Look at the pictures on the page of VELOMOBIL (on the left)

Augus 8, 2008.

What does the Velomobil mean? The word ‘Velomobil’ is created of the ‘VELOciped’ and the ‘autoMOBIL’ words. The name in English is a felicitous word. Although I was trying hard I haven’t found an Hungarian counterpart. It is likely that this word will be used in the Hungarian language too.

What is the Velomobil? Actually it is a covered two or three-wheeled bike. Mostly they are driven by human force occasionally assisted with an electromotive. There are partly or totally covered types. Some of the can be used in both ways. Because of their streamlined shape they cause less drag compared to the standard bikes but even compared to the opened recumbents.

Whereon a Velomobil good is? It depends on the owner. The users with competition-seeker personality like it because of its less drag thus they are able to break records. With an especially low built body and light structure it can be accelerated above 120 km/h (75 miles/h). Others are seeking shelter against the bad weather. Thus they can be used when it is raining or if it is too cold to ride a standard bike.

Henceforth I will review my information in connection with Velomobiles, of course they can be subjective. At the end of each point you can see the data of the Leiba (Leiba X-stream) in brackets. I tried some of the others but I do not have information on their daily usefulness.

1. Weight: Maybe the most important consideration while going downhill or on plain land it does not cause a lot of inconvenience but going uphill it causes a lot of difficulties. This kind of vehicles are rarely less than 30 kg, they are usually between 30-40 kg but for example the SUNRIDER is 39 kg the AERORIDER is 72 kg. Above 40 kg mostly you will need an auxiliary electromotive. The lightest models are the WAW and Leitra velomobiles some of their products are between 25-28 kg. (The Leiba is 32,5 kg this is relatively light).
2. The number and position of the wheel: The majority of the velomoblies are three-wheeled and tadpole-shaped, this means a wheel on the front and two on the back. I know only one exception the Stormy Weather from the USA which is delta-built. The latter’s curiosity is the envelope (which can be put off) is only 7 kg. I haven’t seen two-wheeled velomobiles in the trade flow only ones built uniquely or for competitions. Generally these are not suitable for vehicular traffic but I have seen a smart exception in Germerscheim. The greatest problem is to start out and to stop but it seems that a man of ideas can find a solution. (Leiba: three-wheeled, tadpole I am satisfied with it, think this is the best structure)
3. Stability: It depends mainly on the distance between the wheels and the location of the centre of gravity. The farther are the wheels from each other or rather the rider is sitting the lower the velomobile is more stable. Usually the gauge is below 80 cm for above 80 cm the vehicle becomes too wide and not even the bottom can be sank below 10 cm. (Leiba: the wheel-gauge is 75 cm, the distance between the back ant the first axle is 128 cm, the bottom line’s distance from the ground is 15 cm, these parameters grant a sufficient level of stability)
4. Shape and size: The shape is raindrop-like with more or less distortion with the types in order to achieve lesser drag. Essential barrier is that the pedals, the legs and the knees of the rider must be fit into the front section. In order to achieve comfortable (dis)embarking the middle part of the bodywork cannot be made too thin and the somehow the rear-wheel and the cargo hold must be squeezed into the backside. The typical length is around (205-280 cm) the width (75-95) the height (75-105). The size varies on a wide range. Whereas a 2 m high rider too should be able to get in. (Leiba: the shape converges to shape of a raindrop, length: 256 cm, width: 82 cm, height 102 cm. I like very much that the vehicle is short the width is adequate though it could be lower. I like its shape too, the producer did a great job there.)
5. Adjustability: Considering the deviation in the height of the possible users (between 1,5-2 m), the customization of a velomobile is inevitable. There are 4 types of adjust-systems the manufacturers can choose from: the horizontal adjustability of the seat (1) and the first driver (2), the mounting of the seat height (3) and angular offset (4) all of them can be discrete and continuous. In case if only one person is using the velomobile the simplicity and the comfort of the adjusting matter less. (Leiba: can be adjusted for almost everybody, all 4 possibilities are built-in the pedals can be adjusted on a wide range (approximately 30 cm, continuous), the seat: horizontally 30 cm, with 2 cm discrete notches) the angular offset of the seat can be varied between 52 and 70 degree, the seat vertically: 6 cm (discrete with 2 cm notches). However the screws cannot be reached easily.)
6. Repairability: The best if one doesn’t need this but in the reality one often faces the challenges of adjusting, changing components or a puncture. Generally if the rear wheel below the envelope it is hard to take out, this is the advantage of the free rear wheel of he GO-ONE. The front wheels with drum brake are easy to change though the drum brake is not as efficient as the disc brake. The adjusting of the gear-shift is difficult when the top or the envelope can only be removed only partly. A good solution is used by the manufacturing of the Bries where the envelope can be dismounted, the disadvantage of this solution is that the one must make extra effort to ensure the vehicle’s sealing and the fixation of the parts. (Leiba: the first wheel is easy to change but the tampering with rear wheel and the gear shift is a serious challenge.)
