When I was looking for my first bicycle in 4 years, I decided I wanted something that was not only dependable and well-equipped out of the box: I wanted something interesting. Linus Bikes, based in Venice, CA, is indeed interesting. The company has made its name building cruiser and hybrid bikes in a vintage European style, though with the convenience and reliability of modern components.
Upright riding positions with curved handlebars, steel frames, and big, soft touring saddles have earned Linus a reputation for making some of the best leisurely rollers in the business right now, in both the cruiser and hybrid-commuter segments.
I settled on the Roadster 8, Linus’ top-of-the-line commuter-cruiser hybrid. At $869, the Roadster 8 is the second most-expensive bicycle Linus currently makes, with the new Libertine road bike being the company’s flagship product. The Roadster’s companion models, the Roadster Classic (a no-brake, fixed-gear bike) and Roadster Sport (3-speed hub) retail for $465 and $665, respectively – meaning the Roadster will cost you nearly double the price of the “base model” bike.
What do you get for your extra money?
The Roadster 8, as its name implies, possesses 8 speeds. The Roadster Sport has only 3, and the Roadster Classic is a fixed-gear. The 8 and the Sport both use Shimano Nexus internal hub transmissions as opposed to the more common derailleur systems, an increasingly popular choice in the hybrid segment.
Compared to the entry-level Classic, both the Sport and 8 gain a set of Tekro R369 brakes (the classic, in true fixie fashion, has none), a 40lb rear rack, and front and rear painted steel fenders. Plus, of course, the hub transmissions.
The extra $205 over the Sport is largely accounted for by the 8-speed transmission, which is honestly most of what you’re paying for here. The Nexus 8 retails for a solid $100 more than the Nexus 3. The other difference is in the frame – the Roadster 8 has a full chromoly 4130 frame and fork. The Classic and Sport use generic high-tensile steel apart from the downtube, which is chromoly on all Roadsters.
Chromoly steel is stronger than high-tensile steel, meaning you can build a frame of the same robustness with thinner tubes, resulting in a lighter bike. Linus likely does this to keep the weight of the Roadster 8 down, because the Nexus 8 hub is a hefty piece of gear. It weighs twice as much as the Nexus 3 setup, at around 4.5 lbs.
The Roadster 8, because of its use of chromoly, weighs in at 30lbs on a medium frame, 2 lbs less than a Roadster Sport of the same size, meaning that chromoly frame is shaving off a solid 4 lbs of heft. For $200 more, I’d argue you’re getting your money’s worth here.
For the record, steel framed bikes are much less common than they used to be thanks to the introduction of high-strength aluminum. Aluminum is much lighter than steel, basically as strong in most scenarios, and only a bit more expensive. Economies of scale have further trimmed the price difference between steel and aluminum, though steel bikes are definitely making a niche comeback.
The ride, generally
My last bike was a basic hybrid – an entry-level Trek FX 7.1 with an aluminum frame and 21 speeds on basic Shimano gear. Compared to what I remember of that bike, the Linus rides divinely. Bumps are absorbed readily by the steel frame, and the upright riding position with the curved handlebars makes maneuvering feel deliberate, precise, and smooth. I’d say a more traditional fitness hybrid might be more agile – though more twitchy – with straight handlebars, but I’m not darting in and out of traffic on this thing.
Linus’ house-brand Elysian tires are built for quick cruising, with a simple and shallow radial tread that keep vibration and road noise very low. The Elysians are a welcome piece of gear in a market segment that is dominated by needlessly “rugged” tread patterns that just reduce grip and increase vibration on the road for the reason that “hybrid” bikes might, one day, see a surface other than pavement or concrete, even though most never do.
The downside to the Elysian is that, unfortunately, they’re very pricey for a hybrid tire, at $35 apiece. The upside is that they come in some really fun colors (white, black, black with gum wall, brown).
The Nexus 8 is a bit of tossup for me. If you’ve ever used an internal hub transmission with more than a few speeds, you know they have some quirks – low gears can feel “grindy,” and high gears can produce grating sounds when over-torqued. These problems are especially apparent with a heavy rider, like me. Hopefully one day I’ll be light enough that these issues will go away, though from what I’ve read they’re benign and common.
Shifting the Nexus 8, though, is a breath of fresh air – you can go from 7 to 4 at a complete stop with no risk of damage to the hub, and the chain is essentially impossible to derail. This is huge when biking in a city with lots of lighted intersections and stop signs. The only downside to shifting is the shifter itself. It’s a twist-shift made of rubber, and when your hands get sweaty (as they inevitably do on leather grips), it can become difficult to shift, and the action isn’t nearly as mechanical and precise as I’d like.
The brakes, frankly, aren’t great. They may need some tuning on my bike (not enough bite by my standard), and it may be my weight, but they’re extremely underwhelming. I may end up opting for some different pads, too, because the stock ones seem much too soft.
I specifically chose Linus because they give their bikes with a high level of equipment out of the box. A bell, fenders, 40 lb rear rack, leather grips, and decent leatherette touring saddle are all standard.
