My search for Inner Bar Ends the Internet turned out to be unsatisfactory. A half triathlon handlebar attachment, which I imagined as a mini-Zeitfahrlenker did not exist, but only short, expensive Knubbel. I also did not look for bar ends, which are simply mounted on the outside of the mostly straight handlebar ends of trekking or mountain bikes, but inside. In my considerations, it was all about to improve the aerodynamics on my commuter bike, without having to mount a racing handlebar. I surfed for handlebars, turning my super-comfortable city bike handlebar into a rudimentary, streamlined triathlon handlebar without completely spoiling the line of my commuter bike. Anyone who has ever ridden on a road bike knows the immense advantages of the different gripping areas between upper and under brake handle position, as well as the possibility in between times to be able to cycle quite relaxed upright.
The possibility of grasping, flattening off at about 27 km / h and providing the wind with much less attack surface formed in my mind a cost effective dream of saving a lot of pedaling on long wheeled trails through this kind of half time trial driver. To be able to stretch the back correctly, to relieve the Po temporarily, by shifting my weight more on the handlebars to allow the wrists temporarily a completely different position - in short, to mow the entire driving geometry of a fast city bike with that of a Reiserennrads.
The implementation of this spinning into reality cost me just 20, - EUR in the form of a sentence "BBE-07-BAR ENDS" and 144 grams of additional weight, a lot of fumbling and screwing, because every millimeter of my bicycle handlebar has been equipped for decades with a lot of indispensability. In addition to a survival need ringing in the city, I need as a commuter necessarily parallel two battery lights in winter to illuminate the road in the evening even in the wet and to survive in the throng of xenon car headlights.
In addition there is a digital speedo plus turning handle for the Nexus Premium hub gear, as well as the usual two brake levers. On the left side of the handlebar I am in the form of a sponge rubber hose In addition, the possibility of one-handed gripping towards the stem left. With that, I can briefly dodge myself briefly by pushing my four letters far back over the saddle. Exactly this very comfortable circumstance brought me to the idea with the "Inner Bar-Ends".
To make it short: The once very simple classic handlebar of my Stevens Citiflyers is brimful of meaningful biking and a one-handed open space for short spurts. And now two aluminum croissants are added.
Mounting the bar ends inside
The handlebar diameters are standardized in the bicycle, at least the external dimensions for handles, brake levers, etc. But towards the stem there are big differences in the form of cranks and curves. Even if the handlebar diameter does not change, the croissants will stick in every smallest handlebar curve and cause scratches if you do not artificially spread the clamp - eg with the help of a larger screwdriver, Handles, brake levers, circuit components, speedometer and the bell must be disassembled beforehand. The Bowden cable of the Vorserradbremse was to remove the brake lever on the mounted handlebar too short, I had to remove the Bowden cable.
Then I put the bar ends first loosely. I wanted to ergonomically align the bar ends while standing and then while driving, but the coupled shift-brake handle of the Shimano Nexus with its Bowden cables made a dash for me. The brake bowden cable ran under the right-hand croissant - the Schaltbowdenzug had to be routed over it. As a result, the angle of the brake lever was dependent on the angle of the right bar ends. Shimano has designed the twist grip of the first Nexus 8 gear versions with the brake handle as a single combi module.
All sorts of angles have been extremely limited, because The left side of the steering valves should be symmetrical. Just two years later, the brake handle and gear knob on the Stevens Cityflyer 2007 were two independent parts. The problem can be circumvented by purchasing a separate Nexus brake lever and a decoupled Nexus rotary handle switch. But I did not have the parts at the weekend. So was rotated, pushed and adjusted until the handlebars croissants found a suitable place. They slid ever further together in the direction of the stem than I liked. When driving the bike steers nevertheless very stable and can be calculated.
This is similar with the triathlon drivers. The possible space for the bar ends in an inner handlebar assembly can be very tight, for example due to the Bowden cable courses. Long pondering does not help, you just have to try it out on your own bike. The clamp of the croissant works perfectly anyway. Whether in a handlebar curve or not, according to the specified 8 Nm torque with an Allen wrench sit the handlebar squirrel bombproof. A subsequent adjustment of the angle is also easily possible.
I only slightly tightened the bar ends to be able to make corrections during the first test drives. Two to three times you have to drive around the block to find out the best position of the bar-ends. Not surprisingly for me: Each changed millimeter is clearly noticeable while driving. In particular, the selected rotation angle of the bar-ends makes itself felt spontaneously. Because you want to get a real alternative to the previous standard handlebar handle, without having to get lost.
Ergonomics on the bicycle handlebar
I would like to allow with my hands a smooth transition as possible while gripping the handlebar, but then there is the bicycle bell, which unfortunately stands in the middle of the way. If there is no space left for the handlebar, the bell can also be fixed to the stem, for example. Personally, I find it less than optimal, if the hands when ringing not on the handlebars (and the brakes) can remain, because then one-handed with the wheel into a tense situation brenzlige into it.
