Category Archives: tips
I am quite sure that there are many readers of this blog who don’t know that there are easy ways to find what you may be looking for or how to go about it. So I thought I would write this posting to explain it.
SEARCH FOR IT … I have tried to lay out this blog making it “user-friendly”. I purposely placed a Search Box at the very top of the right hand column and selected one with a Go button to use in case the reader doesn’t know to use the Enter Key to proceed with the search. So whatever the reader is searching for is quite easy to accomplish. Just type in whatever it is and push Go. If something exists it will show up in the search results. There may be more than one posting about it and, if so, they will all be listed. Please note that any misspelling of the words typed in will result in zero (nothing) in the search results.
SEARCH BY CATEGORY … Just a short ways further down in the right side column below the Recent Posts is “CATEGORIES”. There are many to choose from and using these is an easy way to find all sorts of postings on things the reader is interested in.
There is also a third way … searching by tags, but I don’t have a clue how to do so. Anyway, these two methods can be quite valuable. Give it a try. And, of course, …
KEEP ON TRIKIN’
This is a reposting of an article I wrote and posted several years ago …
Now I ask ya … Do you hear what I hear?
Sounds like a loaded question to me! And no, I am not talking about the popular Christmas song. As I ride along I hear all sorts of things. Some things are good … such as birds singing. Some things are not so good … such as mosquitoes buzzing (when I stop or slow down too much). Some things are pleasant while other things are rather unpleasant. Some things are welcome while other things are unwelcome. I mean things like … snap, crackle and pop usually are in the latter category as well as click, click, click … tick, tick … and squeal, squeal. Noises being emitted from our trikes can be and should be a concern. Right now I have a noise coming from my trike which is annoying and embarrassing. I have had a difficult time finding the cause. I was thinking it was coming from the rear cassette, but now have ruled that out. My cassette (rear sprockets) wobbles a little bit as after over 20,000 miles I have something worn inside the hub allowing this. As I pedal I hear this noise on every power stroke of the crank revolving as I push on the pedals. Just today I decided to look into the idler pulley as being suspect. I thought of it before, but more less ruled it out. A friend had another idler pulley among his “collection of parts” so I got it from him and installed it in place of my idler. That was it. Now it is as quiet as a proverbial church mouse. And yes, I am doing something about the wobble of the cassette. I have a new rear wheel ordered and am waiting on its arrival. I am not writing this to tell you about my personal problems, but rather I am using this to illustrate that we need to be listening for the various sounds out there as we pedal our way along. And we need to learn what sounds are normal and ok so that when we do hear something that isn’t we can alert to it. I suppose one could employ something like this little device to drown out such sounds, but I would not advise it.
Yes, some sounds are good sounds while others are not. Some need our attention. If ignored long enough we may find ourselves walking instead of pedaling along. There is nothing wrong with walking, but when we have our trikes along it presents a problem. And we all should do our best to …
KEEP ON TRIKIN’
The two front brakes on a tadpole trike are such an important component. We need them to slow us down at times and to completely stop us. That is a given. But did you know that you can help steer your trike with them? I do it all the time. It is very helpful for those who like to ride a little faster than others. Entering a curve going faster than is recommended the use of one brake applied properly can make a big difference in how the trike handles the curve. Those who are really skilled at riding fast thru a turn may use a combination of leaning their upper body into the turn as well as braking on the inside wheel of the turn. Using a brake to help the trike turn thru a corner is something one must be careful of as if it is not done correctly it could have bad results. So my suggestion is to learn how to do it slowly … at slower speeds … discovering how it works and becoming skilled at it. Then one can start speeding up a little at a time until they reach their personal potential or the physical limitations … whichever comes first. Be aware that applying the brake too hard in a turn is dangerous and can result in a crash. Like ol’ Dirty Harry said … a man’s gotta know his limits … and the physical limits of the trike. Anyway, by slowing the inside wheel down in a turn the trike will want to turn thru it easier. Too much brake application is not good so as I said practice is needed. I would suggest practicing and honing your initial skills in an empty parking lot where you have plently of room. Then you can move onto streets, roads and trails. Just don’t “hotdog” around others. Be a good ambassador out there when you are around others. In doing so we can all …
ENJOY THE RIDE!
