Sunday, April 23, 2017


Velomobile efficiency is one of the best reasons to own a velomobile.  The subject is fairly complex and I will try to cover the subject in a few posts here.  Today I will an overview of what characteristics of makes a velomobile efficient and address aerodynamics.

Out of the box, velomobiles are fairly efficient when you compare to an unfaired bike but there are still many things that will give you an even better performance including several options available from the manufacturers. 

How efficient are production velomobiles?  Again this depends on the velomobile you compare with but if you have a Milan SL or a DF, you have one of the most efficient velomobiles out of the box.  As a rule of thumb I say that since 80% of the effort on a road bicycle is pushing the air, a velomobile should improve this by halving this effort.  This gives a 40% advantage (50% X 80%) to the velomobile.  As a result to maintain a certain speed a bike requires 300W while the velomobile requires 240W X50% +60W = 180W.  I tried to see if my rule of thumb was close so I looked at segments that I rode and compared them to the next rider assuming he/she was riding a road bike.    In one example a rider is pushing 255W for 12.5km on a somewhat flat segment, no wind and a speed of 39.5km.  For the same segment, I rode the same segment with a 10km/h headwind.  I needed 155W to travel at a speed of 47.5km/h.  Leaving the speed difference and wind, my rule of thumb would give me an effort of 204W X 50% + 51W = 153W.  While it appears to somewhat confirms the rule of thumb, the difference in speed and the extra work due to the wind has not been accounted for so the efficiency appears to be even greater on flat ground.  Of course the difference on a hillier course would be somewhat different, as the power to climb the hills needs to be much greater for a velomobile.

I get it, many people are happy with the weather protection and carrying capacity of velomobiles.  Others do not see a need for improvements or are unable to fully extract the performance of a stock velomobile or they opted for e-assist that gives them the boost they need.  Still there is a large segment of riders who want to get as much speed as possible for the power they can generate. Getting the most performance out of your velomobile requires paying attention to the details.

There are four areas where improvements can normally be made: aerodynamics; rolling resistance; weight and mechanical efficiency.

There are many ways to improve the aerodynamic efficiency of a production velomobile but it depends on the velomobile you ride.  It may be the low hanging fruit for improving velomobile efficiency.  Every thing that sticks out like mirrors or holes in the shell like the hatch for the cockpit creates drag.  I will provide some ideas on how drag can be reduced but these recommendations have to take into account your own velomobile and circumstances.  Beyond these tips there could be many more improvements that may be possible.

I was reminded of this recently as I started my season riding without any significant modifications on my DF, it was essentially a stock DF.  The only small improvement was a mini visor.  I rode a few weeks until I decided to put on the hood.  That single improvement provided me a 3 to 5km/h average speed improvement on the same courses; this is very significant in the order of 10 to 12% for the same power output.  Going down hills where I had a maximum speed of 62 to 65km/h, I was now maxing out at 72 to 74km/h, a 10 to 14% increase.

Open hatch velomobile and the rider’s head/torso have a major impact on aerodynamic efficiency.  Even a rider’s helmet increases the drag.  First let’s look at the obvious.  Many open hatch velomobile usually have a neoprene skirt that covers the hatch leaving only room for the head to stick out.  This provides a significant improvement but it can be uncomfortable to ride with the skirt regularly.  Another small improvement is the mini visor that is attached to the front of the hatch with a Velcro.  The visor deflects some of the air around the rider.  There is a small aerodynamic impact.  A hood that covers the open hatch of the velomobile is probably the best way to minimize the drag of the velomobile.  Some velomobiles like the Quest have several different hood designs and manufacturers to choose from.  Each has its own advantage and disadvantage and have differing level of efficiency while others have a more restricted choice.  The hood has the added advantage of weather protection in cold and wet conditions.  On the other hand, visibility can be somewhat more restricted, it may be difficult if not impossible to wear a helmet, the cockpit can become too hot for some or it can fog-up.   For racers, commercial hoods have also been modified to make them even more efficient for example by reducing the frontal area.  While hoods are not created equal, as I mentioned above the gain from a hood can be significant, it is probably the single biggest aerodynamic improvement that can be made. 

Open wheel velomobiles like the Strada, Mango, DF, Evo-K suffer to different degree from the turbulence created by the front wheels and wheel wells.  There are several ways this can be addressed with different levels of performance improvements. First wheel cover help for open wheel velomobiles by covering the turbulence from the spokes.  Some wheel covers are made of Lycra while others are made of fiberglass or carbon fiber discs glued to the rim. 

