Bike Different

When routines are disrupted, surprising changes take place.  With the COVID-19 pandemic creating so much fear, sorrow, and loss, it’s sometimes difficult to focus on what still remains.  My own cycling patterns have changed.  I’ve had to “bike different” (sorry…Apple) now that human behavior has been altered by the crisis.

Some of the changes are good.  I’ve noticed that I now want to ride a bike that can handle a lot of “different” situations, and can give me a relaxed riding position as I go about altering my usual routes.  With pedestrians “taking the lane” I needed to find other routes for my usual commute.  And, I stopped doing many of my leisure ride jaunts due to crowding on narrow paths.  A not so good change is how many aggressive drivers are out on the road, as compared to the previous amount of way too many.  All of these shifts have meant that I’ve been riding my Rivendell Appaloosa much more frequently.

I had originally built up the frame with a full complement of vintage SunTour components, including a Cyclone rear derailleur and a Sprint double crank, with a Superbe front derailleur.  That system worked perfectly, except for not offering low enough gears for the bike to become a regular grocery hauler and errand bike.  I had reserved it only for pleasure rides, it being fairly pleasurable!

So it was time for a triple crank.  I wanted to continue using vintage SunTour but couldn’t find a SunTour crankset with the right BCD to allow for smaller rings.  Fortunately, this Sugino AT triple fills the bill with its interesting spider and self-extracting crank bolts.  After all, Sugino is the actual manufacturer of SunTour cranksets, so its kind of still SunTour anyway. I set it up with 45/38/28 rings, but still had to add 3 spacers to the 127mm bottom bracket spindle to provide enough clearance with the Appaloosa’s wide chain stays.  The bike is definitely meant to be used with very small rings, kind of mountain bike style.

I could no longer use the superb Superbe front derailleur, so needed something to handle the triple crank.  I decided to “think different” and try out a SunTour BlueLine front derailleur, designed for a double and for larger rings.  It works perfectly with this triple crankset.  Many times I’ve found that components work as not originally marketed.  This BL derailleur is just one example of a vintage component that works outside of its targeted range.

I also replaced the pretty constructeur rear rack I had originally installed with this heftier model taken off a 1980’s touring bike.  Because of the Appaloosa’s long chain stays, I added some extra brackets to get the rack stays attached to the frame.

I’ve been using this Brooks Cambium C-19 saddle, which is quite lovely, and the shape is reasonably comfortable.  However, the rough pattern in the non-leather cover causes chafing.  I’ve been hoping for the saddle to wear smooth over time, but so far that hasn’t happened.

And, part of biking different means alerting walkers and runners to my presence in a more pleasant manner than “on yer left”.  So the Riv has a new brass bell, courtesy of Velo-Orange.  I’m not sure if its reverberating ring is any less alarming to pedestrians than my vocal warning, but it looks nice.

It’s definitely more challenging to cycle right now.  It’s more challenging to do all of the things we normally do.  But, by biking different, I think we’ll come out on the other side of this pandemic with a new found respect for non-vehicular modes of transportation.

Vintage Mopeds and Scooters: the Precursor to e-bikes?

1962 VeloSolex moped

A lot of DNA is shared among vintage bicycles, motorcycles, scooters and mopeds.  Pneumatic tires, Bowden cables, chain drive, frame and fork geometry, as well as components including stems, seatposts, handlebars, grips and brake levers were utilized in common across these vintage machines.

I had an early introduction to scooters when my parents trucked home a Honda CT 90 to our rural farm back in the late ’60’s.  Once the little motorbike was off the flatbed, I was stricken with intrigue.  My parents made the mistake of “allowing” me to ride this little machine on the rural roads around our hay farm in the Applegate Valley of Southern Oregon.  At age 12, I propped my 9 year old sister on the back, and proceeded to ride far afield of my parent’s requirements, even crashing the bike into a ditch in a particularly unpleasant and embarrassing experience.  But most of the time, my spirits soared whenever I threw a leg over.  Even though I had my internal hub 3 speed bike to explore logging roads and irrigation canals, this gas powered machine allowed me to venture much further beyond the limitations of my little kid muscles and my clunky 3 speed Sears-Puch diamond-framed bicycle.

