A Third Wheel - Aug 1999
As seen in Motorcycle Tour & Cruiser Magazine (now Roadbike Magazine). To subscribe call 877/693-3577. $19.94 a year for 12 issues.

Riding Lehman Trikes

By Laura Brengelman, Photos by Pam Proctor

Over the years, my husband and I have traveled countless miles on two wheels and four, but we've always been curious about what it would be like to ride on three wheels. So when Marilynn and Larry of Lehman Trikes offered us the opportunity to ride a pair of their fine trike conversions on a sunny day in Daytona Beach, we jumped at the chance.

Admittedly, I've always been somewhat skeptical that riding a trike was a true motorcycling experience. This test ride erased my doubts.

From carefree cruising along the coastal road and speeding down the highway to the waves we exchanged with other two- and three-wheelers, this was a way-cool motorcycling experience. Everywhere we went, passersby asked us about what it was like to ride these trikes. We had only good things to say.

RIDING A TRIKE

We discovered that there are times when a third wheel really comes in handy. Cruising down the long, straight boulevards with lots of stop and go traffic, riding a trike is a worry-free experience. The essentials of shifting, accelerating, and braking are the same as on a stock motorcycle. But when you roll to a stop, you don't need to worry about putting your feet down and balancing the bulk beneath you.

For the novice, the dual rear wheels take some getting used to. First, and most obviously, is clearance. As with driving a larger four-wheeled vehicle than you are accustomed to, a new trike rider will benefit from checking his or her mirrors when maneuvering among stationary objects. If you've ever experienced Bike Week in Daytona, you can appreciate the risk of invading another rider's physical space. I'm happy to report that we successfully avoided encounters of the chrome and custom paint variety.

Second, you must keep your feet on the floorboards or pegs. Putting your feet down or leaving them down when the bike is moving at all can be dangerous. The rear wheels don't differentiate between the road and your feet. One reminder from Larry during his preliminary parking lot instruction was sufficient warning.

There are important handling differences between trikes and bikes. When riding a trike, forget about such motorcycling techniques as counter-steering, leaning, and body-steering. It took me a while to get used to the fact that shifting your weight is of negligible value in affecting your direction of travel.

It has been said that anything you can do with a good sports car, you can do with a trike. It is indeed true that you steer a trike, much more like a car than a bike. Although a trike will follow in the direction that the front wheel is turned, this competes with a strong tendency for the trike to "drive" in a direct line perpendicular to the rear axle. To avoid excessive strain on your upper body, you need to learn to push and pull the handlebars in more radical fashion than you would steering a motorcycle.

When approaching a corner, my experience was that the trike needed to be turned in the direction I wanted to go before I twisted on the throttle. A trike's path of travel is more linear than that of a motorcycle and you have to take corners using more angular lines. Accustomed to cornering with sweeping lines, I had some readjusting to do. Instead of selecting one central apex, I had to focus on more deliberately turning into the corner at the beginning, and then turning out of it at the end. A trike might require several directional adjustments on extended corners. Although I had to work at these skills, I understand that it all becomes automatic and fluid after a couple hundred miles and that experienced trike riders can corner with the best two-wheelers.

The pair of Lehman trikes we rode were a converted Harley-Davidson Ultra Classic and a Honda Gold Wing GL1500SE. The instrumentation was unchanged from the original, accessorized motorcycles and both machines came with electronic cruise control, AM/FM stereo cassette decks, rider-passenger intercoms, and CB radios.

The engines and drive lines of these two bikes were more than adequate to power the additional differential, wheel, and weight of the trike kit. (The added weight is under 250 pounds.) Around town and on backcountry roads, we found these trikes to be surprisingly nimble. Interstate speeds were easily reached and, as with the stock machines, easily exceeded.

Of the two trikes that we rode, the Harley was easier to steer. This, I understand, was due to the rake of the front end. Larry and Marilynn explained that adding the optional raked triple tree up front, which was not installed, would lighten the steering on the Gold Wing trike.

At highway speeds, the trikes were stable and steady. With all of the bodywork, they did have a tendency to catch crosswinds just like any large touring bike. I could easily imagine doing some really long days on these machines.