I knew better and I should not have ignored the very clear signs of an impending problem. But I did and now I am dealing with the result … expensive repairs and downtime. Usually both could have been avoided if I would have only taken action sooner. As it turned out this time only the downtime could have been avoided as I have to buy two new front wheels to make the repair. No matter how hard I try I can’t ride my trike on only two wheels. I need all three. However one is out of commission due to frozen and disintegrated bearings and aluminum hub which is chewed up considerably. I did start the ball rolling on getting the needed parts on order, but I didn’t do so soon enough. I kept riding daily as I always do racking up the miles usually riding 50 plus miles each day. Meanwhile my wheel bearings were being destroyed and in only about three days from my visit to the Catrike dealer to order the parts what remained of the failing parts could not hold on. Now I am stuck here at home and hating it. I have thought about getting my wife’s recumbent bike out to ride it, but I really don’t want to. My trike has approximately 60,000 miles on it. These are the original bearings so I guess it did pretty good lasting this long.
So if you hear a strange sound or sense something going on don’t ignore it. You could possibly save yourself a lot of grief and expense by acting quickly. Use your head and don’t be dumb like me. (As I said … I knew better.) It will help you to …
KEEP ON TRIKIN’
Most recumbent tires are high pressure tires … up around 100 psi. If you don’t have an air compressor at home or in your motor vehicle I strongly recommend purchasing a floor type bicycle air pump … one designed to pump high pressure … preferably 140 or 160 psi. That way when you pump up a 100 psi tire you aren’t maxxing out the pump to accomplish it … or maxxing yourself out using it. 🙂
In fact, I suggest getting one of these pumps even if you do have an air compressor available to use as they are quite handy and practical.
Most good quality pumps nowadays have a built in guage making it very handy. I suggest checking the accuracy of the guage initially and from time to time to be sure you are getting the right pressure in the tires.
Here are a couple of examples of pumps available.
Blackburn air tower 3 bike floor pump
Park Tools PFP-4 Professional Mechanic Floor Pump
They can be purchased at your local bike shop. I want to emphasize that it is best to buy a good quality pump and not settle for some inferior pump at a lower cost. I don’t think you would regret paying more for a quality pump. I would also suggest that you talk to a local bike shop mechanic to get their recommedation as to what pump to buy. You could also research them online to get customer feedback.
I am not making any recommendations as to what pump to buy. I am only showing these two as examples of what is available. There are lots of different ones out there. The first pump I have pictured above is a Blackburn Air Tower 3 Bike Floor Pump rated at 160 psi. To the best of my knowledge it is a good quality pump.
The second pump I have pictured above is a ParkTool brand which normally they make pretty good quality stuff. However, the customer reviews of this pump are not all that impressive. That is surprising.
Most pumps nowadays have a dual head on them so that either Presta or Schrader valves are accommodated.
The pump I have is a Pedros Domestique air pump. It is a good pump, but I know that there are better ones available.
In case you didn’t know it an innertube loses air on a continual basis so it is necessary to inflate them from time to time. That’s right … air leaks right thru the rubber so they are constantly losing pressure. The higher the pressure the more they leak down. It is important to keep your tires inflated to the correct pressure. You will get better wear, mileage, handling, and performance out of your tires as well as make it easier to pedal along since low air pressure equates to more rolling resistance.
It is also important that you never over inflate your tires beyond what they are designed for. Doing so can result in destroying the tire and causing a major tire failure which could be disaterous at worst and leave you stranded at best.
I once put about 10 psi more in a knobby tire I used for winter riding. About 10 miles from home I noticed something which wasn’t right in the ride … a pronounced thump of sorts. I stopped and got off to look. My rear tire was literally coming apart … separating from too much pressure in it. Fortunately I was only about a half of a mile or so from a local bike shop so I made it over there and got a new tire. The tire that had just gone bad would have lasted me for several years more if I had not over inflated it.