7. Suspension: The velomobile uses 3 different tracks thus knowing the quality of the Hungarian roads (especially the cycle tracks’) the all-wheel suspension is crucial. (Leiba: all 3 wheel are equipped with suspension the rear is excellent the two on the front could be better).
8. Suspension and envelope:  Generally the velomobiles are plastic monocoque-bodyed where the wheels, the driver and the bracket of the seat are fixed directly to the envelope. There are a few exemptions for example the Leitra, the Steintrike or the Stormy Weather which are based on a recumbent delta trike that is working without the envelope too. The first wheels are rolling on the stub-axle, their suspension needs uniquely manufactured axle, telescope and brakes. (Leiba: the frame is embedded into a polyester made monocoque-bodyed plastic envelope. It is fine-looking, very simple and practical)
9. Gearshifts: The conventional bike’s gearshifts are built into the velomobiles, it is all the same whether it is a simple shifting or a refined internal gear hub. I prefer the internal gear hubs because they allow the changing of the gear while standing, moreover they are cleaner and doesn’t need so much care whereas they are a bit heavier. (Leiba: are manufactured with both types, the basic variant has a 3x8 shifting, I prefer the internal gear hubs though it makes difficult to add an auxiliary electromotive)
10. Brakes: Compared to the conventional biker the velomobiles are heavier this means more impetus so a good brake is indispensable. By the tadpole-shaped vehicles the fist brakes are essential the rear wheel is either not built with brakes or at best it has a handbrake. The disc brake is more efficient than the drum brake but it makes the mounting of the wheel more difficult. The handbrake is important too because the velomobile can slip out of control even in the most moderate slopes. (Leiba: originally built with drum brake but for special demand it can be delivered with disc brakes. To exchange the brake’s type you have to change the suspension and telescope too. As handbrake serves the mechanically blocked brake. It is possible that I might have to convert it to a disc brake equipped one but I regret if the structure becomes more difficult)
11. Ventilation and view: a great advantage of a velomobile is the increased independence from the weather. One can use it if it is raining or if it is windy. In exchange the problem of the ventilation and moisture condensation arises which seems to be insolvable in a comfortable way. If one uses it without the upper part of the envelope (like a sports car) it becomes uncomfortably windy while if it is covered totally the problem of lack of fresh air and vapour arises. The for the removing of external moisture equipped external windscreen wipers are useless because the plastic screen get scratched easily. The solution could be the by the cars used windscreen but because of its weight it is rarely used (e. g. in the AERORIDER somehow it is well solved). A good compromise could be reached it one uses more extendable spoiler both the in and outflow of the current must be guaranteed. In summer the best is if one removes the upper envelope and mounts a small windscreen in the front. (Leiba: with the mounted screen it excels)
12. Envelope: The velomobiles can be divided into 2 groups the first group is the totally covered the second  is the sports car like half-open. The biggest problem with the latter is that it protects only the legs against the weather. By the closed ones the problem is – as mentioned above – the ventilation and vapour. The ideal if the upper part of the envelope can be mounted and dismounted easily and the parts are portable inside the vehicle. (Leiba: the envelope can be dismounted and can be stored inside the vehicle in 3 pieces which is a clever solution, the only matter is the ventilation if the envelope in mounted).
13.  Auxiliary electromotive: On flat ground the lighter velomobiles can be used easily but is the landscape is rolling the driver needs strong legs. Therefore all but some producers offer auxiliary electromotive. Sadly the conventionally into the hub of the rear wheel built motives are heavy (7-8 kg). If one uses lead batteries (an additional 7-8 kg weight) the excess weight implies that the vehicle can be barely driven by human power and the defencelessness to the charge of the lead batteries is not the thing one wants to experience. The only seemingly advantage is that the lead battery is cheap. Fortunately there is a better solution the BION-X. This is a hub-motive that weights only 3,5 kg. It is supplied by an intelligent electronic system that ensures that the battery’s recharge while braking. The level of the help it gives and the brake can be adjusted in 8 degrees. The battery in only 3,5 kg too (Lithium). When it is turned off the electric brake doesn’t set back. One must be careful though because a motive stronger that 300 W converts our bike into a motorbike. (Leiba:  they offer the BION-X as an option, it is relatively easy to mount and the batteries have an ideal place between the legs. I have already built this in it works perfectly though the rear wheel became more noisy)
14. Size of the wheels: The most common is the 20 inch wheel. The exemptions are the GO-ONE, the WAW, and the Leiba where the rear wheel is bigger (26 inch). He advantage is revealed when one meets a road dotted with potholes. Moreover if one owns a conventional bike whose rear wheel is mounted with a Rohloff gear shift or a Leiba hub it is very easy to fit it on the velomobile without the necessity to tamper with the spokes. (Leiba: mounted with a 26 inch rear wheel so I could easily exchange the rear wheel with a conventional bike’s rear wheel)