Compared to the feel of going over a bump at slower speeds on a motorcycle, the reaction of these trikes' rear wheels to uneven road surfaces were much more pronounced. This may be in part be because we were so relaxed in the firmly seated position. I understand, however, that it is more a function of these trikes featuring conventional or nonindependent suspension.

When John Lehman first started working with trikes in the 1970s, he experimented with using independent suspension, which works well when riding at slow speeds. After extensive testing, the company decided that, when cornering above 25 mph, independent suspension action can cause a trike to lean the wrong way in high-speed turns. This could cause a dangerous condition as the rider has to force the trike back into the correct line. Today's Lehman trikes are made with "conventional" suspensions, and the wheel hubs are bolted solidly to a single differential.

Some other trike manufacturers do use independent suspensions, with reportedly successful results. Having tried only the Lehman trikes, I can only say that their claims regarding high-speed stability certainly hold true. In future issues of MT&C, we'll review and report on trikes made by companies that take the other approach.

BRINGING EVEN MORE ALONG

An avid motorcycle camper, I've always admired the look of full-dress trikes pulling trailers. I have found the riders of these machines to be dedicated enthusiasts, who carry everything they need effectively and with style.

If you regularly pull a trailer, you'll find that the safety margin of towing behind a trike exceeds that of pulling with a two-wheeler. This is especially evident when having to brake while cornering. The tongue pressure caused by the momentum of the trailer will make a two-wheeler to want to stand up in the corner, while a trike will take it all in stride. In fact, many trailer-pulling trike riders claim that there isn't much difference in handling between riding with or without a trailer.

ABOUT LEHMAN

The fit and finish of Lehman trike conversions is impeccable. Each unit is so well integrated into the design that it gives the impression that the original motorcycle designer was responsible for the entire unit. The rear trunks feature effective weather seals, which keep contents dry and free of dust, and the well-designed latches work.

The trike frame and swingarm are made of tubular steel, providing a relatively lightweight unit while offering maximum rigidity and longevity. Lehman offers unlimited mileage warranties for periods of up to five years. Claims under these warranties are reportedly rare. After five years, the extended life of the conversion kit is really a function of user maintenance.

Lehman offers five versions of its standard kit: Sport, Tour, Magnum, Sport Tour, and GTL (Grand Touring). The wide range of options accommodate many brands and models of motorcycles. The Sport kit (for Harley-Davidson FL, FX, and XL models, Honda Valkyries, and Suzuki 800 Intruders), which uses the factory seat, sissy bars, and rear fender racks, is the most economical and the lightest. The Tour kit (for Harley-Davidson FL and most FX models), which uses the factory seat and top tour pack, adds a rear-loading trunk. The Magnum kit (for most Harleys, the Valkyrie, and the Suzuki 1400 Intruder) includes the largest storage trunk, which opens up top, as well as a one-piece, full-width, lower spoiler. The GTL kit for Honda Gold Wing 1500s features an extra-large, lower trunk. Recessed taillights are repositioned on the fenders for greater visibility. And the Sport Tour kit continues the clean lines of the BMW R100RT.

Considered a pioneer in the development of the modern motorcycle trike conversion, Lehman has been producing trikes since 1985. Lehman trikes are offered at over 100 dealers throughout North America, and demo rides are available at most major rallies.

As seen in American Iron Magazine. To subscribe call 877/693-3572. $23.95 a year for 12 issues and get the Buyers Guide free! www.americanironmagazine.com

Threesome - Jan 2000

Trekking to Minnesota on a Lehman trike

Review by Chris Maida

Photos by Bob Feather

When you think of buying another Harley, do you find yourself thinking about trikes? When the opportunity to test ride a Lehman three-wheel conversion presented itself, my curiosity kicked in, and I was eager to see just how well one of these machines performed.

I used to ride trikes occasionally back in the 1970s, but those were 750cc Flatheads ("45s") with a rigid rear suspension, long springer front end, and tiny front wheel. They were wild to ride, but handled awful. In contrast, the trike I would be testing was a TC 88-powered 1999 Road Glide, with rear suspension and state-of-the-art componentry.

