Fred graciously allowed us to mirror his home page on building a velomobile (kept updated here through March 2006). He used a kit purchased through VelomobileUSA for the Alligt "A3" version of the Alleweder, but this design has been replaced by the A4/A5 model and appears to be no longer available. The A3 used a 26" rear wheel, while the newer Alligt Alleweders have 20" wheels all around. According to the Alligt website Alleweder kits are available in the Netherlands, Belgium, Germany, Austria, Switzerland through Alligt itself, in the U.S. through VelomobileUSA, and in all other countries through Dutch Speedbikes (which also posts a detailed English-language manual).
Fred's velomobile story continues with several film clips on his YouTube channel.
| Alligt Alleweder Construction Project Index The first column links to the mirrored pages on this site, and the photos link to the original pages on Fred's site. The mirroring was done because of limited bandwidth available from Fred's original host. This mirrored version has not been updated since March 2006. | ||
| Introduction | Introduction and blogs of early rides. | |
| Assembly Page 1 | Building the undercarriage. | |
| Assembly Page 2 | Adding the seat and front wheel assembly. | |
| Assembly Page 3 | More body assembly. | |
| Assembly Page 4 | Almost completed | |
| Roof Rack | Roof rack for the Alleweder | |
| Feedback Page | Feedback page and contact information for Fred | |
Alligt Alleweder Construction Project
This site represents a rough view of the construction process for my latest HPV (human powered vehicle). There are far more photographs than can be displayed here. There are far more photographs than one might care to see.
You can find more on the internet regarding velomobiles in general and the Alligt Alleweder (AAW) specifically. My kit was purchased from David Eggleston in Midland TX, after I found the AAW on his web site at www.pedalyourselfhealthy.org. I took a flight to Texas to test ride his vehicle to make sure it was the one I wanted.
Click on each photo for a larger image, which will open in a new window.
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Test Drive in Midland, TX May 2005
01/26/2006
The AAW is completed and road-ready! I took it for a spin today, only twelve miles, but it felt great! It's lighter than "book spec" at 76.25 pounds and accelerates well from a stop. The shifting works flawlessly and the brakes function as required. At one point during the ride, I performed a too-fast U-turn, hit the rain gutter at the edge of the road and mistakenly got the vehicle up on two wheels. Because I was making a U-turn, I could not "turn out" of it and held it comfortably on two wheels until headed in the right direction. The inside wheel was only a couple inches off the road and it never felt like it was going to turn turtle on me. An incredibly stable ride. When cornering at high speed, there is no tire scrub and it feels like I'm driving a race car.
Having three tracks instead of one as with a bicycle meant that my wheels hit far more bumps than a bike, but the suspension soaked them up. I heard the bumps more than felt them and railroad tracks were a non-event.
I collected smiles in this short ride and positive comments and funny ones too.
"How do you register that?"
"You should put wings on it"
"It looks like a bullet"
"That sure looks fast"
"What sort of motor do you have in there?" - this one from a couple on a motorcycle who were surprised to learn that the motor was this human being.
Just a short commute sort of ride, eight and a half miles in ordinary street clothes, to Sandy Point Sports to pick up the roof rack mounts which should allow me to transport this vehicle atop our Scion xA econobox. No real comments today, other than my own, that the fun isn't any less for having done a shorter distance. Click on photo for larger image, opens in new window.
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The AAW went out for a real ride today, for a total of 30 miles. I learned a few things during the ride. I thought I had the steering and alignment properly adjusted, but found that the handlebars have a slight turn to the left while I'm travelling straight ahead. This is not a good sign, as I have the bars set to straight ahead with the steering linkage in the belly centered. That means a re-alignment, to be sure.
Descending one of the Florida hills (called bridges) the AAW reached 41mph, but created a bit of concern with the pilot (me) when it displayed some serious oscillations in the steering. I am hopeful that the re-alignment will resolve this problem. On a second bridge descent, the oscillation showed up at 35mph and a headwind prevented much of a speed increase from there.
Not the best photo of me in the AAW, considering the distortion of the glass. This was shot in front of a closed (Sunday) bike shop. An earlier shot, taken with the flash turned on resulted in a bright spot on the glass and one unexpected effect, that of highlighting every reflector on every bike in the shop!
Not as many comments during this ride, but a slightly disparaging one of note: After I signalled to take the lane for a left turn, the "motorist" pulled alongside in the right lane and said "You must think you're a motor vehicle," to which I responded "Are you aware that bicyclists have the same rights to the road as you do?" Her response was to wave her hand at me (all fingers) and drive away as the light changed.
Because the AAW is a working vehicle, I've taken it to the grocery store today. I've constructed Coroplast panels to fit behind the seat, held in place with a cheaper version of 3M's SecureLock fastener, like Velcro, only formed like plastic mushrooms. The AAW held quite a bit of groceries, but I had to put one of the gallons of milk next to the seat along with some cereal that would not fit in the compartment.
As usual, click on any photo for a larger image, which will open in a new window.
