City Folding Bikes

When asking the question, ‘What is the smallest folding bike?’ it’s important to realize that there is no one answer. It depends on what you mean by smallest, and it depends on what you count as a bike!

What does ‘smallest’ even mean?

Are you interested in the bike with the smallest overall volume? Or is it the size of the greatest length that’s of more interest? In the real world, both usually matter to some extent.

If you have lots of bikes to store, perhaps in a shipping container, then it’s only really the volume that matters, as long as they stack nicely together, of course. Now imagine you have a bike that folds down into a long thin tube, a bit like a fishing rod. This would have a very small volume but would be extremely inconvenient.

So is a square cube what you want? Well, it depends. This can be ideal for storing in cupboards and luggage racks, but it’s not the easiest to get out of the way in a crowded space. For that, you want something a bit flatter.

Comparing the size of two folding bikes

To see how different shapes can suit different situations, let’s compare the well-established Brompton with the state-of-the-art BriefBike.

If you look at the side view, the Brompton appears quite a bit smaller. However, the volume of the Brompton is almost twice that of the BriefBike. Although the BriefBike is a bit taller, it ends up with a much smaller volume because it’s much thinner.

A thin flat shape doesn’t just reduce volume; it also tends to be less intrusive and easier to handle. For example, when stored against the wall in a hallway or carried beside your body in a crowded space. In these situations, it doesn’t really matter how tall something is, it’s all about how thin it is. The much thinner BriefBike can be held close to your body, or stored tightly against the wall. In these examples, the Brompton will protrude into the space, meaning people are more likely to bump into it. However, there are some places where a Brompton will fit more easily, such as cupboards, car boots, and some luggage racks. When trying to store something away, it is often the longest dimension that determines whether it will fit.

Which will be more acceptable in your local pub probably depends on whether you will be walking around in a crowd with the bike, or hiding it away under the table.

What counts as a bike?

Probably the smallest folding bike ever produced was the Sinclair A-bike. Although it was a very small, thin, and light folded package, it was virtually unusable as a bike. The 6″ wheels were just too small, the brakes were terrible, the riding position was very uncomfortable, and the transmission was very inefficient. In practice, 16″ wheels are an ideal size for a folding bike, and 12″ is probably the absolute minimum for a practical bike.

Sinclair no longer produces the A-bike, although there are still many copies being produced in Asia.

For many, the Brompton is the definitive folding bike. The design has changed little since it was released in 1979, this means that it’s much easier to obtain spare parts than for some other folding bikes. Since folding bikes use many special parts, this is an important consideration. Despite its age, the Brompton remains one of the best folding bikes. This in-depth review looks at the strengths and weaknesses of the Brompton.

Folding and Unfolding the Brompton

The Brompton really is very easy to fold and unfold in just a few seconds. The initial fold uses a hinge in the frame, which folds the front of the bike around from the side, while the rear suspension arm also swings the rear wheel down and underneath the frame.

It’s relatively easy to carry out both of these movements together as a single action. This is slowed down only slightly by the need to unscrew a clamp on the main frame hinge. Everything just works. While many other folding bikes feel awkward and can get caught during folding, the Brompton just seems to slot into place every time. It’s not quite as fast as the single action fold of a Strida, and you do need to bend down to fold it, but it’s a very slick fold non-the-less. The final operation in the quick fold is to loosen the seat post’s quick release and slide the seat post down. This locks the rear swingarm, which in turn holds the front forks. The Brompton becomes a solid and secure folded package. Small roller case style wheels allow it to roll along the ground.

At this stage, the handlebars are still extended but they make a useful handle to pull the Brompton along. When walking long distances it’s easiest to pull it along behind you. To navigate tight spaces it is easier to swing the bike in front of you and push it. When pushed it is easier to make tight turns. As with the fold, it’s definitely not as easy to wheel along the ground when folded as a Strida but it’s better than most other folding bikes.

Fully folding the bike involves folding the left pedal and dropping the handlebars next to the bike. A small clamp is very easily unscrewed to release a hinge at the bottom of the long stem and the handlebars then fall naturally in place. A sprung clip at the top of the fork then engages with a plastic knob on the side of the stem, this holds the handlebar in its folded position.

Brompton ride and handling

The Brompton really excels as a bicycle. Once unfolded and riding along, it feels like a real bike. Although it can feel slightly twitchy with lower bar positions I enjoy the more lively ride. When pedaling hard or cornering at speed the frame feels rigid, a real contrast to the very noticeable flex on most folding bikes. This gives me confidence to ride at higher speeds than I would on other folders, although it is let down slightly by the lack of disc brakes.