The first time I took the trike out on the road I noticed that, besides never having to put my feet down, the machine attracts a lot of attention. In fact, it's good thing that I like talking to people, because they come around you everywhere you go. One guy actually pulled out of his lane while waiting for a stoplight and came into the gas station I was at just to ask me about the trike.

Lehman trikes are converted Harley-Davidsons. The swingarm and rear section of the donor bike are unbolted from the frame and set aside, as are the rear sections of the exhaust system. The only stock components used from these parts are the seat, rear drive pulley, rear sections and mufflers of the exhaust system, and rear shocks. The seat is used as is.

The rear pulley's center core is removed so the outer section can be bolted onto the trike's rear drive unit (carrier), which gives the bike its stock gear ratio again. (However, the rear tires you order will also affect the overall gearing of the trike. There are a number of wheel and tire options available, so ask about them if you call.)

As for the rear sections of the exhaust system, they are retained as is, but with the addition of small extensions. The stock mufflers are then reattached. However, if you prefer a different muffler, Lehman will install any brand you want.

Once the conversion is completed, the owner gets all the stock components back with the new H-D trike. This way, if you ever decide to convert back, you'll have everything you need, except for the rear drive pulley and rear sections of the exhaust system. Nothing is welded onto or cut off the stock frame. The Lehman swingarm assembly bolts to the OEM frame at the stock swingarm's pivot point. The conversion kit's subframe bolts to several points and brackets on the stock frame.

How do the Harley and trike section blend together? You would be hard pressed to see any real delineation between the two. The fiberglass work supplied by Lehman blends in flawlessly with the stock Harley-Davidson parts. In fact, many of the people I talked with thought that H-D was now making trikes. The meld is that good. In fact, Lehman also does a great job of perfectly matching the stock paint color. And, dependent on dealer, you can also request a custom paint scheme.

It was very easy for me to make the transition from a two-wheel H-D to the Lehman trike because everything from the swingarm forward is the stock componentry. All controls, brakes, dash, fuel tank, etc. are all H-D. The Lehman seemed a natural evolution of the species.

About the rear drive: Sealed, long-life bearings are used on both sides of the carrier, which is a differential unit that allows the inside wheel to drive the bike while the outer wheel spins free during turns. This makes turning a much easier process. Both wheels drive the bike at all other times. Sealed, long-life bearings are also used at both ends of the axle. While we're on the subject of bearings, the only extra bit of maintenance that has to be done is to give the rear drive unit a couple of shots of grease every time you change the engine's oil.

All trike bodies are 54” wide and are constructed of 1/4” to 3/8” thick fiberglass. The bodies are formed as one-piece units, except for the inner trunk and stiffeners, which are made as separate sections and are then fiberglassed to the main rear section. While Progressive Suspension rear shocks are an option, the stock rear units are used under the tail section.

Out on the road, I put this trike through its paces for over 3,000 kilometers (1,865 miles). I also took it on a two-day trip from Connecticut to Minnesota to see how well it traveled. No problem here. It was even a little less fatiguing than riding a two-wheeler because you are not constantly making minor body adjustments for balance. The two rear wheels decide that for you. Another important factor on a trip is carrying capacity. The trike has a locked, watertight trunk that carries a lot of gear, more than a couple of saddlebags would.

I also rode the Lehman to work every day, as I do most of my test rides, rain or shine. In fact, I also rode it through Hurricane Floyd, or what was left of it by the time the storm reached Connecticut. The only time I was pushed where I didn't want to go was when I was on a high bridge by the water on Interstate 95. I was in the middle lane and a very strong gust (about 50 mph!) pushed me into the left lane. I was still in control of the bike, but could not keep it from drifting over.

I also rode through torrential rain. As some of you may know, some roads get puddles in the tire grooves. I rode through miles of these as I passed through Ohio on I-80. The trike took them with no problem. Even when the rear wheels were hydroplaning, the front wheel was on the road's center high spot giving me directional control.

