The MINI was my first recumbent, and I’ve ridden it regularly for the past four years. Now I’m riding a similar bike, the Azub Origami, that I’ll review in a future post. Be forewarned, given the significant time I’ve spent in the saddle with the MINI, this will be a detailed review.
By 2018 my back problems convinced me it was time to stop riding a regular bike and seriously consider a recumbent. After a few months of internet research (mainly on the popular BentRiderOnline forums), I decided on a bent for leisure riding and commuting: one that had full suspension to smooth out the ride, and small 20” wheels to reduce my falling distance. I (incorrectly) figured falling was inevitable having never ridden a recumbent.
The MINI is a short wheel base (SWB), compact dual 20″ aluminum frame recumbent with rear and optional front suspension. It’s about as long as a standard bike (165 cm) with a wheel base of 109 cm, so it can be stored in relatively small spaces. The MINI is known to be easy to ride and master, quite maneuverable, and have good acceleration due to the small wheels. These characteristics make it best suited an urban/commuting environment, but it can also handle itself off-road.
I configured the bike with a few upgraded options: disc brakes (Avid BB7), air suspension (MEKS SASO front and SR SunTour rear), SRAM dual-drive drivetrain, carbon fiber seat, and above seat steering. Unfortunately, right around the time I received the bike, I was affected by ulnar nerve issues originating at my elbows and making it difficult to use the above seat steering. Thankfully the steering on Azub bikes can be easily switched, so I contacted Azub and had them send me an under seat steering (USS) system to swap in.
The bottom bracket is positioned just slightly above the level of the seat bottom, making this a comfortable touring bike while still allowing good power transmission from the legs. The full suspension was very plush. The frame and fork allowed for wide tires, such as the 2” Big Apples to further improve comfort. I don’t know if the upgraded rear air shock absorber feels any different from the standard spring shock, but I had no complaints about it. The shock absorber even had a lock you could reach around and engage while riding up a steep incline to cut out any loss of energy from the minor bouncing “pogo” effect as you pedaled.
The hard-shell seat fit like a glove and could be reclined to around 35 degrees. When first starting, I had the seat positioned closer to 45 deg. and slowly reclined it as I became more confident. The seat’s incline and fore/aft position can be changed on the fly with convenient quick-release skewers. The Azub headrest does a decent job but is difficult to adjust without a small wrench on hand.
I should mention that the Azub SIX and Azub MAX are almost identical to the MINI. Their main difference is the wheel sizes. The MINI is 20×20, the SIX is 26×20, and the MAX is 26×26. I test rode them all, and while I was not tall enough for the MAX (I felt uneasy having just my toes reach the ground at a stop), I did consider the SIX until I realized that the larger rear wheel on the SIX prevented the seat from reclining as much as on the MINI. If you’re considering similar bikes, the SIX and MAX are worthwhile options, especially since the larger rear wheels allow those bikes to have both higher gearing and less rolling resistance over large obstacles.
The SRAM DualDrive (DD) system consisted of a 9-speed cassette/derailleur along with a 3-speed rear internal gear hub (IGH). The system provided an ample 540% gear range and kept the front of the bike clear of multiple chainrings and a front derailleur. The drivetrain is controlled with one hand using a combined twist (for the 9 gears) and trigger shifter (for the 3 IGH gears) on the right side. A rider can fine-tune the gear range by swapping out the single front chainring.
As a first-time bent rider, it was easy to see why Azub offered this drivetrain option. Starting from a dead stop on a recumbent can be tricky, especially uphill. Incorporating an IGH allows the rider to shift to a lower gear while at a complete stop. So you can get out of a bind when you find yourself at a standstill and in the wrong gear.
The DD system worked reliably, but unfortunately, SRAM decided to discontinue them in 2017. Probably the biggest concern I had with this system was the fragile plastic click box that connected to the IGH via an equally fragile pull rod. Instead of the DD system, Azub now offers a nearly identical drivetrain by Sturmey Archer.