Yes, proper tire inflation is quite important … especially if we all want to …
KEEP ON TRIKIN’
This is a subject like many others where you can find varying opinions and instructions on how to go about setting up and adjusting mechanical disc brakes. I only have and use Avid BB7 brakes. I started off with Avid BB5 brakes which I would not wish on my worst enemy as the saying goes. They are junk in my opinion. They required almost constant daily adjustment which got old quick. The BB7 is a far superior brake and well worth the additional expense over the BB5 brakes. The main difference between the two besides the brake pads is that the BB5 brake only has one adjustment knob for the brake pad … that is, only one side can be adjusted. The other side is stationary. The BB7 has adjustment knobs on both sides making it much easier to get proper adjustment initially. And once adjusted the BB7 seems to remain in proper adjustment for quite some time. If you have the BB5 brakes you are on your own as I won’t waste my time trying to instruct how to adjust them as they aren’t worth the time and effort involved. My advice is to upgrade to the BB7s. Anyway, I am not going to link to the instructions of others here, but rather I am simply going to share how I go about setting up and adjusting the brakes.
To start out it is important that the rotors run true. If they are bent or damaged they need to be repaired or replaced. There is a special tool to use to straighten a bent rotor, but if one lacks this tool an adjustable wrench can be used if the bend is only near the outer part of the disc. If it is further inward toward the center of the disc an adjustable wrench won’t do. I have a Park Tool straightener, but there are other brands available.
If the rotor is straight and true you can move onto the setup of the brake. Basically by setup I mean positioning the brake caliper and brake pads properly on the rotor. Again, not everybody goes about this the same way, but I am only sharing how I do it and it has worked great for me. Ideally it would be best to do all this with the rider of the trike seated on the trike so that the effect of the rider’s weight is taken into consideration as I am sure things would change a little just like the toe in measurement sometimes changes when the rider is seated on the trike. This is especially true if the rider is heavy. I have never done that myself as it would be difficult if one is by themself to sit in the seat and perform this procedure.
It is most important that the caliper be positioned correctly so that the rotor is centered and parallel to the brake pads. Otherwise it is likely that the brake will rub and make noise, especially when cornering. Also the brakes won’t work as well as they could and the brake pads will wear uneven.
The mounting bolts have special washers which are dished and cupped so that they fit together and “adjust” to the positioning of the caliper over the rotor.
The procedure I use to align the caliper and brake pads on the rotor is simply to leave the mounting bolts loose so that the caliper can move freely.
I then sort of wiggle the caliper around while I turn the brake pad adjustments (red plastic knobs) in so that they tighten against the rotor and center the caliper over the rotor. I initially wiggle the caliper around a bit just to ensure it is freely moving while the brake pads are being adjusted in. Turning these adjustment knobs can tighten the brake pads sufficiently to hold against the rotor aligning it properly. I then carefully tighten the mounting bolts being careful not to move the caliper in the process. An alternative way of doing this is to tighten the brake pad adjustment knobs only partially so that squeezing the brake lever will tighten the brake pads on down against the rotor. Holding the brake lever on (or using some means of holding it on) I then tighten the mounting bolts carefully. Now with the caliper and brake pads aligned the brake pads can be adjusted properly.
Here is a video about centering hydraulic disc brakes which is pretty much the same process as mechanical disc brakes with the exception of having to push the pistons back out..
When adjusting the brake pads I simply back them off just enough initially so that they don’t rub when the wheel is spun. I then pull the brake lever to see how it feels. If it is too tight I loosen one of both of the brake pads a bit more. I also look down at the brake pads to see what the gap is looking like as I want to be sure both pads are evenly spaced out from the rotor. One should try to keep the gap between the brake pad and rotor the same on both sides so that when the brake is applied both brake pads make contact at the same time and not be forcing the rotor over to one side. It should remain straight and not flex (be forced) sideways.
Keep in mind that when cornering hard there is some flex in the wheel and often times some rubbing will occur between the brake pads and the rotor. If this is bothersome the brake pads can be further adjusted out if needed.