I also tried to get the tail section to spin out on wet, oily surfaces. And while cracking the throttle as I whipped into a turn, if I did get the rear wheels to spin and break free it was very predictable and stable. In fact, as soon as I backed the throttle down, the rear wheels again caught the roadway. I also tried panic rear-brake-only stops. The bike tracked straight and stopped quickly. No surprise here. After all, there's a lot more rubber hitting the road than on a two-wheeler. In short, I found this trike to be very stable in all road conditions.

So, did I find anything wrong? Well, the only feature that I think may put some people off was the steering. Seeing you can't lean the bike, steering is a push/pull affair on the handlebars. Now, I didn't have a problem with it, but it is definitely harder to steer this trike than a two-wheeler. So I put my wife, Ali, on the bike and let her loose in a parking lot for about a half-hour to see what she thought of it. She reported that it was fine when moving at 10 mph, but was tiring at slower speeds. Lehman's response was that it is currently developing a set of raked triple trees, which will eliminate this problem. That sounds right to me, seeing that's exactly what H-D did on its trike and sidecar models.

The other concern some people may have is that there is no reverse gear. Remember, unless the donor bike comes with a reverse, which Harley-Davidsons do not, you're not going to have one. This means being a little selective about where you park, so don't pull into downhill parking spots. Back into them, instead. The trike is very easy to move on level ground. Many times, I was able to back into, or out of, a space using just one foot on the ground.

The folks at Lehman have a variety of models to choose from and can convert various H-D models. You can also have your present bike converted if you want. Conversions are available for all FLs, XLs and most FXs. Lehman has four different body styles to choose from to suit any need.

So if you're thinking of going to three, you should check out a Lehman. In fact, that short test ride has Ali thinking twice (or is that three times?) about her two-wheeler.

As seen in American Iron Magazine. To subscribe call 877/693-3572. $23.95 a year for 12 issues and get the Buyers Guide free! www.americanironmagazine.com

2002 Lehman Bandit - May 2002

An H-D Deuce-based lightweight trike

Review by Chris Maida

Photos by Bob Feather

People own trikes for a variety of reasons. Some love the way a three-wheeler looks. For others, it's the attention they get when they ride one and, believe me, they get a lot. Whenever I've been on a trike, it's always drawn at least one curious onlooker, if not a crowd, whenever I stopped for gas.

Some people ride three-wheelers because they have trouble holding up a 650-pound (or heavier) Harley. That extra wheel also does the trick for people who want to ride, but are afraid of falling. Three wheels enables them to be in the wind, free of fear or anxiety. Finally, some people have a disability that prevents them from cruising on anything with two wheels. A trike gives them the mobility they desire despite their physical limitations.

In July 2001, I fell into this last category, literally. Earlier that month I had broken my right ankle and dislocated my right foot in the process. Suffice to say, doing anything on two wheels was out of the question for quite a few months. With Sturgis less than a month away, I was brainstorming with Joe and Fin, my assistant editors, about how I was going to get around Sturgis to look for feature bikes if I couldn't ride or drive a car. The prospect of being a passenger in a rented Buick was not a pleasant one, but it seemed the only way possible, as limiting (and frustrating) as that would be. That is, until Joe said, "What about a Lehman trike? You’ve been saying how we need to review one again. Maybe they can hook you up with a three-wheeler for Sturgis?"

Joe was right. It had been a couple of years since we reviewed a Lehman. The last one I did, a converted TC 88 Road Glide with a trunk, fairing, and lowers, was an excellent bike (January 2000 issue). In fact, I rode it around Connecticut for several weeks before finally riding it out to one of Lehman's dealers in Minnesota, a two-day run.

I put a call into the good folks at Lehman Trikes to see what they thought of the idea. As luck would have it, Marilynn, one of the owners, said they had a model that they were looking to get some exposure on. It was a converted TC 88B-powered Deuce called the Bandit. Marilynn said it was lighter and more nimble than the Road Glide version I had tried a couple of years ago. It sounded like we had found the perfect answer: a good story for the magazine, coverage for Lehman on a new model, and just what I was looking for. The details were quickly worked out, and the Lehman crew had the silver trike you see here waiting for me at their usual display area in Sturgis, right on Junction Avenue.