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I had also my first experience with an inattentive motorist this fine sunny day. Heading southbound on a local four lane road, with a bike lane/wide shoulder, a vehicle moved to the other lane to pass me. I was slowing as the traffic light ahead of me was red and traffic was crossing from east to south on a green signal. Apparently the motorist was looking at me and not at the red light and went through it at about 40-50mph (speed limit is 50 there). He managed to swerve into the right lane and did not hit anyone. Had he collided, it would have been a big mess.
A little shopping at the local warehouse store. That's six half gallons of orange juice and twenty-four bottles, twenty ounces each of my velomobile fuel/lubricant (Gatorade). I filled the cargo compartment completely and most of both sides of the area alongside the seat. The AAW handled very well so heavily loaded.
I've had a couple new exchanges with motorists since my last posting. As has become the custom, most of the comments are positive.
Crossing lanes to make a left turn at a traffic signal, I extended my arm and when cleared, I made it to the turn lane. A motor vehicle pulled alongside and shouted "Get a flag!" My thought was that he saw me, why do I need a flag?" Unfortunately he was not close enough for a conversation.
Another lane change situation, crossing three lanes... a motorist pulled alongside and said "You need to put lights on that thing." (It was lunchtime on a sunny day). I responded "you did see me, didn't you?" His reply: "I've got special glasses on!"
Somewhere in this chronology, I was sitting at a red light for left turn, with a green light straight ahead. An automobile pulls up to the right of me and stops. A long horn blown by the motorist behind had him on his way. Crazy drivers!
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
| The Alleweder construction is based on this ground plate. Primary components (main spar, rear fork, wheel panels) attach to this plate. | These panels attach to the nose of the ground plate and become the bottom sides of the nose of the vehicle. | Using clecoes to attach components allow for assembly temporarily. This facilitates de-burring of holes and bonding of panels prior to final riveting. |
| With the nose panels riveted, the front wheel panels are ready to be attached. The small box at the front of the wheel panel is a suspension point. | The main spar, wheel panels and fender panels clecoed on place. Foreward is to the left in this photo. | The same components with the top arch temporarily in place, more clecoes around the fender and wheel panels. |
| The same assembly as in the previous photo, fully riveted. The structure is a bit flexible at this stage and easily bent as desired (or not). | The spar which holds the bottom bracket, the nose bulkhead, and aft bulkhead are in place, and the nose panels are clecoed to the nose bulkhead. | A lot of clecoes to hold the curve of the panel to the nose and fender wells means a lot of rivets to be placed. |
| A bit cleaner appearance once the rivets are installed. The nose structure is very rigid at this point, but the top skin has yet to be installed or clecoed. | Another view of the assembly with the lower nose panels riveted. The tail bulkhead with the rear wheel fender is visible in this photo | The ground plate alone is very weak, but is strengthened with stiffeners placed between the seat plate and ground plate. This template makes locating the stiffeners easier. |
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
| The stiffeners are clecoed from below, to the ground plate, in preparation for the seat plate attachment. The drive side chain pulley is visible along with the chain guide tube. | The seat plate consolidates the stiffeners, the ground plate and wheel panels to make the primary structure of the base of the velomobile. | With the clecoes removed and rivets in place, the seat plate takes on a much cleaner appearance and is a very stiff assembly as well. |
| The rear fender assembly required a table extension. It is attached only at the rear bulkhead, prior to the rear skin installation. | A larger view of the full assembly clecoed in place, supported with a temporary brace. | The seat assembly, along with the steering bar and brake levers present a bit of perspective but the seat angle probably won't be so great. |
| Top nose skin clecoed and taped to hold the curve prior to drilling the side and fender holes. | Front suspension (McPherson strut), steering linkage and brake assembly. | Top sheet clecoed, shift cables, bottom bracket and cranks. |
| Clecoes and tape still holding the top nose skin. Front wheel in place just to see how it looks. | Another view of the previous area. It's starting to look like a vehicle, if you use your imagination! | Now the rear panels are taped in place and clecoed to the top of the rear fender panel and two points on the nose panels. |
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
| The tail skins taped in place. The two sides are joined at the top, rivets and a few clecoes visible. | The nose skins now collect clecoes with the rear skin still taped. | More holes drilled, more clecoes placed, and the rear skin takes on the final curves along with substantial strengthening of the structure. |
| Another view of the back end, more clecoes, some tape, soon to be removed. | The underside of the vehicle after drilling and clecoes. The smoothness of the belly contributes to the overall aerodynamics of the velomobile. | Certainly not rideable, but looking like a vehicle. Clecoes sprouting all over (even on the belly) means this isn't yet structually sound. |
| After drilling all the holes and cleco-ing each hole to assure proper alignment, this is the result. | Same as previous photo, different angle. Some clecoes not in place due to lack of quantity, but mostly on flat areas. | After drilling all those holes, they have to be de-burred. 122 holes in the sheet and in the coaming means 488 times, but it does look so clean now. |
| This is the result of 122 pop rivets as well as some late night hammering to bend the sheet metal over the coaming tube to give a smooth surface for the arms to rest upon. | Inside cockpit to the rear after the riveting and hammering is done. | The mirrors are installed, the seat is in place, even the classic sounding bicycle bell is on the handlebars. Pedals on the crank mean this vehicle travels (eventually). |
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
| Another shot of the nearly finished vehicle, showing the "roll bar" and headrest. | This shot gives a better idea of the now installed seat brace and seat. The seat will soon be covered with a very open cell foam, popular on European models (I think). | A closer view of the seat. I prefer extreme recline angles and am hopeful that the headrest won't interfere with my helmet. |
| A dramatic angle showing the wonderful aerodynamics of the Alligt Alleweder. |
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
| This portion of the project was as challenging as building the velomobile, as there are no plans and I have my own personal considerations. I made a few errors during the design portion, which coincided with the construction portion, so some compromises were made. The ramps have proven to be too weak to support the weight, which means the finished version will include an "under-brace" to the ground. I can safely load and load the vehicle alone. As of 02/29/2006, it has not been driven, therefore I have no unusual motorists' reactions to report (yet). |
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CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
You can click on the photo above to be directed to Fred's primary site (of which this one is a mirror), or use the information above to contact Fred directly. The link below takes you to the feedback form on Fred's site, where you can submit questions. The questions and answers will be mirrored here, but with a delay. (December 31, 2006 note: this mirrored page is no longer being updated on the Velomobiling.net/com site. If you want to check for further updates, use the link above to go to Fred's own site.)
