Cannondale TANDEMS 2009 Manuel utilisateur

2009 TANDEMS

Owner’s Manual Supplement

123598.PDF

Please note that the specications and information in this manual are subject to change for product

improvement. For the latest product information, go to http://www.cannondale.com/tech_center/

SAFETY INFORMATION ...................................... 2

Intended Use...................................................... 2

Building Up a Frameset .................................. 3

Tandem Specic Forks .................................... 3

Tandem Brakes .................................................. 4

Tandem Drum Brakes...................................... 4

TANDEM RIDING INFORMATION .................... 6

MAINTENANCE.....................................................12

CANNONDALE KITS LIST ....................................19

GEOMETRY AND SPECIFICATION ....................20

CONTENTS

WARNING

This supplement may include procedures beyond the scope of general mechanical aptitude. Special

tools, skills, and knowledge may be required. Improper mechanical work increases the risk of an

accident. Any bicycle accident has risk of serious injury, paralysis or death.To minimize risk we strongly

recommend that owners always have mechanical work done by an authorized Cannondale retailer.

READ THIS SUPPLEMENT AND YOUR CANNONDALE BICYCLE

OWNER’S MANUAL CAREFULLY! Both contain important safety

information. Keep both for future reference.

safety information

Intended Use

ROAD TANDEMS - CONDITION 1

Bikes designed for riding on a paved surface where the tires

do not lose ground contact. Cannondale road tandems are

designed for touring with racks and panniers. Figure 1.

For riding on

pavement

only

STREET TANDEMS - CONDITION 2

Bikes designed for riding Condition 1, plus smooth gravel

roads and improved trails with moderate grades where

the tires do not lose ground contact. Cannondale street

tandems are designed for touring with racks and panniers.

Figure 2.

For riding on

improved paths

and roadways only

No jumping

ROAD/ STREET TANDEM

MAXIMUM WEIGHT LIMIT

RIDER LUGGAGE TOTAL

500 lbs / 227 kg 75 lbs / 34 kg 575 lbs / 261 kg

WARNING

UNDERSTAND YOUR BIKE AND ITS INTENDED USE. USING YOUR BIKE THE WRONG WAY

IS DANGEROUS.

Industry usage CONDITION 1 thru 5 are generalized and evolving. Consult your Cannondale

Dealer about how you intend to use your bike.

Please read your Cannondale Bicycle Owner’s Manual for more information about Intended

Use and CONDITIONS 1 thru 5.

123598.PDF

Building Up A Frameset

Before building up a frameset, consult with your Cannondale Dealer and the component

manufacturers, and discuss your riding style, ability, weight, and interest in and patience for

maintenance.

Read and follow the component manufacturer’s warnings and instructions.

Tandem Specic Forks

The front fork of your Cannondale Tandem is specially designed to be much much stronger

than a regular bike fork. One of the reasons it is much stronger is that braking a tandem

subjects the frame and fork to tremendous stresses. Ordinary forks can buckle or fold under

tandem braking conditions. Any fork used on your tandem must be designed and intended

specically for tandem use.

WARNING

CONFIRM WITH ALL COMPONENT MANUFACTURER’S THAT THE COMPONENTS CHOSEN

ARE DESIGNED AND INTENDED FOR USE ON A TANDEM BIKE AND INTENDED FOR YOUR

WEIGHT AND RIDING STYLE.

Tandems weight more and often are ridden faster than single bikes so many components

must be designed for higher speeds and larger loads.

BOTH RIDERS CAN BE SERIOUSLY INJURED, PARALYZED, OR KILLED. IN A RESULTING

ACCIDENT IF YOU INGNORE THIS WARNING.

Tandem Brakes

Tandems can stop shorter than single bikes on pavement.

The reason: a single bike’s braking performance is limited by the physics of pitching the rider

over the front wheel. The tandem has the stoker’s weight to hold the rear wheel down, so risk of

pitchover is minimized.