The wheel wells are a source of air turbulence.  Some velomobiles have tighter space between the wheel well and the tire to reduce this turbulence.  Small plastic deflectors that essentially cover the gap in the wheel well between the shell and the wheel leaving just enough room for the tire to pass when turning can be added to minimize turbulence. Deflectors are normally taped to the shell just around the wheel wells. This provides a small but noticeable improvement in efficiency. 
If you would like to further, increase efficiency wheel pants are the solution.  Wheel pants essentially cover the whole wheel well making the airflow past the wheel well following the shape of the velomobile.  This minimizes the turbulence significantly.  Only the bottom of the wheel is visible.  Unfortunately, there is a small price to pay because the wheel pants are restricting tire size and increasing turning radius.  Some racing wheel pants or wheel pant extensions can be installed on racing velomobiles to further reduce drag as the wheel pant/extension are made to cover the whole wheel leaving less than a centimeter of air space between the ground.  Even velomobiles where the wheels are covered like the Quest could see performance improvement with extensions of the wheel covers effectively hiding the bottom of the wheel and closing the bottom of the wheel well.

Velomobile with foot holes can see improvements by closing the foot holes with special covers that have bumps under the shell to give room for the feet to move freely on the pedals.   While I don’t have a number to give, the improvement can be significant.

The perfect tail for a velomobile is shaped like a wedge.  Unfortunately in order to provide a surface for rear lights and reflectors to increase visibility, most velomobile tails are somewhat truncated.  Many riders have found a solution and added a tail extension transforming the blunt tail into a wedge using transparent plastics.  The reflectors and lights are still visible but the airflow is better reducing turbulence. The improvement is small but noticeable for racers.

The nose is something that has attracted attention lately.  The DF, for example is a velomobile that has an air intake at the front.  While it is designed to minimize the aerodynamic drag but it still has an impact.  Closing the hole will result in a warmer cockpit but that may not be an issue for a race or when the temperature is cold but may lead to an increase in fogging up inside the hood.  To get the improvements, the cover has to follow the shape of the current nose and using clear plastics would not impede the headlights hidden inside.  While this small modification provides improvements, you can go further.

Recently I was made aware of one rider who modified the nose of his Milan SL by extending it making it pointier and saw speed increase.  This modification is not without drawbacks.  The modification makes the velomobile more susceptible to side winds and this could make the velomobile difficult to control at high speed under windy conditions.

Beyond these modifications, those racing may also try to use tape to close seams and other holes and cracks in the shell.  Anything protruding from the shell like lights, cameras and mirrors especially large ones are also creating drag.  While I would not recommend removing any items used for safety, riders may choose to reduce their impact or removing them for special events like races.


Daniel Fenn is hard at work on the DF-4, the 4-wheel DF prototype.  He recently went on a 170km ride with the prototype.  Daniel even took his dog in the velomobile on this journey, the dog can fit in the luggage compartment just behind the seat is much larger than the DF.  ICB has posted several pictures and video on their blog.  The prototype will see more refinement before a decision is made to go to production. 

There are a number of interesting innovations in the design.  The pedals will drive the left wheel of the velomobile while an optional motor providing assistance will drive the right wheel.  The DF-4 prototype has a mid-drive Rolhoff  and a 10 speed cassette at the back.  The wheel wells are larger than the DF/DF-XL and would enable the use of popular larger tires like the Shredda and the F-Lite.

Busy as usual, Daniel is also in the process of producing a new racing hood for the DF with no side windows.  This is the type of hood that Milan riders have used in record attempts.  The hood is apparently 33% lighter and hopefully more efficient than the original DF hood.


The annual Special Bike Show SPEZI 2017 will take place April 29 and 30 2017, in Germersheim Germany.  This is the 22nd edition of this annual event that started in 1996.  The show provides attendees the chance to view and test products. Several velomobile manufacturers from Europe will attend but some will not. 

Saturday, April 15, 2017

I’m back!

I’m back!
Last June I posted my last column and I did not even post an update since.  No contrary to what some of you may have thought, I did not fall off from the face of the earth.  I did reply to a few enquiries in the comment section but maybe it should have been a post explaining that I had to take a break.  I apologized to those who came to visit my blog and did not see new posts.

