Look at the pictures on page of 2KEREKŰ FOTELBRINGA (on the left)

THE RECUMBENTS „ANTIBRINGA K Models”

To get back, my first recumbent bike rolled out from the skilful hands of the Master on November 20, 2006. It is said I but spoilt this wonderful machine. Thus, the title is somewhat exaggerated, namely, my recumbent bikes, it is more precise to say my base recumbent. I named it K1 model, and several considerable transformations have been made on it. Here they are:

K1 model: On the front a 20-inch wheel, on the rear a 26-inch wheel, Nexus hub of 7, under steering, drive 48 cogs, cassette  18 cogs, angular offset of the seat, distance of the crankset, the chain protection in almost full length are adjustable, the seat is a body-shaped,  bent aluminium lined by polyfoam.

K2 model: Formerly I used Lafree electric bikes, which were furnished with quite smart electronics, namely, the electromotor amplified only when I was running it. Thanks God, there was no such a gear that I pull the handle and the machine is going. Having gained this experience, I could plan the combined electronic drive of the recumbent. A 240-W hub was installed into the first wheel. This model was running very well, it is true, however, that the weight of the machine considerably increased: the hub was 6.6 kgs, the battery 8.6 kgs plus electronics. Really, I used the electronic drive when driving onto unconquerable hills as well as when quickly leaving the junctions.

K3 model: Soon I realized that a Nexus 7 switch is not sufficient for the hilly landscape here. That is why I exchanged it for a Rohloff 14-gear hub, the machine was supplied with  new Rigida DH 30 rims and a Big Apple 26*2.35 hose tyre, and the cassette has 16 cogs.  A headrest, a rear-view mirror and a stand were also installed. Thus, it became very comfortable and, by the help of the Rohloff switch, I was able to start immediately on the spot even in the most steeple places.

K4 model: After the switch had been complete, I faced the next problem. The dead load of the hub motor, mounted in the first hub as well as the braking force of the magnets caught off the first wheel, so I could not speed up above 30-32 kms/h. Therefore I dismantled the hub motor from the first wheel and changed it for a hub fit into the rear wheel. However, I did not installed it there because the Rohloff switch was the essence of the machine. It was quite hard to fix the hub subsequently in front of the rear wheel considering that the dead load of the motor is considerable and the occurring starting impulses required a massive amplification. However, the drive of the rear wheel as well as harmonizing the free running were the most difficult tasks. A cassette had to be put on the left-hand side of the Rohloff hub as well. It is easy to find out but it is a serious engineering job to implement. That was also undertaken by the Master. It took him about a week and it was done perfectly. The electronics and the battery were put behind the seat, the stand on the rear axle and the metal box of the luggage carrier became a real one.

K5 model: As the weight of the machine was increased, it became more and more sensitive to every small jerk. Unfortunately, there had been no more chances to form a rear suspension, which would be the ideal solution, without taking the construction into pieces again and without any welding. That is why a front suspension of somewhat inferior quality was put into the first wheel. Nevertheless, it was also a great help.

K6 model: After everything possible had been achieved with this machine, it was given a light foamed polystyrene cover so as to increase the deliverable volume. Rear-view mirrors were put on both sides as well as  two traffic indicators on the front and two on the back. The closable luggage space was increased to nearly 50 litres. In case of a repair, the cover can be operated by twisting out threaded buttons on both sides. The headrest was exchanged for a smaller and simpler one, which, however, is as comfortable as the previous one.

K7 model: That is somewhat a futuristic version. Three consoles were put onto the machine, by the help of which it is only needed to stretch out a Velcro  transparent foil, and thus, riding in the rain was made possible. I have to admit that its real testing was omitted in lack of rain. Furthermore, a charger kit was built in behind the seat, thus, it is rechargeable anywhere by changing a switch. At that time, the inscription ANTIBRINGA and the logo were also made.

K8 model: On Easter Monday, it was very windy when we set off to cycle. The bike was running steadily despite the gusts of wind. I was foolish enough to put on trousers with wide legs. So, the wind did not need more, it was fluttering and fluttering the trousers legs until one of them was caught by something in a "convenient" minute. What a feeling, my foot was fixed to the pedal,  I could do nothing but roll on and fall down in the end. This is exactly what happened. Finally, I was fortunate to fall, together with my bike, upon the bank of ditch along the road, covered with green grass. Suffering some bruises and minor wounds, I got it off, however, the handlebar of the bike was damaged. That resulted in two things. On the one hand, I disassembled the bike into pieces and the K8 model was made ready, which is, in fact, the upper steering version of the K1 model. Every cloud has a silver lining, because in this way  I could test the upper steering two-wheeled recumbent. Well, a world of difference! The result was a well controllable, very steady and light machine. On the other hand, it was at that time that I made up my mind to purchase or construct a three-wheeled bike. But that is another story.

K9 model: Some minor but essential modifications were made on this model. Beside the angle of the seat, the distance from the crankset is also adjustable. Furthermore, the 48-cog front drive was exchanged for a Nexus 33 drive. So, there is nothing to prevent my cycling on a slope, only the leg muscles limit me. May 19, 2007.