PBP is demanding for velomobiles because of the distance, and the sustained high speeds. That seems to expose some of the shortcomings in the steering mechanisms. The other main complaint is aerodynamic instability in crosswinds.
The first interview I did of a velomobile pilot was Hans Wessels, who did 65.27 hours in 2003. I got a couple of interviews this time, and we put two velomobile related interviews into the 2015 film. Just because the rider starts in a velomobile doesn't mean they'll finish in one.
The early PBPs put seals on the machines, as the event was as much a test of the machine as the rider. I'd love to see Hajo's GPS data. Is it on Strava?
You're not getting it, HPV's don't ride themselves - people do. If someone wishes to install a motor this is a reflection on them - not on the HPV.
And PBP is demanding for velomobiles? First back on PBP would suggest otherwise - as I said it down to the rider and not the HPV.
We do like to get interviews as close to the finish line as possible. That way there's no filtering.
In these two instances we have a report of steering component failure, and of a machine that was only received immediately prior to the event, without an opportunity for a 'shakedown'.
I've just been refurbishing my wood chipper, a machine that produces a lot of vibration. That tends to loosen linkages, and causes fractures where cowlings are attached to the main chassis. Those cowlings also obscure components which are subject to wear, but also protect those components. The standard machine used on PBP has certain vulnerabilities. The first rider we saw with a major problem had a broken derailleur, caused by another rider clipping it.
So beyond the basic issue of increased mass, and improved aerodynamics, a velomobile has a more complex interaction with vibration, and poor access to key components. So completion of an SR series, and PBP, provides reassurance that the machine is capable and reliable.
The run of the mill bicycle is an assemblage of generic components. You could take most of the bits off one 700c fast tourer and swap them with another. HPVs are more brand specific, so there's more benefit from getting your product being seen to succeed.
Comparing the average speeds of the lead group and Hajo over the last three stages is interesting. The group of three had a lead at Villaines, which was gradually eroded by Hajo. That's consistent with my memories of the 2011 course, with lots of flat sections, where high speed cruising is possible.
But I didn't ride this edition, so I don't know what the new route feels like. The final 25 km of the old parcours was very HPV unfriendly, with lots of hills and junctions, especially the pre-2015 version. There's also the question of the diversion after Dreux, about which I've had poor reports.
We have strayed way off topic here. However, I think you have a few misconceptions on Velomobiles;
All models are of monocoque construction so have no frames or chassis (bar two weird Australian ones which are crap and won't be seen doing any serious rides) so vibration has no effect, it could be argued that vibration is less than most road bikes because of full suspension although NVH tests would need to carried out to verify, so as long as appropriate fasteners and/or thread locks are used nothing comes loose, certainly in 10 years of velomobile riding I've never experienced a loose fitting through vibration, I would like to know who and which machine suffered the steering failure as I don't recall reading about it, and we are a small close knit community that chatter and bicker like fisherman's wives! If it was Hans as you refer to earlier I can find out more although I thought he normally rode a recumbent bike. If it was Bill Russell in 2015 then yes he had many mechanical problems with a machine that had supposedly been tested and set up by a French dealer, although he still finished in time.
Agreed access to components can be more difficult than an ordinary bike but it was assembled by man so can be disassembled, although most modern designs have access panels so no more difficult than an ordinary bike.
As for components, the gear train is standard bike components so no problems there and they last much longer, I'm still running the same cassette and brake pads from new (nearly 5 years and over 25k miles). Components such as front suspension are pretty much identical between all European manufacturers and are robust, just wear and tear over many thousands of Km's requires any replacement of parts although I agree you can't get them in your local cycle shop.
I have to say all the mechanical problems I've had bar one were with off the shelf bicycle components, although I've never been stranded by any of them, unlike I have been with road bikes in the past (seat post snapping, downtube fracture, fork crown failure).
One aspect you have got correct is cross wind effect, a large surface area to relatively low mass does equate to movement, sometimes violent, but with experience you learn to let it happen and not try to resist (unless heading for something damaging), although some models are more prone than others, mine for instance is fairly lively in crosswinds although fitting spats or "pants" as they are commonly referred to over the front wheel openings reduces this enormously at the cost of reduced steering lock, which after seeing some of the tortuous routes into controls I'm glad I took mine off.
PS I like to think we all ride HPV's (unless you strap an electric motor to it (got this back on topic)), derivatives of which are bicycle, tricycle, ElliptiGo, velomobile etc.