Brompton currently offers 3 handlebar options, giving the choice of three bar heights: 1072 mm for the H Type, 1015 mm for the M Type and 935 mm for the flat S Type handlebar. How upright these feels will depend on how tall you are. I’m 6′ (182 cm) and find the S Type gives quite a sporty position, similar to a cross country bike, while the M Type is more like a traditional city bike. There is also a P Type, which is bent around providing two different ride heights, although Brompton is not currently offering this on new bikes.

I’ve been amazed at how well the Brompton can cope with riding quickly through a city. When I’ve occasionally lost grip on a corner I’ve found it drifts in a controlled way with the rigid frame and sensible geometry allowing me to keep control. Similarly, it’s reasonably easy to bunny hop up curbs. For pure riding performance, it isn’t as good as a Birdy or Airnamal, but those bikes don’t fold as well as a Brompton.

Specifications of the Brompton

Bromptons have four gear options: Single speed, 2-speed derailleur, 3-speed hub gears, or a 6-speed that combines the 2-speed derailleur and 3-speed hub.

The 6-speed option is set up to reduce the size of the steps between the hub gears, more than to increase the overall range. This results in a reasonable overall range of 302% with relatively even steps of 23% to 28% between them. However, to change gear in these smaller steps means shifting up on the hub as you shift down on the derailleur for every single gear change, which is very awkward. This seems a strange way of doing things when both Shimano and Sturmey Archer produce very good 8-speed hub gears that would give much more convenient gearing.

Older Bromptons used quite low-quality rim brakes that were definitely an issue. These have now been replaced with dual-pivot rim brakes which are much more effective, although still nowhere near as reliable for stopping in the wet as disc brakes. Many bikes in this price range now use disc brakes and it would be nice to see Brompton offer this as an option.

Good quality mudguards are fitted to keep you clean when it’s wet.

Luggage and child carrying

There are lots of luggage options available for the Brompton, including a child seat that still allows the bike to fold. The most popular type of luggage on the Brompton is a front bag attached via the special Front Carrier Block. This is a plastic bracket mounted on the head tube that clips into specially made luggage for the Brompton. This means that the bag doesn’t turn with the handlebars, so it doesn’t affect steering. The bags can be quickly detached when the bike needs to be folded or you want to take the bag with you away from the bike.

The IT Chair is an unofficial child seat available for the Brompton. It allows a small child to sit in front of you so that they also hold onto the handlebars. I think this is the best way to carry a child on a bike, it puts their head close to yours so you can talk and look at things together. They also feel safer in this position, with your arms around them. What’s great about the IT Chair is that it has very little impact on the folding of the Brompton. When it’s time to release the seat post quick release and slide the seat post into the frame, you simply lift the saddle up slightly, to unhook the IT Seat where it rests on the frame and rotate it slightly to the side. The seat post is then dropped into the frame as it would normally be when folding a Brompton, bringing the IT Seat into a folded position along the side of the Brompton.

Conclusion

Overall, the Brompton is definitely one of the best folding bikes. It largely deserves it’s reputation although there are better bikes

This is a detailed review of the Dahon Curl folding bike. The Curl is Dahon’s version of a Brompton, made once Brompton’s original patent expired. It has the same folding mechanism with the rear wheel swinging in under the frame. The Dahon Curl has some nice features but it lacks the refined ride of a Brompton. Where the Dahon has the edge is moving it around in a half fold, something I’ve found really key to the practical use of a folding bike.

Folding and unfolding the Dahon Curl

The fold starts by pushing a button to release the rear swingarm and releasing a clamp to fold the frame close to the headset. With a bit of practice, I found it was possible to flip the front around and the back wheel under at the same time. Releasing the swingarm is very easy, the clamp on the front of the frame has a safety catch meaning it’s not quite such a smooth operation but easy enough. A small plastic fork, mounted close to the rear chain tensioner, catches the front forks as they move into their folded position, holding the folded package together. The most awkward part of this whole operation is ensuring that the pedal is in the correct position so that the front wheel doesn’t hit it as it folds in.

What’s really nice about the Dahon Curl is that this quick initial fold is all you need to initially create a more compact and easily maneuverable package. In the folded position the Curl rests on small wheels integrated into the luggage rack. You can wheel it along very comfortably by holding the saddle. Wheeling a bike on small castor wheel will never be as smooth as using the actual bike wheel, so this doesn’t compare to the ease of moving a folded Strida, but I found it easier than any other folding bike I’ve tried, including the Brompton. From this position, it’s very easy to fold the handlebars down to make the package more compact. The handlebars stay in this position by gravity.