Linus also sells a dizzying array of accessories, many of which bear the Linus brand, including some of the best-looking bicycle storage systems made, in my opinion. I actually bought the Shopper bag when I picked up the bike, because it’s just brilliant.
It attaches to the rear rack with two rubberized hooks, and even includes a small padlock to secure it. It’s flat while empty, and stays that way thanks to a strip of Velcro along the bottom as well as the lid. Open it up, pull out the bottom, and then drop the hard plastic insert into the bottom of the bag. Toss in the groceries, close it up (or don’t), and off you go. At $80, it’s not cheap, but I love it. Because it can stay flat, it also makes a great alternative to a fanny pack or pipette bag for keeping your keys, phone, and wallet while biking.
Linus Shopper bag – closed (left), open (right)
And as to practicality in terms of maintenance, the sealed 8-speed hub will also never get any sand, grime, or mud in it unless it’s totally engulfed in material, meaning no cleaning, and for me, no fears riding on the LA bike path along the coast. Aside from total immersion or snow, the hub is also waterproof.
The Shopper’s included padlock, mounted to rear rack.
Should I be looking at this or something more road bike-ish? Less road-bikish?
This was my concern when I was considering the Roadster. Those 700x35c tires are meaty, though they have become more common on urban and commuter bikes these days. I’d say the choice between something like the Roadster 8 and a bike with more road “pedigree” comes down mostly to where you’re going to be riding it.
If it’s going to be a trail queen and never see a city street apart from the smoothly-paved suburbs, I’d say go with a road bike, and preferably one with a derailleur system. You’ll be able to travel faster, farther, and with less effort. Nice derailleurs have better pedaling efficiency and are more robust than the internal hubs, though you can spring for Shimano’s high-end Alfine line of hubs if you really want one.
The same, I’d say, can be true if you live in a larger city with very good roads and your purpose is basically just commuting – if you’re not constantly riding over pavement cracks and dodging potholes, a road bike will pay dividends in performance.
On the opposite end of the spectrum, some buyers are doubtless between considering a hybrid or a cruiser / Dutch-style town bike. If your bike is something you’re going to throw on a rack when you go camping or to the beach and not see much action otherwise, get a cruiser. They ride softer and are much less dodgy on loose surfaces, not to mention they’re a lot cheaper, too. If you want to get around town, though, I can’t recommend a cruiser. Some people like them – and I see many cruisers when I ride in west LA – but they’re terribly inefficient and a lot of work to pedal on even gentle inclines. If cost is the big driver for you, look at single or 3-speed town bikes before you look at cruisers.
The one situation I’d recommend a cruiser (or something with cruiser-like tires) for transportation is if you have to go over cobbled, dirt, or brick roads on a regular basis. A sprung seat and fat, low-pressure tires will do wonders for your spine versus a comparatively much harder hybrid with a touring saddle.
Is it worth the money?
$869 is, frankly, what many people would consider to be an obscene cost for a bicycle that does not beg for a Lycra shopping spree. Granted, if you know much about bikes, you know that competition road bikes can easily dip into the $5,000-and-up range, so really, $869 is very much “entry-level” in the world of cycling. The Roadster 8 isn’t a cyclist’s bike, though – it’s far more casual than that, so $869 is probably expensive for people shopping in this category.
Bell, yes, whistle, no.
Commuter bikes generally live in the $500-1200 price bracket, which puts the Roadster 8 smack in the middle of the segment. At the high end you have “hardcore” commuters like Trek’s CrossRip, and at the bottom a large selection of fixed-gear, 3-speed hub, and derailleur options, generally varying by perceived “seriousness.
A natural point of comparison for potential buyers is probably Trek’s Steel District at $769. It has a 9-speed Acera derailleur set, disc brakes (why), a touring saddle, alloy pedals, a Trek “custom steel” frame (AKA still not chromoly), leather-ish grips, color-matched fenders, and a front basket. It also has a more road-ish frame stance.
With the Linus, I’d argue, you’re getting a – theoretically – nicer frame, a more commuter-friendly gearset, and a much, much better-looking bike. You also get a far more versatile rear rack as opposed to the basket on the Trek, though the price difference could be made up for by just buying a decent one and bolting it on to the District.
Considering the competition, I’m quite comfortable saying the Roadster 8 is priced very acceptably, especially considering Linus is a relatively boutique bike company. If Trek were to make an 8-speed hub and chromoly steel District, it would likely come in around $900-1000 based on their current pricing scheme. Linus is clearly making their business one of accessories – an amazing selection of bags, bells, lights, seats, grips, and house-brand tires are obviously the moneymakers. After all, I did shell out $80 for a Linus grocery bag, and I will shell out another $70 to Linus when it comes time to replace the tires.
And if you live in southern California, you can actually buy the bike from Linus themselves – they operate a small store in Venice. If you purchase direct from Linus, they also assemble it at the Linus shop, which is certainly a benefit in my opinion. I’d rather have the guys who deal with these bikes and only these bikes every day be the ones who put mine together.
I also think it looks great in blue.