Weekender Ride

“Everybody in the industry thought I was mad”: An interview with Islabikes founder Isla Rowntree

Posted by on March 9th, 2018 at 11:05 am

Isla Rowntree at her Portland facility in June 2017.
(Photos: J. Maus/BikePortland)

“Shops are typically run by conservative, not that young — and dare I say male — shop owners in the industry. That would be the profile who just thought I was mad. So I wouldn’t have persuaded them to buy anything from me.”
— Isla Rowntree on why she decided to sell customer-direct

You’ve probably seen them: Young kids zipping around on great-looking (usually red) bikes with the Islabikes name on the downtube. Isla Rowntree is the woman behind this business. She founded the company in 2005 in the picturesque town of Ludlow in the United Kingdom, about 155 miles northwest of London. In 2013 Islabikes came to North America and planted their headquarters in Portland’s Hosford-Abernethy neighborhood.

Last summer Rowntree paid a visit to her bustling U.S. outpost and I met up with her for a chat. We sat in the upper floor of their warehouse and showroom on SE 7th Avenue and she shared a brief history of children’s bikes, her passion for making good ones, the challenges she faced as a start-up, and how Islabikes almost never ended up in Portland.

The Q & A is below, edited slightly for clarity (for full effect, read her words in a proper British accent)…

I was intrigued to learn you started a children’s bike company, but that children weren’t your inspiration?

“No. It wasn’t through my own children. I’ve been in the bike industry pretty much all my working life. I started in a bike shop when I was still in school and experienced my own personal challenges with fit and ergonomics because I’m fairly physically small. I came up with some solutions for those challenges and tinkered about with them throughout my twenties. Then, 11 or 12 years ago, I got to an age when my friends — and my sister in particular — had started families. They were all asking me what bikes to get for their kids. And that really drew my attention to the details of children’s bikes as they were available at the time. I was expecting to make a recommendation, do a bit of research and say, “OK get this one for your child.” But they were all so awful.

What made them so bad?

The bicycles available for children in the early 2000s were worse than they are now and probably the worst point in the history of children’s bikes. If you look at older bikes they were O.K., for their time. They were well thought-out transport bikes. The fit was quite good. In the early 2000s when I was looking, they were so heavy. 14-16 kilos (30-35 lbs) for a bike for a five or six year-old, which is unbelievably heavy. And that was because they were covered in tat. Things like tassles, non-functional bits, and quite often licensing deals. So it might be a Barbie bike or a Bob The Builder bike or whatever. The manufacturer would be paying for that licensing deal so would have actually less money to spend on the bicycle itself. So all this stuff would be covering a really terrible bike underneath.

Two year-old hands that can pull a brake lever.

But I think the point at which children’s bikes went backwards and became particularly awful was through the mountain-biking boom in the early 1990s. That’s when the industry went into oversized tubing, initially in steel and then we went into aluminum. And the tubes got much bigger. But then they wanted kids bikes to look like adult bikes, so they made them with oversized steel to give it the big, chunky look. And it was strong enough for a 300-pound adult to ride and you’ve got a 50-pound kid on there. It was just ridiculous. And they would put full-suspension forks on with no movement in them. That’s another 3-4 pounds doing absolutely nothing. And then they put triple-chainsets on them — all out of steel. And almost every child you’d see riding would be on the small sprocket at the back and the small chainring on the front where they’d got stuck and they’d be there forever. Forever on one gear. And they can’t shift because the shifters don’t work.

So the weight was horrendous for no functional benefit. And then you’ve got the ergnomics, which were just dreadful. There was no thought given to how this thing would fit. They were designed to move off the shop floor. “How can we get this thing off the floor and get the money off the customer,” was the thinking. There was no thought to what would happen thereafer. There was no consideration given to the experience the child was going to have on the bike. The shape was awful. The cranks were way too long, the bottom brackets were too high. The relationship between the top-tube length and the reach was like — I was going to say guesswork, but that would imply they actually thought about it.