It’s worth noting that with the seatpost extended, the swingarm holding the rear wheel isn’t locked into place. This means that if you pick the bike up by the frame it will start to unfold. If you’re pushing the bike along and you need to pick it up, perhaps to climb some stairs, you won’t want it starting to unfold. Luckily there is a very simple solution. As you grasp around the top tube, you simply grip the rim of the wheel as you pick the bike up.

The final stage of the fold is to drop the seatpost. This locks everything into a folded package that is very compact for easy storage. The dimensions of the Dahon Curl when folded are 580 mm x 545 mm x 280 mm. Although the folded bike is slightly longer than a Brompton, it is also a little lower. The volume is the same for both bikes, 89 liters.

Ride and handling of the Dahon Curl

The Dahon Curl has a long telescopic stem that allows you to adjust the handlebar height in the same way as you adjust the sadle height with a seatpost. This gives a huge range of adjustment which I found really excellent. Being able to adjust the bike from the low aero position to an upright position is unusual and extremely useful. Not just to suit different riding styles but also for variety on a long ride.

I was a little disappointed with the handling of the Dahon Curl, it definitely doesn’t feel as refined as the Brompton. I found the steering to be twitchy, making me feel that the bike was a bit unstable. It feels like there is too much weight over the front wheel and I didn’t feel very comfortable riding out of the saddle. Despite this, I was able to lift the front wheel and bunny hop the Dahon Curl quite easily. This can be tricky on some very compact folding bikes such as the Strida.

Specification

There are two gearing options, the Curl i3 comes with a 3-speed Shimano Nexus hub gear while the Curl i8 is fitted with the 8-speed Nexus hub. I found the range of gears on the 3-speed to be quite limited, especially lacking in low gears for steep climbs. If you’re riding anywhere that isn’t flat I’d definitely recommend going for the 8-speed Curl i8.

The brakes are perfectly acceptable dual-pivot calipers. My current bikes both have disc brakes so the calipers felt very underpowered to me. It’s a shame that more folding bikes don’t have disc brakes, especially with them now becoming very affordable and carrying very little weight penalty.

Luggage and Child Carrying on the Dahon Curl

The Dahon Curl comes fitted with an alloy luggage rack which also serves as a stand when it is folded. This means that if the rack is used to carry any luggage it will interfere with the folding of the bike, limiting the usefulness of the rack.

There is no integrated child seat and it would be somewhat problematic to fit one. There is no room for a top-tube mounted seat. It would probably be possible to fit a seat to the luggage rack but this would need to be removed to fold the bike.

Conclusion

The Dahon Curl is a high-quality folding bike that matches the compact fold and convenience of the Brompton. I actually found it easier than a Brompton to wheel along when partially folded. This is something that I’ve found to be really key to the convenience of using a folding bike. The ride doesn’t feel as refined as a Brompton but it has the advantage of being able to adjust the handlebar height to achieve either a sporty or an upright riding position. The option of an 8-speed Nexus hub gear is also arguably preferable to Brompton’s unconventional gear systems.

In this article, I take a close look at the Carrera Intercity. This is an affordable folder that can compete with some considerably more expensive bikes. It rides really well with 20” wheels, a responsive alloy frame and decent components for the money. The 8-speed Shimano gears and V-brakes are effective while the adjustable stem allows a wide range of riding positions to be accommodated. This is the cheapest folding bike I’ve ridden that felt like a proper bike, I’d be happy taking it on a long ride. Although this is still no Brompton in terms of folded size it does weight about the same at 12kg (26 lbs) and could be carried onto an underground train or into a shop at a push. Currently selling for £350 from Halfords.co.uk this really is very affordable for a decent folding bike. This bike is in some ways similar to the cheaper Carrera Transit but if you have the extra money I’d definitely go for the Intercity.

Folding and unfolding the Carrera Intercity

The Carrera Intercity is a typical half way fold, very similar to the Transit. The folding process starts by lowering the saddle and then folding the frame in half. This causes the front wheel to swing around and align next to the rear wheel. Magnets catch at this point holding the wheels together and preventing the bike from swinging open. A brief tug is all that is required to break the magnets and open it back out. Finally, the handlebars can be folded over the top of the bike. It seems as though it should be possible to fold the handlebars first so that they are inside the folded package, between the wheels. However, I found that if I did this I couldn’t get the magnets to meet, just as with the Carrera Transit.

The folded package is smaller than many other more affordable folders although still over twice the volume of a Brompton at 83.5cm x 36cm x 66cm (33” x 14” x 26”). In terms of weight, the Carrera Intercity’s 12kg (26 lbs) is much more competitive, around the same as an equivalent spec Brompton, which would cost you almost three times as much.