In addition, I have two battery-powered headlights mounted, which limits the theoretically possible adjustment of the croissants in a very pragmatic way. There is hardly room for hands between the headlamps and the bar ends. I am comforting myself to be able to do without a cordless headlight at the latest from spring. Trying out the new Umgreifmöglichkeiten me at this stage is more important than any lamps that can be fixed with a headlight adapter still in a very different position. It all depends on how much the new grip position in everyday life really works ...
First test drive with the inside bar ends
As it has been raining just over the freezing point since weeks, I was only able to test the inside bar ends in the dark outside the front door after assembly. The result is already very promising, because after the croissants were still covered with foam rubber, an ergonomic feeling of well-being immediately set in. The long haul will show it then. I will report in detail here. Before the foam rubber hoses remain unfixed. Of course, there is still plenty of room for improvement here in the future: the inexpensive upholstery can also be wrapped with a handlebar tape. Instead of sponge rubber, there are damping-active gel hoses in the road bike accessories that can be sewn into leather, for example.
If the installation seems too complicated, can also fall back on a finished bicycle handlebar, which is not cheap: The the H-bar of Jones is in the touring bike scene as an insider tip for long distances. Equally a complete wheel with a second handlebar to grip around There is also ready to buy: The Koga X-Over. During a test drive at the dealer turned out for me personally, however, that the handlebar is too wide. In addition, the bike is too heavy for my purpose in view of the proud price. But it looks very good ...
Test and conclusion of the Inner Bar-Ends assembly
Supplement February 2018: The first 120 kilometers test drive with the Inner Bar Ends are behind me this week. Initially, the saddle's distance to the bar ends was too big. After 10 kilometers with strong headwind my forearms hurt. The second test drive with tailwind was already better. Then I mounted the annoying bell on the left side and finally had room for an ambidextrous wrist rest on the handlebar - where the bar ends are bolted. In addition I have the Saddle still pushed 8-10 millimeters forward to the handlebars, This fits the bar ends to the bike and to my height.
Clearly noticeable is the better aerodynamics. If you support the palm of your hand on the handlebar, the upper body is not so in the wind. If you grab the bar ends further forward and slide two centimeters further to the handlebars, a relaxed, crouched position arises, which I could effortlessly hold longer without training.
However, some familiarization is necessary - even with a road handlebar you have to train first, before it gets comfortable on the bike. Only the missing brakes without a short change of trim take some getting used to - even like a racing bike.
Conclusion: Overall, a sensible, inexpensive and energy-saving investment in my commuter wheel. The long trial with the settings was worthwhile. The bar ends allow a 1-3 km / h higher top speed without tormenting. Even on quiet country roads, I caught myself flowing into a flow, even though my hands stretched for several kilometers to the bar ends. These were absolutely positive signals for me, which showed me that the attitude can not really be that wrong. In the city, the bar-ends make less sense, frequent embrace (to the brakes) brings here rather restlessness in the quiet driving style. You do not have to. But on quieter roads, I like to take over, save power in the headwind and merge with the wheel to a unit, without thinking much about it. That's the key to me personally. For me, the next question already arises: Will I miss that feeling on the road bike in the coming season?
Addendum: The easier driving may also result from the slightly forward seating position - more directly above the pedals, as in the geometry of a triathlon bike. I'll probably have to raise the saddle a few millimeters higher, as the way to the pedals has become a little shorter.
Second Supplement in Summer 2018: The bar ends are simply worth gold! After about 1.000 test kilometers I had the necessary body tension to be able to completely forget them while driving in the flow. They help aerodynamically at higher speeds, in headwinds and on longer stages of the Sitzfleisch by the possibility of simply being able to engage. I am now seriously wondering why only single riders have come up with it before ...
Advantages of internal bar ends
- better aerodynamics through a stretched body on MTBs, trekking and commuter wheels
- Saves power, allows higher average speeds, less attack surface in headwinds
- Relief of the seat area, as can be taken on the saddle as the road bike several positions
- Possibility of a second and third grip position to relieve the wrists and hands
- Psychological help in the form of another posture / option that significantly changes the driving experience
- Interrupting the boring hamster wheel routine for longer distances
- Inexpensive accessories under 20, - EUR with only 144 gram additional weight
Disadvantages of "Inner-Bar-Ends"
- The hands are not permanently in brake handle position (gewöhung like the road bike required)
- Time-consuming assembly with a high test effort, until the croissants sit ergonomically really fit
- With butted handlebars, it is not possible to move inwards towards the stem
- Handlebar applications such as bell, headlights etc. almost always have to be rebuilt
- The resulting appearance is a matter of taste