![]() Even out-of-the-saddle efforts produce no discernible flex. Neither component of the system looks especially rigid, but the combined effect is an unqualified success. By having both clamps grip the seatpost, Ritchey ensures their relative immobility. The top tube clamps the seatpost, as does the seat tube just below. The outside of each tube end is flared, and a hinged collar with V internal profile clamps over the two, pressing the two flared tube ends together. The horrible Break-Away graphic on the frame refers to the way the front triangle parts with the rear, coming off as a whole section rather than simply folding to one side.Īt the bottom bracket end of the down tube is an unobtrusive, almost dainty coupling that locates via shallow internal truncated cones. Available as a frame only or complete build, the Break-Away is also available in titanium with carbon stays, but we tested an all-steel example. Mtb legend Tom Ritchey’s take on the demountable frame looks at first glance like a standard TIG welded steel road frame, built in this case to a uniformly high, though not quite exceptional, standard. Not so the Ritchey Break-Away which fits snugly into a surprisingly compact case leaving just enough room for clothing, shoes and a few spare inner tubes. In fact, it is possible to fit a conventional cycle into a fairly small space by removing every major part, but the frame and fork still form an irregular shape with awkward protrusions. Some travellers swear by simply obtaining a stout cardboard bike delivery box from the local bike shop, although this can quickly lose its protective effect if left on the runway in wet weather.Īll offer the possibility of taking any solo cycle, unlike the portable systems on test here. These cases may hit 25kg packed, even when not stuffed with wine or similar. More expense buys a more or less sophisticated hard case, the cost of which largely reflects the degree of work needed to get the bike to fit inside. Next up is the padded bag, which is generally easy to pack and, given reasonably careful handling, mostly sufficient. ![]() This technique may not work on rail networks that do not allow complete cycles. The budget option is (depending on the airline’s policy) to turn up at the airport armed with a pedal spanner and set of allen keys or spanners, remove the pedals, twist the bars and entrust the bike to the goodwill of the baggage handlers. Before putting them through their paces, it is worth a recap of the various procedures for carrying a ‘non-demountable’. They represent, as it were, three stages in the progression from full-on folder to conventional cycle. Each can be bought with its own specific case, which is designed to be both smaller and lighter than those needed for a standard bike. Life would, in principle, be a lot easier with one of the three bikes on test here. Such a case can be difficult to transport on its own a group of cyclists trying to transport several can find it almost impossible. The growing popularity of Continental cyclo-sportifs and training camps means doing just that, often with a favourite lightweight stowed in some gargantuan case. A heavy, flexible bicycle with mini wheels is practically the antithesis of the machine most serious cyclists would consider taking abroad by air or rail for a cycling holiday. There is also a tendency for folding bikes to have very small wheels, again in the interests of keeping the size of the vehicle to a minimum. This alone has probably been enough to sustain the British folding bike market in recent years, but the machines best suited to mixed commuting using bike and rail rarely satisfy the cycling enthusiast.įolding demands hinges or couplings, which are usually either heavy, or none too rigid, or both. This makes them unpopular with, for example, the British railway authorities, which responded two decades ago to demands for improved cycle facilities by replacing rolling stock capable of carrying many cycles with thoroughly modern carriages with dedicated space for none.
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