Ride and handling of the Carrera Intercity

I was really surprised by how well this bike rides. Although in many ways it appears to be similar to the Transit, the Intercity really feels like a far superior bike. The adjustable stem enables a wide range of riding positions. This is a very significant improvement and I found that although the frame was still a little short for me I was able to achieve a position that felt pretty good. I felt confident making tight turns and braking hard on the Intercity. The forks and stem felt quite rigid and I didn’t experience any of the judder when using the front brake that was an issue with the Transit.

I’m about 181 cm (6’), I didn’t need to overextend the seat post to get a good leg extension. The Carrera Intercity’s adjustable stem and very long seat post should accommodate much smaller riders very well.

Specifications

The Carrera Intercity’s 8-speed Shimano gearing utilizes an Altus derailleur and Revo twist grip shifter. These are lower end components but they function very well and are easily maintained. Although I wouldn’t expect this bike to be used for any serious mountain passes the range of gearing should be sufficient for hilly areas. The 20” wheel size provides a good compromise between being small enough to give a compact fold while being large enough to deal with obstacles and roll smoothly over rougher road surfaces. This is also a common size with plenty of tires choices available. The fitted V-brakes do the job of stopping, even in wet weather, although they might not be the most refined design. V-brakes are also easy to work on and pads are available everywhere.

I was pleased to see a chain wheel guard and mudguards, all practical features to keep your clothes clean. The front mudguard could definitely benefit from extending further around the back of the front wheel as my shoes got soaked when riding through puddles. I would also have preferred to see a full chain guard although I appreciate this is difficult with derailleur gearing. It also would have been nice to see quick release wheels, without these you will need to carry a spanner to repair flat tires and the process will be somewhat more irritating.

Luggage and Child Carrying on the Carrera Intercity

The Carrera Intercity is supplied fitted with an alloy luggage rack. This is a useful feature. There, of course, no integrated child seat but one could probably be fitted to the luggage rack.

Conclusion

The Carrera Intercity is quite affordable and yet in some ways can compete with considerably more expensive bikes. For example, compared to a Brompton, the Carrera Intercity is almost one-third of the cost while being about the same weight, having larger wheels and in some respects having superior gearing. In terms of the riding experience, it is very similar. The adjustable stem makes a big difference by enabling an efficient and comfortable riding position. If you want a really good quality folding bike for a decent price then this should definitely be on your list.

In this in-depth review of the Carrera Transit folding bike I will cover my experience riding the bike as well as it’s folding and build quality. This bike is very affordable, currently selling for £256 from halfords.co.uk. With its 3-speed Nexus hub, V-brakes and an alloy frame it has a decent spec for a bike of this type. As with other similar bikes the Carrera Transit doesn’t fold into a very small package that most people would be comfortable carrying around. A fixed stem giving an upright riding position combined with quite a short frame makes this a bike for the more relaxed cyclist. If you can afford it the similar Carerra Intercity is a better bike.

Folding and unfolding the Carrera Transit

The Carrera Transit is a fairly typical halfway fold. This involves folding the frame in half to bring the wheels roughly next to each other, collapsing the long stem to bring the handlebars next to the folded package and lowering the long seat post. There are magnets mounted close to the wheel axles which hold the bike together in its folded position. As with other bikes of this type the folded package is still quite large at 74cm x 76cm x 40cm (29” x 30” x 16”) which is almost three times the volume of a Brompton. The weight is also fairly high, at 14kg (31 lbs).

Initially, I had a lot of difficulties understanding how to fold this bike. It is possible to collapse the handlebar first, bringing it in-between the wheels. This should produce a more compact fold but I couldn’t quite get the magnets, which hold the wheels together, to stay connected. It seems that the correct way to fold this bike is to fold it in half first and then bring the handlebars down over the top. This makes it slightly less compact but it does mean that it stays in the folded shape.

Once I got used to the folding sequence I found the Carrera Transit quite easy to fold. The main clamp which holds the frame together has a safety release. I found I could lift the safety release and open the lever in a single movement.

When folded the Carrera Transit remains a large awkward package which is also fairly heavy. It is not really possible to wheel it along when it is folded. This is not a bike I would want to carry. As with other bikes of this type it is suitable for storing away or transporting on a train. It would not, however, work well if you need to be able to walk around with the bike folded. You might need to do this to travel on a rapid transit system or if you want to take you bike into shops or offices.

Ride and handling of the Carrera Transit

The Carrera Transit has a very upright, laid back, riding position. The frame is quite short and the handlebar height is not adjustable. The Carrera Transit is much more suited to comfort for short rides than for performance or comfort over long distances. The alloy frame does feel reasonably lively but the steel fork has too much flex. I found that the fork would judder disconcertingly when I applied the front brake. This clearly isn’t a bike for the serious cyclist but for casual use to get around over relatively short distances it is more than adequate.