And then things like the actual functioning parts… The brakes were really a big deal. Back then most of the brakes were out-of-reach for my small hands. And if I had been able to reach them, I wouldn’t have the strength to actually pull them properly, so you’re putting a child on a safety-critical product with brakes they can’t actually use.

I don’t think anybody set out to design an awful bike, but their minds just weren’t in the place of the user. To know what it feels like to ride a bike where you can’t reach the brakes. You don’t have any confidence to go fast because you don’t think you can stop. It’s a really big deal. I’m a super-confident rider, but you put me on a bike where I can’t reach the brakes and my confidence just goes like that [gestures downward]. So what’s it like when you’re four years old and you’re still learning?

Things like brake reach, crank length, and all the tiny details really make a difference. I felt I could extrapolate that learning down to something really small. I knew what the challenges were.

Here’s where my head was with all this… My sister has four children, she bred me this perfect test team. And because I love bikes, like you, you want other people to love them too. You’re an evangelist about it and you want to share it. And I thought about my nieces and nephews and realized: This could put them off of cycling because these are so awful and they’ll have such a bad experience they might not actually want to ride. That was really the spark for me. And I felt straight away, looking at one of these sad bicyles, I knew how to solve all those problems — because I had solved a lot of them for myself.”

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Islabikes GM Tim Goodall delivering a bike to a customer in 2013.

How did you create a bike company from this?

“I was already in the cycling industry. So I already had contacts and connections in southeast Asia. So I just set about. I handed in my notice at the place where I was working and gave myself a six-month timeframe to start trading [doing business] — not a long time to develeop a full bike range. I had a 5-6 page handwritten business plan and set about doing it.”

Did you get a good response from the market?

“Yes. From the actual customers. The reaction from the industry was, “Nobody will pay that much for a kids bike.” That’s quite interesting in and of itself. The best children’s bike for a four-year-old on the market at that time cost £50 [$70 dollars] and ours cost £100 [$138]. So we were doubling what people who want a half-decent bike would typically pay at that time. It was a big step. That bicycle now, that Cnoc 16, it’s the same bike but it’s way better now. It’s £280 [$389]. So it’s now over five times what the next price in the marketplace was just over 10 years ago. So we’ve completely changed the perception of what’s acceptable to pay for a kids bike.”

Right. But many people can’t afford a bike at that cost.

“Bicycles have become so cheap. They need to be accessible, but you need to make something to a standard that is actually going to keep working and be functional. You get to a point where you try to make something cheaper and you get to a point where it’s not worth making anymore. There wasn’t an appetite in the industry for doing more expensive children’s bikes. Althought I didn’t think of them as more expensive, I just thought of them as being better. So I didn’t come up with a price point and then design a bike. I designed a bike and then worked out what we had to sell it for to have a viable business. And you have to have a viable business in order to keep providing the thing you want — to give the kids a better experience.

And you have to always have an eye on the commercial aspect with any business. If you get it wrong commercially, it fails. We’re in a capitalist world. If you get it wrong and it disappears, and if your reason for existing is purpose-driven, like ours is, it ends at that point.”

It’s interesting to me that you had that response to higher-priced kids bikes from retailers who have no problem selling very expensives bicycles to adults.

“Our bicycles — in the overall spectrum compared with adults — are actually priced right at the bottom.”

So it’s about respecting children as users of bicycles?

“Yes. Aboslutely.”

And your product line and business continued to grow?

“Yes. At first it was just me. Tim [Goodall, who runs the U.S. operation in Portland] was my first colleague. He’s our managing director now. We have about 35 people in the U.K.”

Your business model is different. You sell direct and by appointment, not through dealers. How did that come about?

“There was a lot of negativity in the traditional bicycle industry about that as a model. I think things are changing now. We used to be associated with old-fashioned mail order with zero customer service and we’re absolutely not about that. There were two initial reasons for doing it. The main reason is that we control the quality of the bikes, which is delivered in the preparation. You have to get all the details right to get a four-year-old hand to stop the bike.”

