Visit the site of Optima to get more info about this recumbent.
If you’re Dutch, read the user-reviews.
This simple piece of plastic, cut-out from a dog-cookie box, prevents water from splattering up the main chain-disk.
This top-bag has a capacity of 10 l. It features two waterbottleblisters on both sides. It’s a spacious thing, but it hasn’t got a solid base (at least;the older models). You have to make one yourself. If not, it ‘sags’ a bit over you luggage carrier.
These saddle-bags have a capacity of 35 l. The two full-width zippers provide easy-use when packing and unpacking. But it’s a bit of a pity that when you’ve packed the bags, they tend to get ‘bulgy’, increasing the chance of getting in contact with your tires or spokes. It necessitates luggage-carrier extentions or home-made stiffened padding for the inside of the bags to overcome this.
“The bicycle ”
The Sherman
The M4 “Sherman” tank was the standard tank in the US Army during WW 2.
Easy to maintain,
trustworthy and parts were available off-the-shelf everywhere.
Now, apart from the 75mm gun, the Condor and the Sherman have
all the above mentioned things in common.
Let’s have a look at the anatomy of the bike. It’s main feature are the double 26inch wheels. Even in the ‘darker’ parts of Europe, where they still think that Elvis Presly is a fancy bar of soap, they can sell you a 26inch inner- and outer tube.
Wheelbase
The wheels are closely spaced. This benefits the radius of the turningcircle. When you have the handlebars above your seat, circles get even tighter.
Although the Condor has a relatively short wheelbase, it still is a stable bicycle, with no nervous handlingcharacteristics. Quite a lot of people state that at higher speeds, let’s say above 40 miles an hour during going down, it becomes rock-stable.
Schwalbe Marathon plus
At the moment, I’m using Swalbe Marathon plus tires. They ensure plenty of grip on any surface, a virtually 100% puncture free ride and comfort. Now the puritans amongs us might say: “that’s quite a heavy tire and a lot of friction”. But hey, life is all about choices, right? So go safe, ride Marathon plus (ehr...trust me, I’m not paid for this line).
I’ve always preferred a low-tech bent. No disc-brakes, no high-tech water cooled, remote-controlled data fed, nuclear propelled suspension system. Just the basic items. Easy to repair. No hassling along the road.
I used Monte Carlo semi-slick tires. No punctures after 3500 miles! Well, I think you have to take into account a fair amount of luck as well here... There were times, that I wished I had some more grip/profile. An example is the time when I went downhill in the Alps. The road was wet, and we all know that things under some conditions do get slippery...
Field modification
I had to make an extra modification to the front mud-guard (the plastic is from a dog-cookie box...). The ‘reason d’être’ was that when it rained, the water (and sand in it) would be splattered right up my front chain-disks. The mud-guard on top was not long enough to keep the arc of filth away from it... It only caused extra wear (‘grinding sand’).
The lights
The bike is equipped with an ordinary lighting-set with a dynamo. It was used on several occasions when going through some dark tunnels which were from time to time badly illuminated. Take it from me; you’re happy when that dynamo does it’s job right.
The rear light was a battery operated one. Just as important (even more) then the front light.
The brakes
Two v-brakes did a good job. Like Ad Notten ( ATB ‘Mountain devil’ himself) used to say in the old days;
once the wheel is blocked, it’s blocked. True dude, true...
There was this path one day which went down 20 degrees. I had my doubts about whether the breaks would be able to handle the
120 kilo’s or not. It went just fine.
I did replace the rear brake-shoes once while I was well inside Italy.
In my opinion, disk brakes are not necessary. They may provide better stopping power, but when they have to be repaired, you don’t
want to be in the middle of nowhere.
The aftermath
The bike certainly did live up to expectations. It’s rugged and easy to handle.
However, I noticed that because of it’s “high” nature, I did not always feel at ease once in a crowded city.
It happened on several occasions that directly after I gainded speed, and moved forward very slowly, I had to stop
because of a car in front of me. You have to put one foot on the ground once more, and concentrate again because of
the fact that when you sit in a reclined position, the tip of your left foot just barely touches the ground (I’m 1.80m ).
You do
not want this to happen on an upward slope. That procedure always takes too long.
Now, there are ways to more-or-less work around this. For example, sit upright after you stop and THEN put a foot on one pedal.
As for the height of the bicycle, well, it has it’s advantages. One day, while cylcing in the vicinity of Nijmegen, I had to cross an inundated road due to high water in that season. At the same time I was contemplating how to tackle this barrier, a mountainbiker passed by, and in a true “I don’t care a damn” fashion, he cavorted straight through. His 26inch wheels almost disappeard under water. Which made me think... A few minutes later, I carefully followed suit, but without wetting my shoes, socks, and trousers. Half the Condor disappeared under water, but the driver stayed dry!
When you go to this link, you will find first-hand reports of a large number of Condor users, who will tell you what is right and wrong about this piece of steel on rims. Mind you, all the reports are in Dutch... So grab that communityguide, and figure out when the next Dutch course starts!