15. Shunting: It occurs sometimes that one has to go backwards say if one is trying to turn in a narrow road or tries to park it. Except the AERORIDER it is always done by a ‘manual’ way, which means you are given hole below the front of the vehicle where one uses his very legs. The SUNRIDER’s bottom is not cut one is advised to move the front wheel in case one wants to reverse. It is very difficult if the envelope is mounted and the wheels can be very dirty and though the velomobiles are multifunctional they don’t carry a washbasin. (Leiba: leaky bottom (one hole), it is a convenient compromise because a real reverse mode would have weighted much more)
16. Manoeuvrability: The most velomobiles need 7-8 m to turn round. The only exemption is the Leitra, which is able to turn round in 4 m. (Leiba: 7,7 m, it is sufficient)
17. Steering: There are 3 kind of steers. (1) For those velomobiles, which are built upon a trike they inherited the steer of the trike. (2) The directly for velomobiles built steers are joystick like. (3) The most rarely used system where the steer itself can be moved. (Leiba: joystick, I like this kind the best)
18. Other supplementary equipment: The partly open types one can be equipped by supplementary envelope parts some of the producers are cooperating in this issue. (e. g. the Versatile’s products are used in the Sunrider). To cut the drag one can mount covers on the wheels mostly it is optional but the Leitra is equipped with it. The lights, the horn, the mirrors, and a speedometer are very important. The vehicles are originally yellow, red, blue but most producers for special order paint it to every colour. The WAW undertakes subtitling if claimed. Considering that they (where it is possible) build in ordinary bike components they offer the option of refitting the gear shift and the brakes. The shape and the seat-cushion is variable. They can mount specially for recumbents designed seats or less comfortable ones too. (Leiba: the above mentioned options are available, my vehicle is yellow (because of it can be seen better!) the lights are excellent, there is an adjustable extra light this allows you to see the road ahead and at the same time others can see you too. There is only a pair of indexes they cannot be seen while in strong natural light. The horn is working with air. There were equipped only one mirror but I mounted an other one to the other side too. I will reinforce the index by changing it to a stronger one and build in one pair more.
19. Delivery Period: They are not kept on stock, and their production cycle is longer than the one of some luxury cars. Nowadays they can produce them in 6-12 months. (Leiba: They can provide one in 10 months I managed to reduce it to some days because I purchased a prototype)
20. The flexibility of the producer: Basically they are ready to answer questions they help you with great patience and endurance. This is especially true in case of Bart de Wert, Michael Dreef (AERORIDER, SUNRIDER), Brecht Vandeputte, Frédéric Nannan, Péter Zoomers (WAW, BRIES), Michael and Andreas Beyss (GO-ONE), Eduard Jeske, Vasili Gess (LEIBA), Harry Lieben (MANGO), German Eslava (CAB-BIKE) and Gerrit (VERSATILE) though the LEIBA team is unbeatable in fulfilling special ordes. There were no special need they refused to think on and if it was possible they accomplished all. This time only the Leiba classic existed. I mentioned earlier the only group with negative attitude to changes. (Leiba: They were extraordinary flexible as mentioned before)
21. The velomobile market: These are typically produced sole they are manufactured by young and creative personnel who plan and carry out while facing various dead ends. Then they are trying to improve the models. The most costly (considering money and time input) is to create a appropriate envelope then form the gauges. Because of the vast amount of handwork the monthly production is only 1-2 vehicles. Considering the parallel procedures one velomoblie needs 2 months to be ready. There are 30 models but only about 10 can be found on the market. Probably none of them has achieved the 100^th produced vehicle. E. g. the total WAW production in 50 pieces the Leiba is approximately the same. The production of the once expected Bries was not profitable so only 3 exist. The produced quantity of Mango and Quest together is approximately 100. Probably there is less than 1000-1500 velomobiles are used in the whole world and this sum contains the many experimental and unique vehicles. Characteristically they are produced by-line. The producers annual capacity is engrossed this means 25-30 products a year. This implies that the number of the running velomobiles is growing by maximum 100 pieces a year. Why is this market so small? Considering the enthusiasm my velomobile sometimes causes when it appears on the streets I can say that a lot of people would be interested in the velomobiles. Sadly its price equals the price of a cheap car. One of the most complete models is the GO-ONE. Sure the difficult period of standardising is over now, they have a lot of orders everything works precisely. They no longer take unique orders. It is interesting that most producers and distributors are concentrated in 4 countries: Holland, Denmark, Belgium and the West part of Germany. Most of the buyers come from this region too. There is only one manufacturer in the USA, the most velomobiles that are sold there are EU products. Fine vehicles are produced in Australia. (Leiba is produced near by Hannover, in Gifhorn (more exactly in Wesendorf) the chief engineer is Vasili Gess, they have 3 types: Leiba Classic, Leiba Brise and Leiba X-stream. I prefer the X-stream)
22. Velomobil prices: around 5-8 thousand EUR, it depends on the built in equipment. This is 10-15 times the price of an ordinary bike (500 EUR) and 4-6 times of a basic 3-wheeld recumbent (1200 EUR). So the velomobiles are very expensive nevertheless the is still not expensive enough to be able to produce them for a living. They contains a lot of living labour and the demand is not big enough to one could an automated production line. (Leiba: basic Leiba Classic: 4900 EUR, with BION-X mounted: 6400 EUR, Leibe X-sream: 5500 and 7000 EUR)