The Avid BB7’s are popular brakes that work well without much fuss. They don’t provide much range when you want to feather the brakes, but they have plenty of stopping power.
Azub mounts the brake levers on the USS handlebars in the “correct” orientation. By that, I mean when you grip the levers your pinky finger is closest to the end of the lever (as it would be on a regular bike). This provides the rider with a more natural feel when squeezing the levers, but it also means you end up with unsightly brake cables protruding out the ends of the handlebars and looping back in. In contrast, HPV orients the levers on their USS bikes the opposite way so that the brake cables follow along the handlebars as they exit the lever (yeah yeah I know I’m being picky here). As much as I like the lever orientation that Azub uses, I’d rather have less cable clutter and I did in fact change the lever orientation later for a cleaner look.
Ride stability and steering
The MINI is stable at both low and high speeds, thanks to the long wheelbase. I’m able to keep a fairly straight line even while climbing steep hills. The bike also handles itself at high speeds. My comfort level maxed out around 32 mph during some fast descents. I found its stability made it easy to learn how to ride and I never fell over. Also, being able to modify the steering ratio of the USS handlebars is a lot of fun allowing you to dial in the steering exactly how you like it.
Despite its small appearance, the MINI is rated at 275 lbs. The way the rear luggage carrier integrates into the main frame of the bike is clever. You can mount a trunk bag and a pair of pannier bags on the carrier. If you don’t need the carrier, you can slide it out of the frame and insert a plastic plug on the end of the frame. For more capacity on long tours, Azub offers additional side and bottom carriers as well.
Weight and custom upgrades
My biggest complaint about the bike was the hefty weight. Sure it wasn’t designed to be fast, but the bike weighed in at an impressive 45 lbs. I wanted to lighten up the bike, not just to help me get up those hills, but also so that I could lift the thing onto my car. So over the years I replaced many of its components with lighter counterparts.
I ended up replacing the stock wheelset with Velocity A23 wheels, the disc brakes for v-brakes (Paul Components), and the DD drivetrain with 11-speed road components (SRAM RED 11-32 cassette, rear derailleur, and bar end shifter).
For the front of the drivetrain, I was planning on a standard 34/50 double but soon realized my upper gear range would be severely limited by the small rear wheel (maxing out at 84 gear inches). Instead, I opted for a popular 2-speed front IGH, known as a Schlumpf Drive. This gave me the equivalent of 30/75 in the front (727% range; 18-125 GI).
I also replaced the front fork with a carbon fiber (CF) Bacchetta Johnson fork, and the aluminum front boom with a CF version from HPV. Since most of my riding was on the road, the loss of front suspension wasn’t too detrimental to the ride quality and the switch to CF provided significant weight savings.
Sizing up the competition
Besides the MINI, there is one other bike available stateside that is fully suspended with dual 20” wheels: the HPV Grasshopper FX. Fortunately, the only recumbent shop in NJ was a few minutes away from me at that time, and I had the opportunity to test ride both bikes and agonize for weeks trying to decide between them. They are similar bikes and either one would have been fine. One major difference is that the Grasshopper can fold up. In the end, I appreciated the design elements of the MINI and found its seat a bit more comfortable. I also liked that the Czech company has a reputation for making their bikes rugged and overbuilt for heavy world touring.
When all was said and done, my MINI ended up weighing a more manageable 30lbs and being an even more pleasurable bike to ride. Since switching to the Origami a few months ago, I’ve swapped most of the above upgrades over and returned the MINI to nearly stock form.
The MINI is currently on loan with a recumbent-curious friend. I’ve been considering selling it, but after writing this review I’m having second thoughts. Maybe I can make some space to keep it. After all, suspension recumbents with USS are a rare breed nowadays.
Thanks to the good folks at Azub and Jersey Bents for answering my non-stop questions about their bikes.