The tandem’s braking force on pavement is limited by the friction between the tire and the

road. How great is that? It depends on the road and the tire, but it is very large. Since you

don’t want a front-wheel skid, don’t be too bold. On good pavement, you can stop slightly

more abruptly than you would on a single bike. Remember to gauge this by the feeling of

deceleration, not by the brake hand lever eort. On poor pavement, unpaved surfaces, sand,

oil, or any other debris, brake gingerly. Slow down—drastically—before you reach such

surfaces.

Tandems, like singles, get most of their braking force from the front wheel. The rear wheel

is more prone to skidding. The left hand lever normally controls the front brake. Apply front

braking more than the rear brake for maximum stopping power. Brake before turns, not in

them. If you must brake in a turn, do it with the rear brake.

Tandems are much faster than singles on downhills: GO SLOW and control your speed.

Tandem Drum Brakes

Tandems bike frames are sometimes tted with a rear drum brake (such as Arai ). Rear drum

brakes can be used as drag brakes to control speed such as on long downhill descents. Drum

brakes are capable of dissipating heat without aecting other systems. A drum brake can be

set up in addition to rim brakes.

Please consult with your Cannondale Dealer or shop to help you select and install a compatible

drum brake system. Read and follow the brake manufacturer’s instructions.

123598.PDF

WARNINGS

RIM BRAKE OVERHEATING HAZARD:

Rim brakes used in normal conditions work ne. When used for long periods of continuous

braking in mountainous terrain, rim brakes will heat the wheel rims. Heat build up in the

rim can overheat the air in the inner tube, possibly resulting in a tire blowout. WHEN

DESCENDING A LONG DOWNHILL, APPLY YOUR FRONT AND REAR BRAKES TOGETHER IN AN

“ON AGAIN, OFF AGAIN”METHOD ALLOWING BRIEF PERIODS IN BETWEEN FOR THE BRAKE

SYSTEM TO COOL. STOP, ENJOY THE VIEW and LET THE SYSTEM COOL.

HYDRAULIC BRAKE OVERHEATING HAZARD :

Hydraulic brakes used in normal conditions work ne. When used for long periods of

continuous braking in mountainous terrain, hydraulic brakes will heat the hydraulic brake

uid. Heat build up in hydraulic brake uid can cause brake fade possibly resulting in partial

or complete loss of braking.

WHEN DESCENDING A LONG DOWNHILL, APPLY YOUR FRONT AND REAR BRAKES

TOGETHER IN AN“ON AGAIN, OFF AGAIN”METHOD ALLOWING BRIEF PERIODS IN BETWEEN

FOR THE BRAKE SYSTEM TO COOL. STOP, ENJOY THE VIEW and LET THE SYSTEM COOL.

CLOSED HYDRAULIC BRAKE SYSTEMS:

Closed hydraulic brake systems are not suitable for use with tandems. The brake uid

expansion in a closed hydraulic system can cause the brake pads to close, causing drag on

the disc rotor and possible locking of the brakes in extreme conditions.

DO NOT USE A DISC BRAKE SYSTEM WHICH USES A “CLOSED” HYDRAULIC SYSTEM ON ANY

TANDEM BICYCLE. Consult your authorized Cannondale retailer for advice about adding

mechanical (non-hydraulic) or “open”system hydraulic disc brakes to your tandem.

BRAKE MODIFICATIONS:

Do not modify the frame or fork to install a brake system. Do not change forks. Do not

use caliper mounting adapters or brackets. The incredible braking forces which can be

produced by a disc brake, especially on the front wheel of a tandem, can bend or break a

fork, frame , adapter or bracket which has not been designed and tested to withstand such a

load. NEVER MODIFY YOUR TANDEM FRAME OR FORK TO INSTALL A BRAKE SYSTEM.

YOU CAN BE SEVERELY INJURED, PARALYZED OR KILLED IF YOUR IGNORE THESE

WARNINGS.

tandem riding information

Figure 3.

Tandems are fun, and with two engines for the same frontal area, they’re considerably faster than

single bikes. Tandem teams learn to ride together well, to communicate without words, and to

anticipate each other’s desires. Tandeming is a great way to enjoy cycling with another person.