What are those details?

“Things like, very short-reach brake levers. Not adult brake levers with the stop screwed in. I mean really tiny ones that we design ourselves. Small diamater handlebars, much slimmer grips that move the hand closer, and you have to have the right length crankarm. And this is the key — your brake cable. You mustn’t have any burring at either end of the cable where it’s cut because it will add drag to the system and the child’s hand won’t be strong enough to overcome the drag. And the point of contact of the pads on the rim and the position of the lever needs to be in the strongest part of the child’s hand. There’s also the position of the brake lever when the pads touch the rim; you have to get all that right for the bike to perform as I’ve designed it. Through doing the bicycle preparation ourselves and handing it directly to the customer, we control all of those details.

There are loads of great IBDs [independent bicycle dealers] out there that do a good job of preparing bikes; but some don’t. And even the good ones don’t neccessarily understand those tiny details that apply to a child’s bike. So our preference is to control that. Because it’s not just about the bicycle design, it’s about the bicycle preparation.

I’d started a business where everybody else in the industry thought I was mad because the bikes were twice as much as the next available product in the marketplace. If I was going to distribute through IBDs at that point in time I would have had to have gone around to them all and convinced all these IBDs to buy my bicycle line from me. The bikes cost twice as much. Shops are typically run by conservative, not that young — and dare I say, male — shop owners in the industry. That would be the profile who just thought I was mad. So I wouldn’t have persuaded them to buy anything from me. A few might have done it and they might have stuck them in a dusty corner of their shop. If they had bought them and managed to sell them, I’d get paid for the bikes three months later. So the business would have never started.

I believed the market was there, but I had to find a way around how things were usually done in order to get to them. So I just went directly. Given the position I was in. I don’t think I had a choice.”

You were able to gain a strong following in the U.K. and now you’re here in the U.S. Have you noticed differences in the two markets?

“It’s very different. The U.S. is huge. It’s just very big. Geographically it’s enormous. The U.K. is quite small and much more densely populated. Travel distances are smaller so the community within the cycling fraternity is much easier. The readiness to accept our direct business model is perhaps a little slower here compared to our experience in Europe.”

And what about the Portland part of your experience? Has that been a good decision?

“The Portland part is really a big part for us as a business. A business is a group of people with a set of values and its own culture. When we were planning our move here, we did a farily dry exercise with a map of the U.S. and worked out where we might be located. You’ve got your populations on each coast and we worked out that the optimal place to be located in terms of physically distributing our product was probably California. And that’s where we planned to locate ourselves initially.”

We did a scouting trip to the Bay Area. It was great; but it didn’t feel right. That’s where it comes down to being a group of people with a culture and values. It’s really hard to articulate, but it was lovely and a wonderful experience to visit. It was great fun; but it just didn’t feel like us. I went back and told Tim, “I just don’t think you’ll be happy being there. It’s not going to work.” His uncle had been saying, “Tim you’ve gotta get to Portland!” so we booked a flight here and within a day of getting off the plane we just said, this feels like home.”

Follow Isla on Twitter at @IslaRowntree and see how she’s working to create bikes that last forever via the Imagine Project on Instagram.

— Jonathan Maus: (503) 706-8804, @jonathan_maus on Twitter and jonathan@bikeportland.org

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40 Comments
  • 9watts March 9, 2018 at 11:33 am

    A fascinating look at how consumers, so called, can end up with such poor choices (before your interviewee came along). Many insist that the products we get are the products we demand/want, but it is of course nothing like that. We only get to choose from among the products the manufacturers want to produce, and as your guest points out there are many factors besides customer preferences which shape what gets produced.

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  • Skip March 9, 2018 at 11:36 am

    Our family has owned two IslaBikes, the Beinn 24 and Beinn 26 for our daughter over several years that we ride for commuting to/from school. They certainly are more expensive, but made of high quality components that fit are work well for children. In addition, they are one of the only companies in the US who offer fenders and a rear rack on kids bikes, which makes using them for commuting much more comfortable than many other bikes made for kids.