Since the spring of last year, I’ve been doing major home renovations that are still ongoing.  Doing most of the work by ourselves has meant that I did not have much free time available for riding, participating in forums, gathering information and post this information here.  In addition, last year I had major “hotfoot” problems when I rode.  After riding a 300km brevet in August where the pain forced me to stop frequently to give my feet a rest, I decided that I should stop riding until the situation improved I had lost sensations in most of my feet except for tingling.

Over the winter the foot situation improved and I slowly started to get normal sensations in my feet.  I was waiting for a particularly snowy and cold winter to finish in order to start riding.  In March, when the winter was dragging-on and I was unable to suffer it any longer, I drove south to start my riding season.  Even after many sessions on the indoor trainer, I needed to regain my riding shape and frankly enjoy riding outside.

While I was waiting for the weather to improve I made some improvements to the velomobile.  First, in order to try to prevent the reoccurrence of the hotfoot problems, I decided to switch the cleat and pedal system from the standard SPD to the SPD-SL road bike pedals.  The SPD-SL uses a larger pedal and cleat that hopefully will distribute the pressure more evenly on the sole of my shoes.  I did not upgrade my shoes, they have a hard nylon sole and they do not appear to flex but I may upgrade to shoes with a carbon fibre sole if the problem persists.

After years of lusting over power meters, I finally took the plunge and purchased a Power2Max crank based power meter.  It took a bit of time to install it but the process was straightforward and I’m very happy with the results so far.

I have more upgrades coming.  Soon I will convert my front wheels to tubeless and install Schwalbe Pro-One 28-406 at the front to replace the Kojak 35 and a Schwalbe One 28-559 at the rear to replace the Continental Grand Prix 28-559.  I hope this change will save me a few watt of power and propel me faster down the road.

Last year I received my wheel pants but I was unable to ride with them first because the Schwalbe One 23-406 significantly lowed the DF as they have a much smaller diameter than the 35 or 28=406.  As a result, the DF was too close to the ground to ride on not so nice pavement.  I did not address the issue last year for lack of time and the choice of tire was not very good.  I hope that the 28-406 will fit nicely in the wheel pants. This would help save a few watt too.

In the last few weeks I also had a few mishaps.  Once again I broke a brackets holding the crank in the velomobile.  I spoke about these last year and Alligt produced brackets with a new design.  They are somewhat similar to the old ones but instead of a square corner, they have a V grove at the top and bottom of both half that should better distribute the torque.  The brackets have been available for a few months so if anyone has experienced any issues please post a comment.  Even more recently, I broke the stem of the DT Swiss rear shock valve when I tried to disconnect the pump.  The pump was screwed to the threaded stem just enough to ensure there were no leaks.  When I tried to unscrew the pump, the stem broke off the shock.  The stem made of aluminum is apparently very brittle.  I cannot see how much less force I could have used to ensure proper seal.  I have ordered a replacement valve/stem from ICB as well as the new DF shock made with regular springs.  I will use the opportunity to compare the two shocks.  In the mean time, I locked the shock and continue riding.

It will still take me a while to be on top of what is happening in the world of velomobiles.  I will do my best to gather information and make it available here.  I do not know if I will be able to provide weekly posts as I have done in the past but I will do my best.

Here are a few industry news items to report.


It is sad that Bluevelo has selling the inventory and fixtures.  Most recently the molds for the Quest were put for sale.


The Italian company has unveiled a new velomobile, the Carbon Snail, designed for very short riders (below 160cm).  The velomobile also appears to be designed for the track with very close to the ground with very tight wheel wells.  Unfortunately there is no information on the Carbon Snail available on Eretic’s website. (


Eurocircuit started selling a new version of the E-Cvelo Challenger shell for the Azub Tricon 20 trike.  The fiberglass shells are built and assembled in Hungary.  One important thing to know: Eurocircuit only sells to European customers.


Katanga recently posted a notice on their website site to inform users that suspension arms for WAW152 to WAW323 should be replaced and owners should get in touch with Katanga to request their new front suspension arm. The arms will be shipping at no charge do to a issue with the old ones snapping.


On March 10/11, Australian riders Tim Marquardt and Jeffrey Nielsen's were successful in breaking the Tandem 24hr distance record of 909km set by Jason Miles and Guy Martin using a tandem four-wheel velomobile.  While the official distance needs to be confirmed, they traveled more than 1015km in 24 hours at a track in Edithvale, a suburb in Melbourne, Victoria, Australia.