Keep in mind that if a wheel is removed or realigned (adjusting the spokes) or a rotor is removed and then reinstalled or a new rotor is installed the caliper and brake pads may need to be realigned. That is what happened to my trike recently. I adjusted the spokes realigning the wheels which resulted in the need to reposition the caliper and brake pads. Once I did that my brakes worked much better. Obviously having properly working brakes is most important. They will help us …
ENJOY THE RIDE!
HERE is a link to all of Park Tool’s videos.
Hanna-Barbera produced the popular Flintstone cartoon tv series where Fred was known to use his feet as the brakes for his prehistoric car.
We laugh at that and perhaps we have even done it ourselves at times in the past on some types of vehicles. We might have even gotten away with it, but I caution you not to attempt it on a tadpole trike as you may very well regret it. The results could get quite ugly, most serious and painful. LEG SUCK is not something anyone would want to have happen to them. Leg suck is where the rider of a tadpole trike literally runs over their leg as the leg folds back under the crossmember (cruciform) of the trike frame. I saw it happen once to a friend of mine. It was hard to watch. He was fortunate. He only experienced considerable pain which took several days to get over … nothing got broken. I have myself had this happen a couple of times and experienced the pain of it. Fortunately my pain and suffering was over much quicker. The bottom line is … it is not worth it … keep your feet on the pedals. Certainly it is best to use some sort of means to keep your feet on the pedals so they can’t fall off and come down onto the ground. Tadpole trikes are a lot of fun to ride, but we need always to use common sense and good judgement. Be safe, enjoy the ride and …
KEEP ON TRIKIN’
For those who have quick release wheel axles there is a matter which should be taken into consideration if you never have before. When tightened down the lever should not be pointed forward as many people often do. When they are pointed forward they can easily and readily do catch sticks, weeds, etc. A lot of people just tighten them up in whatever position that they happen to be in. I have seen the result of having these levers positioned facing forward. They are very good at snagging twigs, etc. as we ride along. So I highly suggest positioning them to face backwards if possible or “tucked away” somehow to avoid this problem. Here is one pointing up which is okay.
And here is one sort of tucked in where it would be hard for a stick to get snagged by it.
This applies to both the front and back axles.
This one on a front axle is positioned ideally.
This may sound like nit picking and silly, but from personal experience it can help avoid problems as we ride along. Just be sure that in changing the position of the lever the entire axle skewer assembly is sufficiently tight. You sure don’t want a wheel falling out of it’s proper position like in this picture of a mountain biker. Actually I photo edited this as I couldn’t find a picture online to demonstrate it. Hopefully we won’t be flying thru the air like some bikes do.
Snagging sticks is not a game to be played while out riding. It is much better to just …
ENJOY THE RIDE & KEEP ON TRIKIN’
You might want to take a look at this video if you think your bike lock is secure. And then there is the cordless battery powered right angle grinders with a cutting disk on it which can cut thru most metal easily and quickly.
Here is a good instructional video produced by Park Tools. I will add some personal comments and suggestions further below.
In the video it was pointed out that the threads should have either an anti-seize product or grease applied. This is a very good idea as if you have ever encountered pedals that are extremely difficult to loosen and remove this the reason why as none was used when they were installed. If you find that you can’t loosen the pedals there some things you can try. My first recommendation is to try impact on the wrench. You can smack it with palm of your hand if you are tough enough to do so. You can use a soft hammer so as not to damage the wrench. You can also use a piece of wood to either place on the wrench handle to help protect it and use a regular steel hammer to smack the wood. You can use a board (such as a 2×4) as a hammer to smack the wrench handle. If you find the pedal threads don’t want to cooperate and turn to loosen you can try tightening it a bit more and then try loosening it. If you can’t budge the wrench to tighten it you can use impact. Just don’t try to turn it very far in tightening it. If you experience the threads being very tight and uncooperative as you try to unscrew it you may have to try using special penetrating oil such as WD-40. Even after trying that it may be a good idea and necessary to turn the threads both directions back and forth to carefully remove the pedal without doing damage to the threads. I would advise you to continue to use the penetrating oil frequently as you turn the threads back and forth as this will aid the penetrating oil to “penetrate” and do it’s job. There is always the possibility that a threading tap should be used to clean up the threads before a new pedal is installed in a crankarm that you had a difficult time removing the pedal. Hopefully you won’t encounter this problem, but if you do I think this advise will be helpful. Let’s all try to …
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I grew up learning how to steer in a skid/slide … first on a bicycle, then a motorcycle and finally a car. As a kid my dad taught me how to steer a car in a skid. When I say taught I mean he showed me how to do it. At 16 years old I can remember driving my parents’ car down the city street purposely placing the car into a skid sideways between parked cars along the sides of the street and controlling the skid as I drove past them.