    When it came time for me to sell her 24 and purchase a 26, I discovered that there’s a very lively resale market for these bikes, as the components are so well made that they last well beyond the age needs of the kids who ride them. I was able to recoup a significant amount of the purchase price by selling my used one, which lessens the overall impact of the higher price. Not to mention that since most poorly made kids bikes end up in landfills, it’s good to know that her old bike is continuing to give joy to another child in our area.

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    • Jamie Wrench March 12, 2018 at 9:12 am

      Then you will love Isla’s next project – the totally recyclable bike you just lease till you grow out of it. Watch out for the Imagine project!

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  • Caitlin D March 9, 2018 at 12:17 pm

    What an interesting read! We’re lucky to have such excellent kids’ bikes available right in our neighborhood. Glad you chose Portland, Isla!

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  • CaptainKarma March 9, 2018 at 12:23 pm

    There should be a $15 REBATE for bikes, esp. kids bikes. $15 to lose a smog-belching, chemical-drippin’ crosswalk hoggin’ SUV is a no brainer. In fact, it should be an annual rebate!

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    • Middle of the Road Guy March 10, 2018 at 2:18 pm

      How many children are driving SUVs?

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      • mh March 10, 2018 at 2:54 pm

        How many children are being driven to school in them?

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        • Dan A March 11, 2018 at 10:16 am

          We have about 100 of them go by our house in the morning on their way to the school, while my son sits outside on his bike waiting to get across the road.

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  • Dave March 9, 2018 at 1:11 pm

    Having grown up on a US-made Schwinn in the 60’s, I really applaud Isla Bikes–it is wonderful to see someone selling children’ bicycles that are not “bicycle shaped objects” designed, sold, and assembled by the bike-ignorant. May Isla last 100 years!

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  • Dan A March 9, 2018 at 1:25 pm

    We’ve got a Beinn 20 and 24 in the garage. We’ll be moving our 20 rider up to the 24 and going back to the shop to get a 26 for our oldest this summer. Great bikes.

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  • Greg Spencer March 9, 2018 at 2:06 pm

    I also found this interview fascinating. It explains so much. The bikes we’ve bought for our kids have all been precisely as Rowntree describes: very heavy with showy, unnecessary suspension systems; adult-size brake levers and way too many gear combinations for a beginning rider to get their head around. But when we bought those bikes, there was no alternative — there were countless brands and models but they were all essentially the same bike. I will look into an Islabike when our second grader’s ready for a bigger bike.

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  • JBone March 9, 2018 at 2:28 pm

    Great article and fantastic bikes. Thanks for landing here, Isla!
    If you are looking for a mountain bike for your little one, be sure to check out Lil’ Shredder out of Troutdale.
    http://lilshredder.com/bikes

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    • Dan A March 9, 2018 at 3:08 pm

      Prepare to see 9watts’ head explode! Those Shredders look sweet, but you know you can get a 16″ bike on CL for $12: https://portland.craigslist.org/mlt/bik/d/girls-16-bicycle/6508827034.html

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      • 9watts March 9, 2018 at 7:11 pm

        You’re catching on. 😉

        I just think it is good for the (generally well-off) bikeportland readership not to lose sight of the fact that other options exist, and that some couldn’t afford $549 wheel sets, or $2250 kid’s bikes.

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  • Chris I March 9, 2018 at 4:15 pm

    The Rothan balance bike is a fine piece of engineering. My 2-year old loves it, and it instantly made her want to bike more. We are now looking at a pedal bike, but I was irritated to find out that most models have coaster brakes. Does the Cnoc have a free wheel conversion option?

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    • Spiffy March 10, 2018 at 3:50 pm

      looks like none of the Islabikes have a coaster brake… they all have front and rear cable brakes… the description doesn’t mention a coaster brake…

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  • James Buckroyd (Contributor) March 9, 2018 at 10:12 pm

    Cool article, a great example of the power of Design Thinking. well done.