Thursday, May 12, 2016

Early May update

Early May update
Finally the weather is getting warmer, we have not had much rain either over the past couple of weeks but that could easily change.  I am very busy at the moment so I’m not posting as often.  Last week I rode in a 200km brevet, it was not my best result mostly because my friend’s Quest had rear wheel problems as we had to stop several times to try to fix the problem.  He had disassembled the rear swingarm and may have made a mistake when reassembling. 

I also had an issue accessing my smallest gear, there was one significant hill with a 14% incline and I would have appreciated accessing that gear.  While a bit slower, I was still able to climb the hill but with a bit more difficulty.  I performed a bit of maintenance to solve this issue and I can now access all gears. 

For those of you who have had problems adjusting for the Praxix 11-40 cassette or similar, I have come to the conclusion that chain length can be an issue but removing links may not address this.  To “fine tune” the chain length, you need to move the crank slightly, just a few millimeters and things will work normally.  In my case, chain stretch appeared to be the issue and by moving the crank about 3mm and everything worked.

I have also had problems with getting wheels that I can use with my new wheel pants so they have been sitting on the shelf.  I just placed an order with Ginko for a set of narrow wheels dished-in that should fit nicely in the wheel pants.  I had ordered a set from Bluevelo but unfortunately Randy was unable to complete the order.  I will have to wait a few more weeks for delivery from Europe.

This weekend I have a 300km brevet with a fair bit more climbing.  The route takes us into a fairly remote area so I need to be self-reliant.  The forecast calls for the possibility of showers, hopefully the weather will be cooperating.


There are a few good reports on SPEZI 2016, in particular Ligfiets and Wim Schermer provided interesting reports on the best things they observed at the show.


ICB was notably absent from Spezi this year, several people have made comments on-line on the situation.  I’m not sure of the reasons but the cost and time required to participate must be justified against increased sales.  In the case of ICB, their current products are fairly well known and they probably had little new products to show except for accessories like the Quest/Strada hood and the wheel pants.

Meanwhile Daniel has been busy building the prototype of the new DF-4 using his familiar Rapid Prototype method.  He started with two DF-XL velomobiles and cut them apart then he modifies the parts/panels to create the desired shape then fills any gap to connect the parts together.  Several people observed that this approach differs from the planned approach used by Allert for the development of the QuattroVelo.   I think that if you have a good idea in your head, you can produce a prototype faster and cheaper using rapid prototyping.

In April ICB delivered 10 velomobiles: 7 DF-XL and 3 DF.  Meanwhile in the same period 2 DF were ordered, the orderbook is getting thin, there were less than 20 velomobiles on order at the end of April.   Maybe the DF-4 will re-energize sales but one may ask if the lack of local sales in North America is affecting the number of velomobile sold.; currently there are no velomobile on order from North American customers.


Velomobiel put two QuattroVelo on display at Spezi.  One of the velomobile had a prototype of the integrated hood.  From 3rd party reports it appears that he booth was very busy.

In April, Velomobiel received 4 orders for velomobiles, all QuattroVelos.  In the same period Velomobiel delivered 5 velomobiles: 2 Carbon Quest; 1 Quest; ! Carbon Quest XS; and 1 Carbon Strada.


Raderwerk had the Milan 4.2 on display at Spezi.  Attendees report that the Milan 4.2 will be available in September.


Katanga presented the new WAW2016 with interchangeable nose and rear cones.  One new feature for the WAW is the use of an air shock on the rear wheel.  The design is certainly different from those of other velomobiles.  Another difference is the use of metal for the mechanical components holding the wheel at the rear.  Metal has advantages because it is easier to work with and costs less but there may be a weight penalty and it may not be as stiff as a composite swingarm.  The WAW’s rear wheel is held on both sides and this should somewhat compensate for the stiffness.  We will wait for reports from riders on these improvements.

Sunday, April 24, 2016

All dressed?

All dressed?
This week I had to take a bit of a rest but it does not mean I was idle.  First I checked the velomobile because I noticed a thump - thumps noise/vibration coming from the rear end during my 200km brevet.  I found the rear wheel was wobbly and needed attention.   It took me a just a few minutes to remove the rear wheel; this is much faster than the first few times I had to do this.  I guess I’m getting better at it now.  I had to get my rear wheel trued at a bike shop since I’m not equipped to do this myself.  My wheel was fixed but the mechanic informed me that the Kojak had also suffered; the cords under the rolling band had been ripped and as a result the tire could not roll smoothly.  I installed a new Gran Prix instead, it will be my first opportunity to test that tire.