I’m about 181 cm (6’) and was able to get a good leg extension without overextending the seat post. With the very long seat post, the Carrera Transit would fit much smaller riders although the position would be every more upright for smaller riders.

Specifications

The Carrera Transit is fitted with a Shimano Nexus 3-speed hub gear. This is a reasonable choice for a bike of this type. The Transit isn’t a bike that’s intended for long mountainous rides, it’s for short trips across town. The range of gears is therefore sufficient. An advantage with hub gears is that they need much less maintenance than derailleurs, the flip side of this is that when they do start to go wrong it’s often much harder to fix them. Nexus gears are reliable and have become very popular for city bikes. Hub gears place the gearing within the wheel and only require a single sprocket on the outside of the wheel. This can result in a narrower dropout spacing, which can make for a more compact fold. The Nexus, however, has a large shifting mechanism on the outside. This is fragile and must be protected by an even larger guard around it. Therefore, the potential width advantage of using a hub gear is completely lost.

The choice of a 20” wheel size for this bike is sensible. Firstly there are lots of tire choices available. Smaller wheels can also sometimes cause issues with obstacles and make a bike harder to balance at low speed. This size provides a balance between achieving a reasonable folded package while maintaining stability.

Alloy V-brakes are a popular choice for bikes of this type. They provide enough power to reliably stop in wet weather while being simple and affordable. You don’t get a huge amount of modulation but they are quite adequate and safe. The pads are also easy to get hold of while fitting them is very simple.

Adding to the everyday practicality of the Carrera Transit, it comes fitted with a chain wheel guard and front mudguard. These are important if you want to keep your clothes clean! I would have preferred to see a full chain guard and full mudguards, but at least there is some protection is provided. The front mudguard was reasonably effective but I found that when riding through a deep puddle my feet got soaked as it did not extend low enough.

It is disappointing not to see quick release wheels. This means that in order to fix punctures it will be necessary to carry a spanner. It also adds to the inconvenience of what is always an irritating occurrence. V-brakes are also not always the easiest brakes to release when removing a wheel.

Luggage and Child Carrying on the Carrera Transit

The Carrera Transit comes fitted with a simple but effective rear luggage rack. As with virtually every other bike, there is no child seat but it should be possible to attach one to the luggage rack.

Conclusion

The Carrera Transit is a budget folding bike and yet it has everything needed for a practical folding bike. The reliability of the 3-speed hub gears and V-brakes is combined with the practicality of mudguards and a luggage rack. The comfortable upright position will suit less sporty cyclists. The bike is easy enough to fold and this will be a useful feature for those wanting to store the bike in a cupboard or carry it on the train. It isn’t a super small and light package so this wouldn’t be a great choice for traveling on the underground train or taking into buildings such as shops and offices.

This is a detailed review of the Raleigh Evo 2 folding bike. This very affordable folder is more than adequate as a city bike for getting around. It has 7 gears and V-brakes along with a lively alloy frame. It folds down enabling it to be stored in a somewhat smaller space than a non-folding bike but don’t expect a Brompton sized package that you can carry around with you. The adjustable handlebars mean you should be able to achieve a riding position that suits you reasonably well. Although the ride is remarkably good for a bike of this price I did find the flex in the forks and long stem made the bike feel somewhat unstable when braking. All in all, it’s a good bike for the money, currently just £200 from Halfords.co.uk, but don’t expect performance comparable with much more expensive folding bikes.

Folding and unfolding the Raleigh Evo 2

Folding Evo2 is easy enough although I did find the safety release on the latches a little awkward. It’s a typical half way fold. The folded package is still quite large at 90cm x 45cm x 65cm (35” x 18” x 26”). This is about three times the volume of a Brompton, the standard for a compact fold. It is twice the volume of a Strida, which gives a compact stick-like fold. At 16kg (35 lbs), the weight, combined with the large awkward shape, means this is not a bike you would want to carry around for long.

It’s possible to quickly fold it in half and then wheel it along on the wheels but it’s still a large package that is not at all maneuverable. I certainly wouldn’t want to wheel it along in a crowded space. This issue is made a little worse by the way that the folded package didn’t seem to have any catch to keep it folded. This means that it can start to open out as you’re moving it.

My feeling is that this is a bike that can be folded if you need to store it in a small space. You might travel by train, live in a small flat, or want to carry the bike in a motor home or boat. If you don’t really need to move it around while it is folded, then you will be fine. Often it is quite acceptable to walk with a bike unfolded, for example in a train station. The Evo 2 would be less suitable if you need to be able to walk around with the bike folded, for example in a rapid transit system or in shops.

