up from £2999 original announced price.

That's still cheaper than some of the budget velomobiles, but for me ,I would still have to ride before buying, but it seems you have to buy from the web, no dealers or demonstrators available.

That's the sticking point, would love to be able to commute to work, ride into my workstation and park up, as I do now,right alongside my mail sorting machine, put some blackout curtains around then have a kip, when my breaking comes round!

The Sinclair C5 as you know was invented Sir Clive Sinclair the New C5 has been revamped now called the Iris ETrike by Grant Sinclair.

The Iris E-Trike has a 250w plus motor not sure if that is legal or not. No Throttle only pedal assist and 8 speed gears can be peddled up to 30MPH Motor cuts out at 15.5MPH.

Advertised as road legal no licence registration or mot needed. Also has Tannus Solid Tires so no punctures USB Ports in the cockpit for Mobile Phones all in all if this is legal.

Then I want one.

 

Yes it's definitely road legal, fitting in with all the pedelec restrictions.

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Yes it's definitely road legal, fitting in with all the pedelec restrictions.

 

Is it legal to ride a cycle from which it is impossible to make hand signals?

Is it legal to ride a cycle from which it is impossible to make hand signals?

 

I believe yes, hand signals being a highway code issue and therefore advisory and not mandatory. The same physical limitation exists in velomobiles. One could fit a cyce indicator set of course.

 

However, with a transparent canopy one or two finger methods of indicating one's feelings are possible.

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I believe yes, hand signals being a highway code issue and therefore advisory and not mandatory. The same physical limitation exists in velomobiles. One could fit a cyce indicator set of course.

 

However, with a transparent canopy one or two finger methods of indicating one's feelings are possible.

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It seems to be implied by Transport for London:

Signal. Use appropriate hand signals to indicate that you're turning left or right

 

https://tfl.gov.uk/travel-information/safety/road-safety-advice/driving-and-cycling-safety

 

Of course, TfL is hardly a definitive source.

 

Also struck me to wonder whether direction indicators are legal on bicycles?

 

Adding:

 

Traffic rules for cyclists

 

In addition to the rules which normally apply to all public highway users and in accordance with the Vienna Convention, cyclists are subject to specific rules defined in their national legislation in order to ensure that they can travel safely and easily:

 

They must keep to the right of the carriageway (to the left in the United Kingdom and Ireland) and give an appropriate arm signal when they wish to turn.

 

https://ec.europa.eu/transport/road_safety/specialist/knowledge/pedestrians/special_regulations_for_pedestrians_and_cyclists/traffic_rules_and_regulations_for_cyclists_and_their_vehicles_en

 

This is not arguing either way on the issue - just trying to get to understand the legal bit. :-)

Edited February 22, 20188 yr by oyster

It'll have indicators. You can see them on the prototype.

It'll have indicators. You can see them on the prototype.

 

Fine, I had noticed that, but my quotes specify hand or arm signals. There is no "or other indicator". And I was picking up the question regardless the details of one design but across all such enclosed cycles.

Edited February 23, 20188 yr by oyster

Is it legal to ride a cycle from which it is impossible to make hand signals?

 

Most people have indicators mounted on their vélomobile because they don't want to die in a crash... Indicators are not obligatory on mopeds here so it swings both ways: most mopeds have them (very few are used or in working state). A rear brake light is also a good idea. Factoid from my personal observations: more e-bikes have working front and rear lights than mopeds do...

 

Helmets are not required in fully enclosed vélomobiles in countries which have mandatory helmet law.

 

Both mandatory brakes can be on the front wheels instead of front and back wheels.

 

Wheel reflectors are not required on fully enclosed wheels.

 

That is about all the differences between a bicycle and an enclosed bicycle I can think of for the moment.

Fine, I had noticed that, but my quotes specify hand or arm signals. There is on "or other indicator". And I was picking up the question regardless the details of one design but across all such enclosed cycles.

 

Hand signals are invariably mentioned in advisory contexts, like TfL's and the Highway Code, and I've never seen any legislation quoted on the subject. It's a safe bet that there is none, hand signalling too vague to be precisely defined in law.

 

Rather like the whip signals of a horse and cart driver, vaguely defined in the highway code and impossible to legislate for. The driver can be on the cart or riding the horse or one of the horses as a postillion, usually on the left then so hardly in a position to give signals at the right.

 

Legally it's a "muddle through" area where the courts are left to judge.

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