I also picked-up at the post office a large package from Dronten, inside I found a pair of pants for the DF as well as tape to hold them in place. Unfortunately I’m currently waiting for a pair of narrow wheels to use with the pants.  The narrow wheels will make it possible to retain a reasonable turning radius.  The Kojak 35-406 are too large to actually fit in the wheel pants so I will also have to install the Schwalbe One to ride with the pants, the roads are slowly improving so probably in another week or two I will be able to test this aerodynamic improvement.

One of the things, I have also done is to install a protector over the lip at the front of the hood just behind the visor.  I felt that the lip could become a danger during a frontal collision as it could easily cut my face should I come in contact.  I visited the local garage and came out with a protector used on machinery to protect the edges of sheet metal parts.  The protector made of metal covered with a thick fabric fits perfectly.  I had also considered getting the protectors used to protect the edge of motorcycle, ATV and snowmobile visors but the one I chose was in my opinion doing a better job in protecting me as it was larger and sturdier.

So with a hat, I mean hood and a pair of pants my DF is almost dressed, maybe what is missing is a cover for the tail?


The new DF-4 development is moving along.  Daniel Fenn is building the new 4-wheel velomobile using the shell of 2 DF as the base.  A picture posted on the German Forum shows two wheel wells at the back of the velomobile with the tail and turtledeck in the middle.  I expect that the wheel well will eventually be inside the shell with a redesigned tail but we have no hint on the final look.  We do know however that Daniel Fenn is taking a different approach for the rear end.  The left wheel will receive all the power from the pedals and the right will receive the power from an optional e-assist motor.  Stay tuned!

Cycle JV

The number 2 Mulsanne velomobile has been unveiled this week.  The latest is already showing some changes to the original design.


Katanga has made changes to the WAW design the improved model is named the WAW2016 and will finally offer a rear suspension as an option.  Since the new rear dropouts are bolted to the shell, it appears that the new rear end could be retrofitted on earlier models.

New rear shocks
I received a message from René Voorhee who informs me that he has been testing a new oil shock built by velomobiel   Apparently the new shock is providing a stiffer ride and reduced the pogoing effect that is characteristically associated with the original shock.  On his Blog he reports on the performance and he appears to be happy with the initial results. Velomobiel is considering the use of the new shock for the QuattroVelo.  This would apparently be in addition to the air suspension to act as a damper like in a car.

Rear shocks in velomobiles have been a weak spot in the design.  No manufacturer has designed an air/oil shock specifically for velomobiles.  Many people have experienced issues with the air/oil adapted to velomobiles.  The Risse shocks have experienced a number of seal failures and as a result they will leak oil or air.  The DT Swiss shock originally used by ICB was discontinued, a replacement was found but still ICB decided to introduce a home made traditional damper instead of an air/oil damper.   

For us in North America the biggest test will be those rumble strips that can send  velomobile flying out of control due the amplification of oscillations caused by the rumble strips.


The annual show is taking place this weekend.  Over the next week or so we will have keep an eye for the latest news as reported by attendees.  While I've seen some tidbits already, I will try to gather more information to report.

Sunday, April 17, 2016

First 200 brevet of the season

First 200 brevet of the season
I know that over the past few weeks I’m not writing as much, in part because I have not found many new items to report and because I am otherwise busy these days.  As I’ve been mentioning several times, we’ve had a very late start for our riding season.  All the snow came between X-Mas and the first week in April.  Just last week it was still snowing but over the past week, things have started to improve. 

Yesterday I rode my first brevet; a 200km ride with 1,700m of climb.  This was one of the first warm days; the temperature at the start of the ride was 3C, it climbed slowly to 16C in the afternoon, the sun was shining and the wind was moderate.  Road conditions were fair to poor which is normal for this time of the year when the ground is soaked and thawing creating bumps, holes and cracks on the pavement.  At times, I felt that I was in a slalom event trying to stay out of the worst patches.

This was my first brevet with the hood.  I was able to ride with my helmet fairly comfortably but having a helmet under the hood makes it much warmer.  I also had a few problems during the ride, nothing major but I will have to address.  There are a few hills in the 9 to 10% range on that ride and I had problems shifting to the low-low so as a result, I had to climb on bigger gears than I would have.  On the last section I could feel a thump-thump from the rear end.  I thought it was a broken spoke but it turns out that the rear wheel is out of alignment and may have a flat spot.  I will have to take it to the bike shop and hopefully they can fix it.