Unfolding is easy enough although as with most folding bikes you need to put the saddle back up to the correct height. This often means making slight adjustments after you’ve started riding.

Raleigh Evo 2 ride and handling

I found this bike quite enjoyable to ride and was able to get it up to a decent speed easily enough. As you would expect with a bike in this price range it comes with fairly cheap tires so a big improvement could be easily made by upgrading these. The main issue I had was a feeling of too much weight over the front wheel. This combined with flex in the forks and the very long stem made the bike feel quite unstable when braking. When applying the front brake hard the fork would shudder.

The Evo 2 has a telescopic stem that allows the handlebar height to be adjusted. This is a very nice feature. It is possible to achieve an upright relaxed position or a lower more sporty position. The frame is, however, quite short meaning that it is not possible to achieve a very sporty position. I’m about 181 cm (6’) and I needed the seat post beyond its maximum mark to get proper leg extension. This bike, therefore, wouldn’t be suitable for taller riders.

The large cushioned saddle is well suited to an upright position. It was very comfortable when used sitting up.

Specifications

The choice of 7 speed Shimano derailleur gears and alloy V-brakes is good for a bike of this type. The gear range is enough to get up hills and cruise at a decent speed. The brakes are powerful enough to stop in the wet although they lack a modulation of other options. Everything is easy to maintain and uses standard parts that are easy to get hold of. 20” wheels are a very common size so there’s a wide range of tires available. They are also a nice compromise between being small enough for a compact fold while large enough to give low rolling resistance and cope with obstacles such as potholes.

A basic chainring guard is fitted but it would have been nice to see a full chain guard. The full mudguards on both wheels are very effective and a nice feature.

It’s a shame that quick-release wheels aren’t included, but you can’t expect everything on a bike of this price. It simply means that a spanner will have to be carried as part of a puncture repair kit.

Raleigh Evo 2 Luggage and Child Carrying

It is good to see that a luggage rack is included. This is a decent size and felt sturdy. As you would expect there is no child seat but it should be easy enough to attach one to the luggage rack.

Conclusion

The Raleigh Evo 2 is a very affordable folding bike. It has everything you need to get around over short to medium length trips. The 7 speed Shimano derailleur gears give enough range to climb hills and cover ground reasonably quickly. The alloy V-brakes give safe and reliable stopping power in wet weather. This is a bike which can be folded for transport on a train or in a restricted space but it isn’t small or light enough or carrying around folded. The ride is very good for a bike in this price range but there is quite a lot of flex in the forks and the long stem. If you need a basic folding bike on a budget then this is a great choice.

This is a detailed review of the Strida folding bike, written after 10 years of riding a Strida. I’ve had three Stridas in that time and developed something of a love-hate relationship with them. I’ve come to find I simply can’t live without the fast folding, the ability to wheel it along when folded and the integrated child carrying (more on that later). The low maintenance of the bike overall and the clean belt drive are also great for an every-day city bike. The Strida has a very upright riding position which is perfect for seeing and being seen in traffic or when cruising along taking in the atmosphere.

On the other hand, I’m constantly annoyed and frustrated by the significant shortcomings of this bike. The upright position creates a lot of drag, making the Strida very slow, especially into a head-wind. For longer rides, the upright position also gets very uncomfortable putting all my weight on the saddle. The strange geometry also means I can’t pedal standing up, take my hands off the bars or bunny hop a curb. On the rare occasions that this bike needs any maintenance I’m frustrated by the poor availability of spare parts and the near impossibility of finding anyone who knows how to adjust the gears on my current Strida MAS model.

The Strida is a strikingly elegant bike which has a number of unique advantages and disadvantages:

Contents of detailed review:

• My history of Strida ownership
• Folding and unfolding
• Ride and handling
• Specifications
  • Gears
  • Brakes
• Luggage and Child Carrying
• Maintenance
• How the Strida Looks
• Conclusion

My history of Strida ownership

The Strida was first created by Marc Sanders in 1987 but I first bought a Strida MK3 in 2007. At first, I found it very strange to ride and awkward to fold and unfold. After a few days, I started to love the unusual upright but responsive ride. After I found folding instructions on YouTube I realized how quick and easy the Strida is to fold and unfold. I believe it is the fastest bike to fold and unfold. Before long I could step off the bike before it had come to a complete stop and have it folded within my first stride, without even stopping!