Tandems are serious business too. One rider (THE CAPTAIN) is entirely responsible for the well-

being of the other rider (THE STOKER). The bike is bigger, heavier, and less forgiving of sloppy

riding habits. A tandem captain can’t be as spontaneous as a rider on a single, nor can the captain

make the same kinds of last-minute recoveries from errors in judgment. Look farther ahead, plan

farther ahead.

Also, be aware that tandems attract attention. People will stare, wave, shout. Passing cars,

temporarily distracted, will often swerve in or out. The presence of a tandem can make people

act dierently on the road. A bell or airhorn can be very handy in trac.

A ROAD TANDEM

STOKER

CAPTAIN

123598.PDF

WARNING

TANDEMS ARE BIGGER, HEAVIER, AND LESS MANEUVERABLE THAN SINGLE RIDER

BIKES.

• Ride very cautiously as your team climbs the tandem learning curve.

• More time is needed to react and avoid ride hazards.

• Always think further ahead. Allow more time. Learn to anticipate hazards.

Tandem riding, like any bicycle riding carries a risk of serious injury, paralysis or death.

The Captain’s Responsibility

The captain’s primary job is to make the stoker happy. With an unhappy stoker, the captain won’t

have a riding partner! So you must reassure your partner with careful, methodical riding habits.

Anticipate maneuvers, beginning them far in advance. Be alert to shifting needs. A too-fast or

too-slow cadence is doubly annoying to the stoker because she/he can’t x it. Watch the road or

trail ahead, and make your steering and braking corrections smoothly.

Ride slightly farther from the curb, or from parked cars, than you would on a single bike. Your

stoker doesn’t want to feel hemmed in. If you ride too far to the right, you may nd your stoker

leaning to the left, trying to veer away from the curb.

When you conduct a maneuver, such as merging across trac to make a left turn or steering

around a pothole, make your decision early. Signal your intentions clearly, proceed on a straight

path, and complete the maneuver. A decisive captain will ride smoother, and that will make the

stoker happier.

Most new tandemists nd captaining exhausting, and they get sore shoulder muscles from

being tense. This too will pass. As you become accustomed to the requirements of captaining a

tandem, you’ll develop a light touch.

Don’t hot dog. If your stoker is nervous, ride slowly. In time, the stoker may become more

condent and ask for more speed. But if she/he wants to go slow, go slow! The more conservative

voice must prevail. That’s only fair. Remember, you’re the chaueur, not the stunt pilot.

The Stoker : The Best Seat in The House

The back seat on a tandem is the fun seat. You have this person in front of you who’s giving all

his/her attention to making you feel comfortable. The view is terric out to the sides, just like on

a train ride. The view to the front may be a bit bland, but the captain’s jersey pockets are a great

place to put your fruit bars, and other hedonistic goodies.

Your obligations are few: Pedal—at an agreed-upon eort level. Pedal smoothly, so your pedaling

doesn’t make your upper body move around. Don’t shift your upper body weight abruptly. (Your

weight shift can inadvertently steer the bike, and force the captain to ght you.) Hold your head

high and enjoy the scenery. Tell your captain what she/he is missing while she/he keeps eyes

glued to the road for potholes.

Many tandem teams delegate hand turning signals to the stoker. This not only encourages

communication between the stoker and the captain, it also allows the captain to concentrate on

the steering and braking involved in making the maneuver.

Every successful stoker learns to delegate authority. The captain steers. The captain decides

when to pedal and when to coast. When coasting, the captain decides where to position the

pedals. Never ght the captain on these matters. She/he is busy giving you a great ride so you

can enjoy yourself.

Tandem Bike Fit

In addition to sizing and comfort issues for each individual, the bicycle must be made to

accommodate the interaction between the two riders. This document is meant to oer hints

and suggestions but only scratches the surface of tandem setup. The best conguration for any

pair of cyclists on a tandem will be the result of experimentation. You should investigate the

pros and cons of any setup decisions by rst consulting with people or publications which are

knowledgeable about tandem bicycles. See page 11.

The captain should t the tandem as she/he would t on a single bike. But on a tandem, it’s

doubly important to have 2-3 inches of crotch clearance for the starting and stopping maneuvers

described below.