February 15, 2008. New pictures about velomobiles. Look at the Velomobiles 2. Total are 26 pieces of velomobiles pictures. Some technical specifications of velomobiles are on page (AERORIDER)

 October 1, 2007:

Well, the date of testing arrived. In Bern and Grenchen I had the chance to test the TWIKE and LEIBA models. The GO-ONE test was unfortunately omitted, but, based on both models tested in the practice as well as the technical parameters I made up my mind that the closed Velomobil would not only remain to be a dream model. In the following, I summarize the types I have found. There are types which are not manufactured any more (Aurora, Limit, Berkut, La  Fleche). LEIBA ist the most flexible manufacturer, they are creative when it is needed to find solutions. One of the most appealing machine is the VERSATILE, however, the delivery date of the manufacturers is the longest (one year). The most comfortable but at the same time the heaviest machine is the AERORIDER. The lightest model is the LEITRA and its manoeuvrability is the best, however, it is not quite attractive. The delivery date is nine months. The most expensive model is the BUTTERFLY, it costs roughly 20 000 euros. It seemed to me if we were not in Europe because they were the only one who did not respond to my enquiry. TWIKE is, as a matter of fact, a two-seater car, but it can be ridden by foot. The Swiss are very proud of it, and they have every reason to do so. They do not preach but act in the interest of their environment. The delivery date for GO-ONE is also nine months, and the manufacturers do not fulfill individual requirements. It can be felt that their business is flourishing. When selecting, I considered the following aspects: the machine should have all suspensions, entirely closed but openable and well ventilated, electric amplification, proper appearance from aesthetic point of view. At first I insisted on the 26-inch rear wheel, but finally, I gave it up. These criteria were met by AERORIDER, LEIBA, GO-ONE and WAW. All in all, the AERORIDER was the winner. As for their forms, the VERSATILE, SUNRIDER and MANGO are attractive but they are very expensive. However, they are even open models and cannot be combined with electric crankset. I received most information from the homepages of the manufacturers and from the correspondence I had with them. It was only later that I found the homepage www.velomobiling.com . There I found several comparative data though they do not embrace all.

May 1, 2007. There are a few three-wheeled covered recumbents (closed models), which are not only good but most pleasant to look at as well. I am confident that some day I will be able to test them as well.

Pictures of velomobiles

http://www.flickr.com/photos/velomobiling/sets/72157594370869686/