As explained below it is easy to break the ball joint when unfolding the Strida. This resulted in the bike being off the road for several days waiting for a replacement. This was my first experience of the difficulty in finding spares for the Strida. The Strida MK3 had plastic molded wheels and drum brakes located inside the plastic hubs. I found that on a long descent into Bath (about 120 meters elevation loss) the wheels would start to melt. It quickly became apparent to me that this was a design fault. The wheel’s plastic material has a low thermal conductivity and so the heat generated by braking could not escape quickly enough. A rapid increase in temperature when braking for prolonged periods of time was, therefore, to be expected. Combine this with the fact that the plastic wheels had a low melting temperature and this dangerous fault should have been anticipated during design. It took me some time to persuade the Strida dealer of this point but in the end, I was supplied with an upgraded set of spoked wheels with metal hubs free of charge.

The next Strida I purchased was a Strida MAS in 2010. This was identical to my current bike in most respects. That bike was written off when I was hit by a car entering a roundabout I was on. I’d had it for almost exactly two years when it was destroyed. The gears had just started to need alignment after working perfectly with no maintenance despite daily use for the whole two year period.

Folding and unfolding the Strida

Folding is what really sets the Strida apart. While other folding bikes, like Brompton, aim to achieve the most compact folded package, Strida takes a different approach. With a Strida it’s about how quickly and easily you can fold and unfold, and how easy it is to wheel the folded package along. Yes that’s right, unlike other folding bikes you don’t have to carry it when folded. For me this is a huge advantage. Also, although the folded package is quite long, it has a small footprint making it easy to store in many spaces. I hang mine on the wall in the house which works perfectly.

The folding process for the Strida can be divided into two stages. The first stage is a single action to fold the frame into a stick-like package with the two wheels side-by-side. The Strida can then be wheeled along either in front of you or trailing behind you. This quick fold only takes about two seconds and is perfect for nipping into a shop or jumping on a train. Here’s a short video showing how quickly the Strida can be folded and unfolded.

The next stage is to collapse the handlebars and the pedals. In many cases it is not necessary to do the second stage at all but when needed I usually do it as I’m wheeling the Strida along.

The quick first stage fold is probably the fastest folding bike available. I can step off the bike while moving and have it folded within my first stride. This makes other folding bikes look very tedious.

I prefer to push the folded Strida in front of me and find this is more maneuverable. If I need to wheel it for a long distance then trailing it behind is easier but in this case normally just push the unfolded bike.

Another advantage of the stick-like fold is that when you’re in small crowded space it is possible to hold the Strida in a very vertical position, close to your body. This means you are much less likely to bash your neighbors in the leg and it is a much more acceptable bike to take in and out of shops and offices.

One thing to be very careful of when unfolding is not to over-extend the frame. This is very easy to do and results in a broken ball joint which is the equivalent of the upper headset race. I did this several times before I got used to the unfolding process. There is also a risk of other people accidentally causing this type of damage. For example, if they need to move your bike to get to their luggage on a train. This is something to be aware of an be ready to help people get their luggage if you know you’re blocking it.

The Strida ride and handling

The geometry and ride of the Strida is very unusual. Most bikes I’ve ridden sit somewhere neatly on the sporty scale! Let me explain what I mean. At the sporty end, a road bike has a nimble responsive feel with a low stretched out riding position. At the completely unsporty end, a classic European city bike feels solid and stable with an upright riding position. The Strida mixes these qualities in an extreme and very unusual way.

A very short wheelbase, steep steering angle, almost no trail and narrow high-pressure tires combine to give the bike a very nimble and responsive feel. This makes it fun to ride, especially when nipping through narrow spaces in a crowded city. In this respect, the bike feels extremely sporty.

The very upright riding position couldn’t be any less sporty. The very poor aerodynamics combined with only two gears makes it impossible to ride very fast, especially into a headwind. This position also makes it difficult to deliver a lot of power to the pedals. The combination of the upright position and the very short wheelbase puts a low more weight on the front wheel than normal. This becomes even more extreme if you stand up while pedaling and I am completely unable to ride standing up. I’m also completely unable to bunny hop this bike.

Specifications of the Strida MAS

This review is focused on the Strida MAS which has a generally very high specification for a folding bike. The specification is fairly consistent across the current Strida range with the main difference being the gears with single speed

Gears

All Stridas use a belt drive. This is a very good choice for a folding bike as it is clean and low maintenance. Earlier models suffered from the belt slipping but the Gates belts on current models work extremely well.