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  • Al Dimond March 9, 2018 at 11:36 pm

    I guess kids’ bikes have moved, and not in a good way, since I was growing up in the ’90s. My first few bikes were more like mini-BMXs than mini-MTBs, single-speed with coaster brakes. That minimized drivetrain and braking complexity so I could just go ride with no fuss! You didn’t see mini-MTBs until you got up to 24″ wheels (I got a pretty sensible, good-quality one used from a neighbor that outgrew it), and the fad of useless suspension hadn’t hit in earnest yet.

    Of course at the time we couldn’t wait to graduate to multiple gears and hand brakes… and we would have thought suspension was cool no matter how useless. And when I moved out on my own after college I thought what I really needed was a racing bike, the less-comfortable the better. It’s good to hear someone’s out there building bikes that kids will use and love.

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  • Rivelo
    Rivelo March 10, 2018 at 6:50 am

    Isla and Ben visited our shop during her visit. Inspiring.

    https://www.instagram.com/p/Bacf8TwgHSs/?hl=en&taken-by=rivelo_pdx

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  • Kyle Banerjee March 10, 2018 at 8:58 am

    Glad to see someone building decent kids’ bikes. As Isla observes, they are typically garbage for the exact reasons she mentions.

    Most people can’t tell a good bike from junk so they buy on basis of looks and perceived features. The end result is an experience which contributes to the perception of bicycles as toys.

    I am concerned about the high price point, especially for kids. I am also concerned about a huge market segment that accepts very high prices for “real” bikes and components as that helps keep cycling on the fringe.

    Compared to the workmanship, complexity, etc of other products — for example cars — the value proposition for a good bike doesn’t make sense to most people. There are several new cars you can buy for around the $15K mark that haul people and stuff that you can reasonably drive practically trouble free for 200K miles. I have been driving for over 35 years, and I’ve always spent a lot more money and time maintaining my bikes than I do my car.

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    • Spiffy March 10, 2018 at 4:02 pm

      I spent $1300 on a new bike and didn’t do any maintenance on it for years… then the fenders broke from stress vibrations from riding in the industrial NW district too much… and it’s been years since that… all that’s been done since then is cable adjustments twice and disc brake pad adjustment twice… oh, and hosing off the burrito that spilled through the front rack… that’s pretty cheap for 5 years of transportation… the burritos do add up though…

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      • Kyle Banerjee March 12, 2018 at 5:37 am

        Compared as products, most people will find the value proposition for a car far more compelling than a bike which by extension makes it harder to convince them they need a bike.

        If used for transportation, bicycles are not so cheap on a cost per mile basis and require far more maintenance than a car. The few parts a bike has are simple, don’t last very long (except nonmoving ones like frame, fork, seatpost, stem, bars), and are relatively expensive for what you get. Below is about how much I get out of each regular maintenance item:

        tubes — 500 miles between flats
        tires — 3K miles
        chains — 3K miles
        brake pads — 4K miles
        cassettes — 9K miles
        RD pulleys* — 9K miles
        rims — 10K miles. Since hubs can have issues before next rim replacement, I typically buy cheaper wheels and replace them all
        rings — 15K miles
        BB — 20K miles
        brifters — 25K miles
        seat — 25K miles
        lube chain — 2-3 times/week in wet conditions, every few weeks in dry
        cables/housings — yearly. Sometimes a cheat and wait an extra year on housings to get another year out of the otherwise fine bar tape.

        Other people I know have similar experiences. In my case, it translates to several hundred dollars per year, every year.

        There are no maintenance items on a car with such low maintenance intervals except oil (every 7500 miles), fluids and filters (every 30K miles)

        In the case of kids’ bikes since this is the subject of the article, the maintenance items I listed are irrelevant since kids don’t ride that far. But that drastically raises the cost per mile in terms of depreciation.