As soon as I pulled out into traffic, I knew the Bandit was just what they said it would be. Because it doesn't have a trunk in the rear, just a minimum amount of bodywork, it was lighter, more agile, and had better acceleration than the full-bodied Road Glide version, sort of a Trike Light.

The forward controls on the Bandit also made it possible for me to operate the rear brake, even though my foot was in a walking cast. That was important, because unlike on a two-wheeler version, the Deuce front brake will not stop the heavier trike by itself in a reasonable distance. However, those two huge rear (car) tires have much more traction and stopping power than the small-in-comparison rear tire of a bike. In fact, those rear wheels, with all that rubber on the road, do a great job of stopping you in a hurry when you have to slam the binders on. Just the reverse of what happens on a two-wheeler. As for rear wheel particulars, they are 7.00/15” Dayton Wire Spoke rims wrapped with P265/50/R15” Dunlop GT Qualifier tires, which are stopped by two Lehman dual-piston calipers. And while we're on the subject of brakes, the Bandit also has something else the Deuce does not -- a parking brake!

One of the features of Lehman trikes that I especially like is the way the trike body blends cleanly and smoothly with the stock Harley's sheet metal. Even the colors blend perfectly, which is due to the fact that Lehman matches the stock H-D paints. The fit and finish on all the Lehman machines I have seen, whether painted in stock colors or something custom, has always been top-shelf. I also like the spoked rear wheels on the Bandit. In fact, when we were having a BS session back at the house we rented for Bike Week, we all agreed that an 80- or 100-spoke front wheel would really round out the package nicely.

As for how the bike handles, it was easy to maneuver around in the congestion of Sturgis, though the fact that you can not lean does make the front end a bit hard to turn at very slow speeds. I didn't find it a problem, but it does take more effort than a two-wheeler, like all trikes and sidecar-equipped bikes. However, if you found this too much for you, a set of raked triple trees, which is an option Lehman offers, will help this a lot.

Out on the open road, the Bandit handled very well. I had it up on the highway many times during the event and had no trouble keeping up with the flow of traffic on the highway. Lane changes and turns were all fine with the Bandit handling them solidly and stabily, as long as I made direction changes that were not abrupt. (I guess I have to say that or people would take one out for a spin and try to whip it around a high-speed turn like they were in a Porsche or something.) Sharp turns around town, into side streets or driveways, were a piece of cake. As I said earlier, the Bandit is more nimble than the FL versions.

So, just what does it take to convert your bike to a Lehman trike? Mechanically, the trike is all Harley-Davidson, except for the rear section, which is installed only by Lehman's authorized dealers. The front end, wheel, and brakes, as well as the tanks, electrics, primary, and everything forward of the seat are all stock H-D issue. The engine and five-speed transmission are also stock Twin Cam 88B components, which means the transmission in the bike that I rode didn't have a reverse in it. However, a reverse drive is now an option on all Big Twin models.

Though they made this one out of a Deuce, the crew at Lehman can convert almost any two-wheel H-D, be it a FL, Dyna, Softail, or Sportster, to a Lehman trike. And nothing is cut on the stock H-D frame to make the conversion. The only part that is permanently altered is the rear pulley. If the owner decides that they want to convert back later on, it's no problem. Sounds like a deal to me!

TECH SHEET
Manufacturer: Lehman Trikes Inc.
Trike model: Bandit
Motorcycle: 2001 Harley-Davidson FXSTD-I
Painter: Lehman Trikes Inc.
Overall length: 104”
Overall width: 54”
Overall height: 49”
Wheelbase: 66.6”
Ground clearance: 5”
Seat height: 26”
Curb weight: 937 pounds
Engine: Stock H-D Twin Cam 88B
Transmission: Stock H-D five-speed
Primary drive: Stock H-D
Final drive: Lehman
Frame: Stock H-D
Front wheel: Stock H-D
Rear wheels: 7.00/15” Dayton Wire Spoke
Front brake: Stock H-D
Rear brakes: Lehman dual-piston calipers
Parking brake: Lehman
Front tire: Stock H-D
Rear tires: P265/50/R15” Dunlop GT Qualifiers
Rear suspension: Lehman No Lean
Rear shocks: Progressive coil-over hydraulic
Front fender: Stock H-D
Rear body: Lehman
Passenger backrest: Lehman
Steering damper: Daytona

Like it or not, trikes are hot

As seen in Cycle Canada (April 2003)

When John Lehman built his first trike in his back shed as a present for his
wife, he wasn¹t expecting to eventually become the world’s biggest trike
manufacturer. Yet last year Lehman’s Alberta-based company, founded in 1985,
recorded more than $12 million in revenue and is the world leader in trike
sales.