The stoker uses the same seat-to-pedals distance as on a single bike. But the handlebars will be

closer (which is okay, since the stoker doesn’t need to steer).

123598.PDF

Getting Underway

Allow time for a complete pre-ride inspection. See your Cannondale Bicycle Owner’s Manual for

overall bicycle pre-ride checks. See the Maintenance section of this supplement for Tandem

checks.

Starting O

Starting and stopping a tandem is smooth and easy, but only if you do everything in the exact

prescribed order. Start by shifting the bike into a comfortably low gear.

The captain mounts rst. Before, and only before anyone gets on the bike, it can be leaned over

to lower the clearance to straddle the bike. Swing your leg forward over the handlebars, not back

over the rear of the bike. There might be a person standing there!) Straddle the top tube, plant

your feet on the ground, and spread your legs to clear the pedals. Firmly hold the bike upright

and squeeze both brakes.

Never let the bike lean to the side, particularly after the stoker gets on. This is the biggest

dierence between your tandem and your single. (Your single is so light that you don’t think

twice about leaning it. The tandem is not only heavy, it’s top heavy. Once you let it lean a little,

the stoker’s weight makes it want to lean more. And the stoker just hates the way that feels.)

The stoker gets on now. Because the captain is holding the bike rock solid, the stoker can mount it

like a horse. Put one foot on a pedal and swing your other leg rearward over the saddle. Now the

stoker puts both feet in the toe clips or clipless pedals. When you’re ready, the stoker backpedals

so the captain’s preferred starting pedal is in the up position. The stoker says, “ready.”

Now the captain can start. Pick up one foot, put it on a pedal, and stand on it while steering

straight ahead. (Don’t put your rear end on the seat before starting to pedal, because that could

make the bike lean over and wobble, and possibly fall.) After you’ve started the rst pedal stroke,

get in the saddle, put your other foot on the backside of the pedal, and continue pedaling and

steering. Don’t worry about the toe clip or clipless pedals. Let the toe clip scrape the ground.

Pedal until you are going comfortably fast (10 mph or so), and then put your other foot in the toe

clip or clipless pedals.

Stopping

If you stop briey, say, for a trac light, the captain stops the bike while the stoker stays strapped

in. The captain takes one foot o the pedal, dismounts from the seat, and puts the foot on the

ground while holding the bike absolutely upright. Starting up again is just like your initial start-up.

The captain should let the stoker know what’s happening —talk to one another —no surprises.

To stop and dismount, reverse the mounting procedure. The captain gets o the seat, spreads

legs to clear the pedals and brace the bike upright while the stoker climbs o. Then the captain

can dismount.

Slow Speed Riding

Tandems are stable and easy to maneuver at slow speeds. But they need a condent captain who

doesn’t overcorrect or induce wobbling. A smooth style is the key to good slow-speed riding.

After you’ve gotten to know your tandem well, you’ll nd you can make a U-turn on a narrow

two-lane road.

Communication

Some tandem teams talk a lot about riding. They inform each other of every bump, every shift,

every time they slow down, every drink from a water bottle. Others almost never talk. They

prefer to communicate silently. Whichever style you pick is up to you. Just pick the one that

works for you.

One important coordination activity may require talking, at least at rst: shifting.The reason: on a

single bike, riders intuitively let up on the pedals when they’re shifting. On a tandem, the stoker

doesn’t necessarily do that. This is hard on derailleurs (especially front derailleurs) and may make

shifts more dicult. Make sure you both let up on the pedals during critical shifts. Whether you

do that by talking or by the stoker feeling when captain is about to shift is up to you.

WARNING

GOOD COMMUNICATION BETWEEN THE CAPTAIN AND STOKER INCREASES THE SAFETY

AND ENJOYMENT OF THE RIDE. MIS-COMMUNCIATION OR POOR COORDINATION

INCREASES THE CHANCE OF BEING INVOLVED IN AN ACCIDENT.

NEW TANDEM RIDERS:

Before riding on a more challenging course, choose an open area free of hazards to practice

and develop good Tandem communication skills.

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