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        • 9watts March 12, 2018 at 9:34 am

          That is a great rundown of maintenance costs.
          However you’re missing two things.
          “There are no maintenance items on a car with such low maintenance intervals except oil (every 7500 miles), fluids and filters (every 30K miles)”

          Miles are actually not that helpful of a comparative unit between a car and a bike. An average imagined car user who doesn’t bike and an average imagined bike user who doesn’t have a car don’t cover the same distances.
          I can take care of my needs on a bike by traveling far fewer miles than I do when I have access to a car. The low barriers (economic, physical) to jumping in the car and covering large distances when compared to a bike translates into (and explains) the increased VMT.
          Put simply, maintenance costs for car on the one hand and bike on the other should more reasonably be divided by time not distance: $/yr vs $/mi.

          Secondly, if you’re going to stipulate a car with super low maintenance costs then you also need to include the (non-trivial) costs of acquiring a newer automobile which can be counted on to get by without maintenance.

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          • Kyle Banerjee March 12, 2018 at 10:26 am

            If transportation is the need being served, the miles are relevant. Commutes, trips to activities/friends/etc do not shorten because I pedal rather than than drive. Speed is important. Just to cover utility transportation needs, cycling occupies a significant chunk of the day even for fast riders. For me, utility riding has been a major commitment of time and money for many years

            The cost per year metric is a useful way of thinking about it. As you imply, depreciation costs are significant (the largest cost for most people), and many people don’t think about insurance which is also a significant cost. Having said that, older cars can be surprisingly reliable. My fully depreciated Subie with 170K miles on it has never needed a repair and still has the factory brake linings.

            At the same time we consider the cost per year metric, we also need to consider what getting rid of a car truly means. For many people, it affects where they can work because it’s hard for everyone to be close to work in a multi income household and public transit is not viable for many locations. No matter how you look at it, it changes what you can do.

            I would love to get rid of my car, but it would require major lifestyle adjustments even though I use my car far less than my bikes. I help nurse animals back to health who are too vulnerable to transport any way other than car. I play in a symphony — even properly cased, the trip would not be safe for my over 100 year old instrument. I love exploring marine and alpine wilderness.

            I think it would be fair to say that many volunteer programs such as the foster animal one could not exist (there are plenty of volunteer programs that help humans that also require access to cars), and many other activities that enrich life also could not exist.

            Truly using bicycles for transportation requires being honest about what that really means — fitness, maintenance, and weather factors are very relevant except for shorter distances where walking would also be viable — factors people will not overcome unless they specifically desire to.

            I personally believe the single best thing for getting more cyclists out there is to get more cyclists on the roads. The more cyclists on the roads, the more normal (and safer) it becomes both in terms as a road experience but also from an expectation that cyclists belong out there.

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            • 9watts March 12, 2018 at 8:01 pm

              Great post, Kyle. Thanks.

              “If transportation is the need being served, the miles are relevant. Commutes, trips to activities/friends/etc do not shorten because I pedal rather than than drive.”

              “getting rid of a car … No matter how you look at it, it changes what you can do.”

              You made my point. A car-lifestyle produces/yields/facilitates a high-VMT total; a bike-lifestyle produces a much lower-VMT total. Nothing wrong with this; I just felt it was important to point this out w/r/t the denominator of these calculations.

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    • Dan A March 11, 2018 at 10:21 am

      You’ve found a strange place to shill for cars…

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    • Chris I March 12, 2018 at 11:14 am

      You’re doing it wrong.

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  • Dave March 10, 2018 at 9:14 am

    Toys R’Us, the #1 or #2 seller of shitball fake bikes in the US, is going bankrupt and about to close their stores. I consider this a very, very good thing.

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  • Steve Scarich March 10, 2018 at 11:58 am

    Quite a comment on the failure of IBD’s to properly serve their customers. She needed to deal direct, just to ensure bikes were set up properly.

