Something has been up at Brompton for months. Little snippets of information have leaked out, but the dead giveaway was the report that a group of Russians had been spotted in the Brentford factory discussing strange grey metal objects. They obviously weren’t selling vodka, said our contact. The metal could only be titanium, and the Russians just had to be negotiating to supply it. It turns out that the rumours were largely true – Brompton has made arrangements for the fabrication and supply of a number of titanium parts from both Russia and China (you can’t be too careful these days). Initially, these parts will be fitted to a range of new expensive models, but the technology should gradually trickle down, bringing a new era of lighter, more durable folding bikes.

Brompton describes its 2005 model changes as ‘greater than anything we’ve done since the Brompton was first introduced 17 years ago. We can’t argue with that. For well over a decade the Brompton has set the standard in terms of foldability and compact folded size. But, as we’ve often said, the classic Brompton is relatively heavy, and although it’s a rigid and practical machine, for some people the odd handlebars and low-slung frame present something of an image problem.

We’ve made suggestions over the years to broaden the appeal, as have many others, and the company has at last responded with a Big Bang upgrade to be rolled out from May this year. We’ll try and keep things simple, but this being Brompton, the options are legion and the technical wizardry complex. As a measure of just how complicated the picture has become, the range of five bikes has been extended to ten, and there are numerous other options, special options, and under- the-counter options for very special customers.

The good news for traditionally-minded folk is that the old C, L and T-types remain on the books, and at similar prices.The C type becomes the C3E at £380, the L3 becomes the M3L at £480, and the T6, M6R-PLUS (yes, R for rack) at £635.The C still comes in red, but in true Henry Ford style, the M3L and M6R will be available only in black with silver forks and rear frame. If you really want a 6-speed L, or a 3-speed R – or any colour other than black – you can have it, but you will have to pay for a special build machine.

…the old C, L and T-types remain on the books at similar prices…

Beyond this basic range, things get a bit complicated, because the company has gone for choice, choice, and more choice.

Superlight Bikes

The lightweight bikes feature a range of new bits, principally titanium (seat pillar, front forks, rear frame assembly, mudguard stays and folding pedal bolt) in various combinations, a simple 2-speed derailleur (as seen on the current 6-speed), lightweight saddle, and lower, flat handlebars on a slightly taller stem.

The basic lightweight bike is the S2L at £560.This has the new handlebars and 2- speed gear system , but none of the pricey bits. A good option if you are looking for a simple, reliable and slightly lighter about town machine. The commuter version is the S6L-PLUS (£735), with six gears, new slightly lower front luggage (we’ll come back to this) and battery lights – an updated L6, if you like. The standard colour for these bikes is all-over black, unless you are minded to pay £25 or more for one of the colour options.

Lightest and sexiest of the lightweight bikes are the superlight machines – M2L-X and S2L-X, available in a choice of three pastel matt finishes (blue, green or pink) to compliment the natural titanium scattered liberally about the machines.The M2L-X is basically a two-speed version of the old L-type, but with most of the titanium bits on board to reduce weight. At £873, this sounds a practical solution for those who need a significantly lighter bike at reasonable cost.  Lightest of all (unless you special order a single speed) is the S2L-X, with the straight bars, all the titanium kit, Vitesse saddle and Schwalbe Stelvio tyres. At £965, this bike comes in just under the psychological £1,000 barrier and weighs a head-lining 9.7kg. That’s a kilogram heavier than the Dahon Helios SL we tried last year, but the Brompton has mudguards and a front luggage block, so it’s better suited to regular commuting, should one be so inclined.

Brompton has decided that the flat-handlebar S-type machines should only be fitted with the S-Bag, a new lower but deeper front bag made by Radical. We’ve tried the conventional bags on the S-type, and provided they’re not over-filled (a problem on any variant), there’s little risk of the bag fouling the bars. On the other hand, the S-bag is just as spacious as the standard Pannier; both holding 16 litres of water, measured by the Archimedes principle (bin- liner in bag, bag in bath, boy fills bag with water and records result in Handy Tablet notebook).

High-spec P-type

For some users, of course, quality equipment and touring capabilities are more important than weight.To this end, Brompton has developed an extraordinary new handlebar, giving a choice of seating positions – upright, as on the old bikes, or dropped.The bars are similar to the Bike Friday H-bars, but in a vertical plane.This is the ‘P-type’, and there are several options, all in black/silver as standard.

…For some users, touring capabilities are more important than weight…

Cheapest is the P3L, exactly the same as the M3L, but with the new handlebars for an extra £35. Next up is the P6R-PLUS, at £807. This bike comes loaded with the sorts of accessories a serious user might specify – six gears, Schwalbe Marathon tyres, dynamo lighting, better saddle, plus the titanium seat pillar and folding pedal axle to keep the weight under control. Disappointingly, the gear range is no wider than the current bike, although this variant is clearly aimed at cycle tourists and others.We’d guess that many owners would want to upgrade to either the Mountain Drive gear system or wide ratio sprockets (see page 27).

Top of the range, and most expensive by a fair margin, is the P6R-XDL, at £1,225.This comes with a full complement of bits, including a neat and effective SON hub- dynamo and all the titanium, bringing the weight back down to a respectable, but not very exciting, 12.1kg. All the same, it’s technically in the superlight category, so the XDL is available only in the three special colours, unless, of course, you specify something else.