Now I will take a few days rest and get back in the velomobile to get ready for more brevets.

The first Milan MX was recently delivered.  The extra large Milan provides room for the oversized velonaut.
Milan MX (on the right) next to the Milan GT

WHPVC 2016

Ligfiets reported that the racing programme for the coming World Human Powered Vehicle Championships / Cycle Vision has been announced. The most popular races as every year will be the 1 hour time trial. This is considered top event but at the request of the racers the legendary Cycle Vision 6 hour race will return after a 6-year absence.
All the events on the race schedule, will take place on July 2nd and 3rd  of at "Sportpark Sloten, Sloterweg in Amsterdam.
Check out Cycle Vision’s Facebook page for more information.

Allert posted pictures of the new turtle deck that will be covering the luggage compartment.  The previous cover had windows to provide a view for a small passenger on the child seat in the luggage compartment.  I think the cover with window will probably be offered as an option.  A hood to cover the cockpit opening will probably follow.


The 21st edition of the annual show will take place very soon and velomobile manufacturers are getting prepared.  They will show their velomobiles including their latest creations, prototypes and other accessories.  Some attendees will probably have a chance to test some of the products on display.  The show takes place April 23th and 24th in Germersheim, Germany.


For those who like to try new concepts for velomobiles, Suntour offers a little-known enclosed gearbox, which seems to have faired the test of time in a niche of the MTB market. The transmission uses a two-stage transverse system with four saw-tooth clutches, two on the input shaft and two on the output giving a total of nine ratios in the 610% gear range.

The inner workings of the gearbox are greased, instead of a wet sump. Gear change system uses a twin-cable twist shifter and both the cranks and the 22T drive sprocket are specific to the design. An in-depth video of it being dismantled can be seen via

Monday, April 4, 2016

Early April report

Early April report
I’m a bit late to report velomobile production for the month of February.  In fact, I have not posted recently; I guess I’m too busy these days.  I'm posting both March and April production stats.  I was away last week and was able to ride a bit but as I returned home, the temperature got colder well below 0C and we are expecting more snow.  I hope to be ready to ride in my first brevet in less than two weeks.

The hood provides weather protection but I still need to use my heated insoles in my cycling shoes when it is below 0C as my feet are prone to freeze easily in my cycling shoes even inside the covered velomobile.  Let’s hope the weather improves soon!


In February 3 DF XL and 2 DF were delivered and in March there were 11 velomobiles delivered (7 DF and 4 DF-XL).

There were 31 velomobiles on order at the end of February with 17 Df and 14 DF-XL on order. During the same period only 3 velomobiles were ordered and this is probably one of the slowest month since ICB started operations. At the end of March, 27 velomobiles were on order and 7 had been ordered during the month of March.

9 velomobiles were delivered in February at Velomobiel, there were 6 carbon Quest XS, 2 carbon Quest and 1 Carbon Strada.  In March 7 velomobiles were delivered including 4 Stradas, 2 Carbon Quest and a Carbon Quest XS. 

There were 72 velomobiles on order including 35 QuattroVelo and ten velomobiles were sold in February including 2 QuattroVelo while at the end of March, there were 69 velomobiles on order and 11 velomobiles were sold.

More progress to the production of QuattroVelo has been made.  Almost all small molds are ready, only the seat and the luggage hatch hinge are not good enough for production and they need to be changed. Meanwhile, the rest of the molds were sent to Romania to start building a QV.  Production can start only after this second prototype has been fully approved.

If you are a rider of a velomobile, maybe you would like to add a picture of you and your velomobile to the “Riderlist” database.
Email the picture including the type and serial number of your velomobile.  Theo asks for your patience, as it will take a while to upload all these pictures.


Although still in development, owners of ICB hoods (DF, Evo-K and Quest/Strada) as well as Beyss hoods may be interested in Rainpal, a new windshield wiper that clips to the top of the visor.  The concept looks very interesting but we will not know if the final product will meet expectations yet.  The company is currently raising funds through crowd funding to go into production.  Funding this venture will entitle you to a Rainpal and accessories based on the amount contributed.  Basic Rainpal is available for £5 and the luminous white Rainpal with wireless including free delivery globally will cost you £70.