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    • Dave March 12, 2018 at 7:32 am

      And the suppliers to IBD’s. Simple, sturdy children’s bikes were a nostalgia item until Isla. In the 1960’s, Schwinn, Raleigh, and others sold bikes with medium width (1 3/8″) width tires, 3 speed hubs, that were not imitation adult bikes with too much technology. These disappeared with the plague of BMX in the 1970s and the opportunity to sell cheap phony downsized “just like mom/dad’s” mountain bikes in the 80’s pretty well wiped sensible kids’ bikes out for good.

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      • Dan A March 12, 2018 at 12:48 pm

        I wouldn’t call the explosion of BMX bikes a plague. We all had BMX bikes growing up, and they were rad. I’m sure I put hundreds of miles on mine, riding all over Corvallis and jumping curbs or bombing down dirt hills.

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        • 9watts March 12, 2018 at 12:57 pm

          Agreed. Although I never had one, they always struck me as the quintessential indestructible ride over anything bike. Simple, cheap, ubiquitous, if also too small 😉

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          • Dan A March 12, 2018 at 4:17 pm

            My son’s Scout Troop does a 23-mile ride every year to Fort Stevens. One kid, who I’ve never met, became a part of Troop lore by doing the entire 23-mile ride on a BMX bike, with no saddle.

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  • Teri March 10, 2018 at 12:31 pm

    I love having a real, functional, fixable bicycle, a Rothan balance bike, for my 2 year old child. It is more expensive than other kids’ bikes but for us it’s a stroller-replacer and I’m confident that it will withstand years of use by many children in years to come. We live on a very high-traffic thoroughfare with a slight hill; I can’t imagine having my kid out on the sidewalk without the good brakes on his Islabike. The brake levers are perfect for his little hands, even with winter mittens. Thank you, thank you, Isla!

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  • Spiffy March 10, 2018 at 4:06 pm

    my kid loves his Islabikes (Beinn 24) and we’ll be buying a larger size as needed… it fits perfect, and it’s quite lightweight even with all the accessories and a u-lock… I wish they made an adult version for my height challenged wife so we could buy another one…

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    • Dan A March 11, 2018 at 10:24 am

      Beinn 26 Large or Luath 700 wouldn’t work?

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  • GlowBoy March 13, 2018 at 9:36 am

    I applaud what Isla is doing, but even we find their prices too steep. I would agree that many of the lower-end kids bikes, sold at places like Walmart, are garbage. Some of the better known bike brands make perfectly decent bikes for kids – with reasonably light aluminum frames, and quality components – in the $200 range. Because they’re major brands, they’re widely available used. We’ve found nice bikes for our kids in the $50-150 range this way.

    Not that Islabikes doesn’t have their niche. Being small they can’t match the prices of the majors, and shouldn’t try. If you want a kids’ bike that’s a bit nicer than what Trek is selling, for twice the price, by all means go for it. Diminishing returns is the rule of the bike industry: no one balks at the fact that a $4000 bike is only incrementally better than a $2000 one.

    Just pointing out that the choice is not binary: as great as Islabikes are, you don’t *have* to spend that much for your kid to have a quality ride for the 2-5 years before they upgrade to a bigger bike. A person scanning this article and the comments might be led to believe you have to spend this much to have a bike that doesn’t fall apart, a point of view which would discourage a lot of people from buying their kids bikes at all.

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    • Dan A March 14, 2018 at 11:05 am

      We used to have a ~$200 7-speed Kona 20″ MTB in our garage, which was very similar to the Trek/Specialized bikes that are all over CL. It was a suitable bike for parents looking for better than a department store bike, but not even close to the quality of the 20″ Islabike we replaced it with.

      That said, I do think the overall quality and variety of kids’ bikes is considerably better than what it was 10 years ago. You’re no longer required to get a front suspension if you want an aluminum-framed 20″ MTB, for example. I’m sure this is the influence of Islabikes, Cleary and the other kids-specific brands that have been leading the way and nabbing their customers.

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