Feedback and Questions
| This page is a work in progress, as is the entire web site. I realize that I can't put everything on this site, so this is the spot to ask your questions and to see other people's questions as well as the best answers I can provide. Use this form to present your questions. I welcome questions and observations regarding the velomobile. I also welcome observations regarding the site construction, errors and any suggestions. This space below will contain questions and answers, once there is material to present, so check back once in a while. |
| Question | Response |
| How fast can you go? | I've gone 43mph so far descending a local bridge with a slight tailwind. I can manage 30mph on flat ground in no wind conditions for a short time. |
| Double Dave asks:
Fred, What prompted you to choose the AAW over the FAW? How does it compare to your Versatile? | I found I liked the styling of the AAW compared to the FAW. The curve in the nose of the FAW wasn't appealing to me and I liked the curve of the cutout for the cockpit on the AAW over the squared cockpit on the FAW. On a more technical note, the FAW had less space for my thighs between the fenders. I'm not sure how it would compare to "my" Versatile, as I don't have the luck of owning one. |
| Double Dave asks:
Sorry, Fred, I confused you with David Shank who is building a FAW somewhere in NewYork. The leg clearance issue begs the question; What are the specs, yours and the velo? | I hope David Shank has as much fun building his as I have had with mine. As far as specs go, it's pretty subjective, but I'll try. I might have been a bit heavier when I tested David Eggleston's FAW, but my waist is about 34 or 36 inches. I noted today that I have at least an inch clearance and possibly two inches from the outside of my thighs to the wheel panels on the AAW. In the FAW, my thighs were contacting the panels, but the seat might not have been in an optimum position. In my AAW, I have the seat as reclined as far as possible and the cranks are nearly fully forward. I'm five foot ten inches tall, but with the extreme recline angle, I'm using up all the cockpit space. A more upright position would change the considerations, I'm sure. |
| Unnamed asks:
What problems did you have when building your Alleweder? How complete where the instructions? Did Alleweder answer the question quickly and completely? How easy is it to change the rear wheel? If you where building another Alleweder what would you do differed? Are there hills where you live, if so how does it climb? What was the most difficult part of building it? Thank you for taking the time to answer these questions. I most likely will have more it you don't mind. | The kit is produced in the Netherlands and distributed by David Eggleston at http://www.pedalyourselfhealthy.org Some parts of the kit are shipped directly from the Netherlands and some are from Texas. Apparently the computer controlled tool used to cut the sheets had a problem, so some of my parts were out of alignment. David Eggleston took care of the critical ones which made all the difference in the world. I had no direct contact with the producer overseas and directed all my questions to David. We have hills here in Florida, called bridges, and the Alleweder climbs them rather slowly. The most difficult part of building the AAW was dealing with the mis-aligned parts at the beginning, but once that was corrected, everything went well. The instructions were in Dutch and were very difficult to translate, but I also travelled to Texas to examine David's vehicles and go over the construction process with him. I found a german version of the assembly instructions and did a web-based free translation, which also helped in the construction. I would not recommend building one unless you are mechanically skilled in some manner. If I were to build another Alleweder, I would make certain that the panels were cut properly, otherwise, very little would I change. |
| John in Indiana asks:
Where do you purchase the McPherson Strut and linkage? | The strut and linkage for the Alligt Alleweder came as part of the kit. I understand that it is manufactured "in-house" by the person who builds and sells the kits in the Netherlands. You might be able to contact David Eggleston regarding this part, as he also builds and sells the Flevo Alleweder as well as distributes the AAW kits. |
CONSTRUCTION PAGES
Alligt Alleweder Assembly page 1
Alligt Alleweder Assembly page 2
Alligt Alleweder Assembly page 3
Alligt Alleweder Assembly page 4