Other Changes

Got all that? The first figure (C, M, P or S) depicts the model type (generally identifiable by the handlebars); the second (2, 3 or 6) the number of gears; and third is the version – E for Economy, L for Lightweight (ie no rack), and R for Rack. But the ten ‘standard’ models are just the tip of the option iceberg, because just about any parts can be specified on just about any bike, and there are a number of other choices.

As we’ve seen, most of the standard bikes now have a black mainframe, although any of last year’s colours can be specified for a surcharge.This sounds a bit unfair, but prices have generally risen by less than inflation, which softens the blow.

Aqua Blue has been dropped and replaced by the post-apocalyptic Raw Lacquer, which like the Lloyd the Building, puts all its structural innards on display. This is a more expensive option, mainly because the parts will be hand-picked to show off the neatest brazes… The exposed tubes might well compliment the natural titanium on the pricier models, but then they might not. Do let us know.

…the exposed tubes might well compliment the natural titanium…

An option requested by some regular users is taller, thinner  ‘rollerblade’ rear rollers. Brompton has responded with rubber-tyred, ball bearing ‘Eazy-wheels’. A pair of these slightly taller wheels can be fitted to any bike, but the company says they work best as a set of four on the R-type. Apparently they are not narrow enough to please those whose ankles hit the standard rollers.

Lighting has seen a lot of development.The Basta rear LED is unchanged, but the former rather feeble battery front light has been replaced with a 3-LED Herrman unit. This is similar to the Jos Star Tube, but more rugged and with greater light output, says Brompton. Weight, complete with 3 x AAA batteries, is a minimalist 80g, plus 20g for the mounting bracket. The light has a quick-release, so you’re supposed to stick it in your pocket when folding the bike, but an alternative game plan is to swing the bracket around on the bars, leaving the light in place.

LED front lights are not strictly legal as a primary lighting source in the UK, but the wheels of official favour appear to be grinding in the right direction, so they soon will be. The Herrman produces an unusually tightly focussed beam – smaller and less bright than the bigger and heavier Cateye EL500, but twice as powerful as ‘first generation’ lights, such as the Cateye EL200. It’s adequate as a sole light source on all but the most demanding country roads, but must be carefully aimed to put the narrow beam in the right place, and (very common this) the reflector throws back stray light, which can be annoying in dark conditions.

Those with a preference for dynamos can choose between the current AXA HR bottle dynamo, or the newly developed narrow SON hub unit. Not cheap, but the ultimate for those who want simple, reliable and effective lighting.

…the developments seem to have put the bike back at the cutting edge…

Gear options remain the same, but any bike can be specified with the new 2-speed (or a basic 1-speed variant), and the larger 54- tooth chainring from the two speed can be specified on hub- geared bikes, giving an 8% higher gear option. Elsewhere, the handlebar clip has finally (and, we hope, permanently) been strengthened with a spring steel hairpin affair, to be fitted to all models – not before time. The Vitesse Eazy-wheel rollers make fi’zi:k saddle (standard the folded package easier to on the pricier roll, but despite appearances, are no narrower models), certainly looks sporty, and feels comfortable. If you think it’s any old fi’zi:k, think again, because this being Brompton, the saddle rails have been extensively re-engineered. Brompton has also developed the Pentaclip micro-adjust saddle clamp, initially for the optional saddles, but no doubt this will become universal at a later stage.

Retrofitting

Good news for those who want to upgrade an older Brompton, is that many of the parts will be available separately, and most new parts will fit most older Bromptons. The titanium seat pillar, Pentaclip clamp and Vitesse saddle are a straight swap, taking only a few minutes and saving 380g at a stroke.The relocated and strengthened saddle rails help to produce the smallest possible folded size, but add some weight, so you can knock another 80g off fairly easily with a less exacting design.The Pentaclip is excellent for anyone fitting a railed saddle to a Brompton, or indeed any bike with a 22.2mm seat pillar.Weighing only 90g, this little masterpiece of engineering gives hassle-free adjustment.

Current owners might also consider fitting the titanium folding pedal axle (saving 26g), or mudguard stays (unspecified weight saving, but instant one-upmanship). Changing either the rear frame, front forks or handlebar stem is probably more trouble than it’s worth, but these can all be done at a price. More realistically, the new battery front light is a useful option, as are the Eazy-wheel rollers and the new lower S-Bag.

Conclusion

These are obviously enormous changes, and Pentaclip doesn’t sound it’s hard to judge just how successful the very exciting, but it is a great different models will be. Our money is on the P6R-PLUS. advance – no Brompton should At £807, this seems to offer most of the equipment be without one serious users have been asking for, although we’d probably specify the SON dynamo to complete a tough and reasonably light package. At the lighter end of the spectrum, the M2L-X comes with most of the weight-reducing elements fitted to the more expensive bikes, but at £873, it’s a little cheaper, and it looks more conventional – important to some people.

We’ve heard rumours that Dahon’s 16- and 20-inch extra lightweight bikes have been selling slowly, which we can’t confirm because the company has gone strangely quiet. If it’s true, how will the heavier, but more practical Brompton lightweights fare? We have no idea, but the next few months will no doubt reveal a great deal.

Whatever the winners and losers, the developments at Brompton certainly seem to have put the bike back at the technological cutting edge, after many years of sensible, if rather uninspired development. Congratulations to Andrew Ritchie, chief engineer William Butler-Adams, and marketing manager Edward Donald on a remarkable achievement.

The new Brompton range will be available from May. Brochures and full details from Brompton Bicycle
tel 020 8232 8484

A to B 47 – Apr 2005