Lehman designs and builds its trikes at a plant in Westlock, Alberta, which
houses over 70 people working in management, marketing, engineering,
production, administration and assembly. Lehman sells both conversion kits
and complete trikes based on different Honda, Suzuki and Harley models.

Professional engineers research, develop and design the suspension,
transmission and braking systems each trike or conversion kit needs. The
trikes’ claimed weights range from 367 to 526 kg (810 to 1,160 lb), and the
company offers accessory triple clamps that rake out forks and provide less
trail to offer lighter steering. A large accessory line lets owners
customize their trikes with parts such as reverse gears, rear disc brakes,
aftermarket shocks, steering dampers and cosmetic chrome accessories.

Lehman offers trike conversion kits for Honda’s 1500 and 1800 Gold Wing, the
Valkyrie and Valkyrie Interstate, Suzuki’s 800 and 1400 Intruders and the
Suzuki Volusia 800. Harley-Davidson conversion kits are available for
Softail, Touring, Sportster and Dyna Glide models. The factory-produced line
of six Honda and Suzuki-based trikes and the six Harley-based trikes all
meet Canadian MOT, U.S. DOT and German TuV standards. Lehman is the only
trike manufacturer that meets all those standards. The kits are backed by
two-year unlimited mileage warranties, with seven-year extended warranties
available. Now publicly owned, Lehman has a network of 130 dealers across
North America, Australia, England, Germany and Japan.

"One of the realities of being a public company is the requirement to
promote the shares, and the company, just as hard as we promote the
product," said Lehman CEO Larry Strilchuk. "We have also always believed
that one of the keys to our long-term success at Lehman Trikes are the baby
boomer demographics." With 90 per cent of its sales also coming from the
U.S., Lehman has sponsored a North American owners club of more than 1,500
members, promoting rallies, rides and the club magazine.

"We are no longer a curiosity for people," says Strilchuk. "The average
visitor to our show booths is more and more becoming an informed and serious
buyer."

Lehman¹s new Volusia-based Gypsy trike is the least expensive trike in the
model line at $20,995. A touring model Harley trike would top $55,000.
Pricing for the conversion kits, including installation, ranges from $13,199
to $17,699, and includes a new swingarm, coil-over shocks, automotive drum
brakes, a Ford differential, shaft drive and a body kit to suit the given
bike. According to Laura Shaw of Toronto’s Heavy Duty Cycles, a registered
Lehman dealer, it takes 25 to 30 hours to install a conversion kit.

‹ Piero Zambotti

Stock Mild to Wild is a full service motorcycle dealership located in Jacksonville Florida. We are an authorized Lehman Trike and Alpha Sports dealer, and specialize in sales and service for all American, European and Japanese motorcycles. We also carry a wide range of quality new and pre-owned motorcycles, Trikes, 4-Wheelers, apparel, parts and accessories. See our Gallery for 360 degree Virtual Reality product showcasing here, or browse our Online Store Front to purchase accessories, Trikes, and motorcycles online today.

We have a fully equipped Service Department including Dyno booth, Flow bench, and machine shop. We specialize in performance tuning, and customization. Visit our service page here.

We also carry a wide range of quality new and pre-owned motorcycles, Trikes, 4-Wheelers, apparel, parts and accessories. See our Gallery for 360 degree Virtual Reality product showcasing here, or browse our Online Store Front to purchase accessories, Trikes, and motorcycles online today.

Stock Mild to Wild is your one stop shop for all Lehman Trike, Custom Trike, Harley Davidson, and Alpha Sport needs.

Harley Davidson Parts and Accessories can be Found Here at Our Online Store.