The Strida MAS is fitted with the 2-speed Schlumpf Speed-Drive. This is an epicyclic gearbox mounted within the chain wheel with a shifting rod which runs down the center of a hollow bottom bracket shaft. The low gear is direct drive and the high gear provides a 65% increase in the final drive, a ratio 1.65. To change gear you tap a button on the end of the bottom bracket with your heel. I find this very easy and really like the absence of any cable or visible gear shifter

I have found the Schlumpf Speed-Drive works very well with virtually no maintenance for about two years. After this wear in the bearings causes play in the gears, grinding and dome missed gear changes where I get stuck in a neutral position. This is where some issues develop. Instructions are provided on the adjustment of the gears for play and the replacement of worn bearings. However, I have found it very difficult to correctly adjust the gears and I have been unable to find a cycle mechanic with experience in this.

Newer models use a 3-speed gearbox mounted inside the bottom bracket shell. I have not yet tested this.

Brakes

The mechanical disc brakes are generally excellent. This is a huge improvement over the caliper brakes fitted to many folding bikes or the drum brakes fitted to earlier Strida models. These brakes are powerful, well-modulated and work equally well in the wet. They are also very easy to maintain.

On one side there is a fixed brake pad which is simply adjusted as it wears using a hex tool. On the other side the actuated pad is adjusted by adjusting the cable tension, as with any form of mechanical break.

All of the current Strida models use these brakes.

Strida Luggage and Child Carrying

The Strida MAS comes with a small plastic rack which I have found to be quite pointless and rarely used. Its main function seems to be to stand the bike when folded. This rack was famously used by Viscount Linley to carry his daughter to school through the streets of London. This rack is definitely not a secure place to carry a child and this was widely criticised.

Due to the unusual geometry of the Strida I have found that a make-shift child seat can be fixed directly in front of the saddle. I’ve carried my children in this way between the ages of 2 and 9 years old. As far as I know the Strida’s ability to carry a child in this way is unique in that it has no effect on folding the bike. The folding process remains exactly the same and the folded size is also not effected in any noticeable way. Initially I simply used some closed cell foam fashioned into a simple saddle and secured with duct tape. More recently I’ve modified a small saddle and attached this onto the frame of the Strida, immediately in front of my saddle.

I should stress that this is purely from my personal experience. I am not recommending that anyone copies my method of child carrying at this stage. A full risk assessment and structural analysis must first be carried out.

Maintaining the Strida

In general, the Strida needs very little maintenance and is very reliable. My current Strida MAS is just over 5 years old and is still going strong. I’ve changed a belt, freewheel, ball joint, tires and brake pads. Each a couple of times. The rear wheel has needed several new spokes and the gears have been re-aligned. This is really very little work over a five year period. However, the problem with owning something so unusual is the difficulty in finding spare parts. I’m assuming that your local bike shop is not a Strida dealer since there is only one dealer in most countries. I’ve also found that the national dealer does not always have spare parts in stock. There may be an additional wait while the dealer obtains the parts from Taiwan. I would recommend that anyone relying on the Strida as their daily transport ensures that they always have some spares. These could be kept at home or carried on long rides.

As a minimum, you should have a spare ball joint and a belt. These are both parts which can fail suddenly without warning. If this happens your Strida will be completely unusable. Changing them is quite easy. If you have any experience with basic bicycle maintenance then you will have no difficulty changing these parts.

It may also be sensible to have a spare freewheel, a tool for changing the freewheel, some spokes and some brake pads. All of these are non-standard items that will need to be ordered when they need replacing. You are likely to get a bit more warning that these parts will need changing. It is, therefore, an option to just order them when that time arrives.

If you don’t want to have your Strida out of action for several days then I strongly suggest you take note of this advice.

How the Strida looks

The Strida is a design classic. It’s hard to imagine a simpler structure that could still function as a bike. This elegance certainly has an appeal. The tinny wheels and very upright position can also make it look a bit like a clown bike. So opinions seem to be very much divided on whether this bike looks cool. I certainly get a lot of attention riding it, most days I will hear some teenagers call out ‘sick bike mate’, ‘man that bike is nice’ or something similar as I pass. Middle-aged cyclists seem to find the looks just too different from the road and mountain bikes they are used to. I find a lot of more mature people are very much drawn to the simplicity of the design. You will have to decide for yourself if this bike looks cool and whether you want a lot of attention, or perhaps you couldn’t care less about all that!

Conclusion

In my opinion, the Strida is the best city bike available. The near instant fold/unfold is light years ahead of almost all other folders. The stick-like folded package is really easy to roll along in front of you, into a crowded shop, trains etc. The ride is not to everyone’s taste but I love the lively responsive feel. For me, the ability to carry a child without impacting on the fold is really important and also something no other bike can offer. It isn’t really suited to long rides, high performance or off-road use. But that’s really not the point of a bike like this. If you want a practical bike for nipping around the city then this is my first choice.