A few years later while in the navy I drove a ’63 Corvette on a particular curvy road south of San Diego, CA where there was a sheer drop off along the edge and very rough cliff like terrain below and nothing along the sides of the road to keep a vehicle from going off over the edge. I would put the Corvette into a controlled skid in the curves as I sped around them. Yes, it was foolish and dangerous as it could have very easily and quickly resulted like what is pictured above. I wouldn’t not do any of this today, but as a teenager and into my early 20s I thought nothing of it. I am saying all of this to say that learning how to control a skid or slide can save your butt should you find yourself in such a predicament.
I find in riding a tadpole trike on a slippery surface such as snow or ice the trike can all by itself sometimes seem to go into a sideways slide. Without taking proper needed action when this happens it could result in an unwanted unexpected disaster. For me it just comes natural to turn the handlebars and steer out of the skid. It is “second nature” as they say. I find it fun and challenging. Many times I have purposely put my trike into slides just to steer out of them.
As illustrated in the drawing above when the rear wheel of a trike slides sideways you should steer in the same direction you are sliding to control the skid. As the trike straightens back out you should turn the front wheels back straight. Learning how far to turn the front wheels and for how long is crucial to successfully controlling a skid. You can also over compensate and make matters worse. If you fail to straighten the wheels back around at the right time you can cause the vehicle to skid the opposite direction. It is best to practice all of this in an empty parking lot where there is plenty of room to slide around without concern of hitting anything.
This video shows the rider steering in a skid. Notice at the very end when he tips over it is the result of the trike going from the slippery surface onto dry pavement and the tire “caught” suddenly and caused the trike to tip over.
The best advice I could give anyone to learn how to steer out of a skid is as I stated previously … to practice in an empty parking lot where you have plenty of room around you. Of course, I am talking about riding on a slippery surface such as snow or ice. I would also caution you not to try this if the slippery surface is not continuous. What I mean by that is that the snow or ice needs to cover the entirety of the area where you are riding. You don’t want to be sliding sideways and then suddenly hit dry pavement (like the rider in the video above) as that could be very dangerous resulting in a bad sudden tip over … a violent one where you could easily get injured. Even if you don’t normally ride in such conditions it would be good to learn this skill so you know what to do if it ever happens to you when you do ride. You could find yourself riding on a surface where there is loose dirt or gravel or a wet spot suddenly come up where the rear wheel starts to slide sideways. Again, I caution you about the rear wheel sliding sideways and then suddenly hitting dry pavement as the trike is likely to tip over suddenly. I can’t over emphasize this.
Riding over uneven surfaces can cause a trike to go into a skid/slide … especially if you are already in a turn (going around a curve).
Even riding on some surfaces like in the image above can be hazardous. This was on dirt and probably loose dirt at that. The rider knew to steer with the slide to try to control it and recover from it. Most of the time this works, but sometimes things just go wrong and the end result is not what was expected or wanted. This person tipped over. Fortunately they were not injured. I personally think the reason they tipped over is because the rear wheel slid into a stone or something causing the slide to end and tipping the trike over suddenly. Just going over uneven ground can cause it. It doesn’t take much sometimes to cause such a scenario. It is also noted in the video that she could not maneuver as she would have liked to because of a cactus plant sticking out in her path. That in and of itself could produce the results she experienced.
Here is the video which goes with the picture above:
The rider is most fortunate that the rollover didn’t result in serious injury. She went right onto large stones.
Sliding sideways can be fun as long as you can safely control it, but it can also be extremely dangerous when things go wrong. Be careful out there. Do your best to keep it upright and …
ENJOY THE RIDE!
Cadence … when talking about bicycling is by definition: “the pedaling rate … the number of revolutions of the crank per minute.” I suspect that there will be those who don’t agree with what I will be saying here. That’s ok. To each his own as they say.
Typically most people pedal somewhere between 60 and 80 rpm. Does cadence matter? I say yes, it matters a lot. Ideally one should pedal as fast as they are comfortable with and can maintain without over stressing themselves. That being said I would add that it also is not good to pedal too fast even if you are capable of it. One needs to strive for a reasonable cadence. 60 to 80 rpm is ideal in my opinion. It is not good to pedal slowly while pushing hard on the pedals. It is far healthier to spin faster not exerting a lot of pressure on the pedals even if you are a brute capable of such. It is not only hard on your body, but it is hard on some of the components of your trike. In fact, you can quite literally do serious damage to your trike by pushing too hard on the pedals. We need to strive for a sensible compromise between how fast we pedal and how hard we push on the pedals. Most of our trikes come with quite a selection of gears. As one changes gears they should select the gear ratio which will keep them pedaling at the same cadence continually. Pedaling at a higher cadence provides more of a cardiovascular workout. Pedaling at a slow cadence pushing hard on the pedals can damage your knees.
I personally usually pedal at a cadence of about 60 rpm. I have found just recently that I can reach 120 rpm … something which I didn’t think I could do at my age. This was while using short crankarms. I am sure I could not do it with long crankarms like my trike came with. I would do good to pedal it at 100 rpm.
This cadence thing all gets into the matter of how your trike is setup. The length of the crankarms play a major role in what you are capable of when it comes to how fast you can pedal. Shorter people need shorter crankarms for optimal performance and doing right for one’s self. Too long of crankarms will prevent or at least hinder one’s ability to pedal at a proper cadence. Typically most bicycles and tadpole trikes come with fairly long crankarms. They are fine for taller people, but for those who are on the short side or have knee joint issues shorter crankarms are needed.
I have written previous articles about crankarm shorteners. I recently started using them and really like them. I wish I would have got them many years ago. Actually I wish manufacturers would simply install crank arms which either adjust or have multiple tapped holes in them so the buyer can position the pedals wherever they need them.
Some people are not capable of pedaling at a higher cadence. If that is true of you then all I know to say is do the best you are able to do. Most of us, however, are capable of pedaling at what is considered a proper cadence (60-80 rpm) and we should strive to do so as we will benefit from it. Learning to use the gears our trikes have so we maintain a constant cadence is essential.
Our trikes need to be set up properly with the boom adjusted to the correct length. Our leg extension needs to be about 85 % and our feet should be placed on the pedals so that the balls of the feet are making contact. We should not be using our toes or instep on the pedals.
Some computers have cadence sensing built into them. They require a pickup magnet and sending unit quite similar to that which is used for the speed. It, of course, is mounted on the crankset in order to measure the cadence. I have never had one myself. I have a pretty good idea of how fast or slow I am pedaling without having one. Cadence counters are good though. Since I have never had one I have simply used my watch and counted my rpms various times over the years. I have gotten to know my cadence thusly.
I personally believe that one can ride longer spinning at 50 or 60 rpm than they can at a higher cadence. And I think our bodies will thank us if we keep our cadence down to 60 or 70 rpm. When we spin faster we start using considerable more oxygen which is not good for our muscles over an extended ride. Muscle fatigue can occur if we spin too fast for an extended time. Blood flow increases with higher rpm so pedaling at 60 – 80 rpm is better than 30- 40 rpm as some people do.
Well, that is my take on this subject and you can take it or leave it. Spinning vs. mashing is healthier for us and for our trikes. Use those gears and maintain a proper cadence. It will help you to …
KEEP ON TRIKIN’
It seems that the further along we go in time the more we have to be concerned about getting “ripped off” is all too commonplace and those who are out to do such things unto us are becoming more and more inventive and sophisticated. We really have to be on guard to prevent becoming a victim.
I have had personal experience with this matter … not once, but several times. No, I have never been a victim of these unscrupulous people, but many have attempted to deceive me and add me to their list of victims. Thus far I have been onto them and thus have avoided becoming victimized. As I said, they are getting trickier and treacherous. I have been trying to sell my wife’s recumbent bicycle and about three times so far I have had attempts made to get me to “sell” the bike to such people. I have also experienced this when I was selling my own 2 wheel recumbent bike and my homemade tadpole trike.
I am sure some of you are already aware of what I am talking about and knowledgeable of the ways these SCAMMERS operate. For those who don’t know about this it is very important that you learn about it. By the way, this isn’t just applicable to selling tadpole trikes. The item being sold can be any number of different things.
Here is how these SCAMMERS operate and what to look out for:
They make initial contact with you responding to an ad you have placed to sell your trike. They appear to be a legitimate interested party. They ask you if the trike is still available for sale and probably what your “bottom dollar” is you will take for it. You could tell them a price higher than they could go buy it for new and it wouldn’t matter to them. They offer to buy it at the price you are asking. Even if you tell them that you won’t release the trike to them until any check involved clears all banks involved they continue on communicating further with you disregarding what you said. They say that they will send you a “cashier’s check” and go onto to tell you that they will have a company truck in your area at a near future date which will stop by at the address you provide them to pick up the trike. You have their cashier’s check and they have your trike. What could possibly go wrong, right?
A cashier’s check is safe and there is no concern with them. That is only true when it is a genuine cashier’s check issued by a legitimate bank. There in lies the problem. Their check is phony. It looks good and might very well even fool your bank, but as it is processed you will discover that you are without your trike and have no money. To make matters worse, the latest ingredient I know of these SCAMMERS use adds “insult to injury”. They tell you that their check will be for a greater amount than the price of the trike. They are paying you more as you will need to pay the truck driver whatever the charge is for transporting the trike. So now you are not only out the value of the trike, but you just paid someone out of your own pocket to haul it away.
HEY, be careful out there. It is a treacherous world we live in. In the midst of it all, try to …
KEEP ON TRIKIN’
The gearing we have on our trikes is a most signifcant thing. Some trikes only have one gear, some have 3, 5, 8, 12, 14, 21, 24, 27, 30, 81, 90 or some other number which is obtained by means of a multiple speed internal hub in addition to the derailleur system. Of course, for a trike with only one gear there is not much involved in figuring out the “gear inches”. What are gear inches, you ask? Actually it is not all that simple to answer definitively. There are variables which complicate things. One such variable which seldom is discussed or taken into consideration is the length of the crankarms. Usually it is just the various sprocket sizes (number of teeth) and drive tire diameter and circumference measurements that are used in the calculation. According to Wikipedia the definition of gear inches is: “the diameter in inches of the drive wheel of a penny-farthing bicycle with equivalent gearing.”
The lower the low number is the lower the gearing is which means one can more easily climb hills. The higher the high number is the higher the gearing which means a faster top speed is obtainable. So the ideal gear inches would be very low to very high. On a derailleur system the rear derailleur is only capable of handling so much of a range. I have an article on this subject HERE. The only way I know of to get around this limiting factor is by employing internal hubs in addition to the derailleur/multiple sprocket system. The internal hubs can be in the rear wheel hub or in the crankset or both. One can greatly increase the gear inch range by using these internal hubs. You can lower the low number and raise the high number. Here are examples of internal drives:
3 speed Sturmey Archer rear hub 2 speed Patterson Drive in crankset
For those who want to figure it all out for themselves here are some formulas to use:
Gear-Inches = Chain Ring Teeth X Tire Diameter Divided by Rear Cassette Sprocket Teeth
Distance traveled per Crank Revolution = Chain Ring Teeth X Tire Circumference Divided by Rear Cassette Sprocket Teeth
And lastly … MPH at 60 RPM = 0.0568182 X Distance per Crank Revolution
I recently came across this video while looking for videos about tire liners as I have an article I have written on tire liners which will be published as the next article after this one. This video mentions tire liners, but it covers a whole lot of things. As for me I am going to continue using the best tire money can buy and not concern myself with flats.