1897 Millet motorized bicycle

Motor-assist bicycles were first introduced over 120 years ago, back in the late 1890’s.  By this time in history bicycles were widely accepted and utilized for transportation, leisure and sport, but with the advent of the internal combustion engine (first developed in 1794) inventors made headway with adapting an engine to a bicycle frame. The above pictured bike utilized an air-cooled radial 5 cylinder engine incorporated into the rear wheel.  The rear fender doubled as the fuel tank.  It used a twist grip throttle, and could be started with pedals, much like modern mopeds.  The bike reached a maximum speed of 21 mph at 180 rpms.  The pedals served not only to start the bike up, but to provide for an alternative option should the engine fail.

Another fascinating approach to power assist on a bicycle was developed by Wall Auto-Wheel. First patented in 1908, this device could be added to any bicycle.  The 118 cc air-cooled single cylinder engine was mounted in a sub-frame which attached to the bicycle at three points.  There was a lever control at the handlebars which operated the throttle.  The whole unit was “lightweight” at 45 lbs.

1947 Whizzer Luxembourg

In the U.S, Los Angeles based Breen-Taylor Engineering developed the Whizzer bicycle engine in 1939.  This was a motor kit which could be added to any bicycle.  As you can see from the above photo, this was no small feat, and required many modifications and enhancements to allow this 150cc engine to perform with relative safety.  Whizzers were often added to the very robust American steel frames offered by Schwinn and others during this era.

After WW2, many different kinds of motor-assist bicycles entered the marketplace.  One of the most common was the “moped” which used pedals to start the bike and assist it on steep inclines when the engine was stressed.  While VeloSolex dominated the market in Europe, many other manufacturers stepped in to provide competition, such as this VAP model depicted above.

The above photo depicts Motobecane’s offerings from 1962.  French bicycle builders embraced the idea of motor-assist and many manufacturers offered mopeds and motor-assist bicycles.

Wall Auto Wheel added to a BSA bicycle. Photo courtesy of http://www.oldbike.eu

But are these historic innovations really comparable to today’s e-bikes?  In some ways they are:  they attempted to take existing bicycle engineering to add motor-assist to the bike, thus extending the bike’s range and reducing fatigue for the cyclist.  Not all vintage motor assist bicycles incorporated the concept of rider pedal assist.  And, as is obvious now, gas powered engines, especially 2 strokes engines, are not environmentally friendly.  Are e-bikes environmentally friendly?  That’s an issue worth exploring, given that the batteries needed to power these bikes require harvesting materials that may have a negative effect on the planet.  That may be outweighed by a cyclist leaving their car at home and commuting on their e-bike.  And, the health benefits of riding an e-bike have been documented in numerous studies.  The behavior of e-bike cyclists was a concern for me initially, but I have noticed that here in Pdx, e-bike riders behave no differently than the rest of us, for the most part.  So, I say, if it has two wheels, get on it and ride!

A 1975 Centurion Semi Pro

I’ve finished my re-interpretation of this 1975 Centurion Semi Pro, with today’s late fall Pacific Northwest sunshine providing warmth and dry roads for its first test ride.

1975 Centurion Semi Pro in original configuration

After purchasing the bike a few months ago, I disassembled it, assessed its frame and components, and then re-built it as a city commuter, to reflect the kind of riding I currently enjoy.  The frame was free of rust, and in unusually nice condition for its age.  This Centurion Semi Pro had been upgraded at original purchase to Shimano Dura Ace components and a 27″ tubular wheelset.

I kept as much as I could of the original Dura Ace components, but I knew that I would replace the wheelset, not wanting to ride on 27 inch 20mm tubulars through downtown Portland.  At first, I considered a 650b conversion as the best option for adapting this bike to my riding style.  But, the close clearances on this frame designed for 27″ wheels meant that I was looking at an 87mm brake reach to accomplish the conversion.  While possible, this amount of reach is not ideal.  There are brake calipers which have enough reach to accomplish the conversion, but they are not in my constellation of desirable components.  Instead, I converted it to 700c, using the existing anodized Dura Ace calipers, which had plenty of reach for a 700c wheelset.

Campagnolo Record quick release skewer, SunTour GS Chromed dropouts with adjuster screws and single eyelets.

Mavic Open Pro 700c rims

Campagnolo Record hubs

Pasela 700 c 35 mm tires

And that wheelset turned out to be one that I had built a while back and which I had used on my old Davidson:  Campagnolo Record 36 hole hubs built up on new Mavic Open Pro rims.  The blue rim logo picks up nicely on the Centurion’s sky blue frame paint. The tires are Panasonic Pasela 700 x 35. They have a tread pattern which is different from all other Pasela tires.  The big tires on 700c wheels make for a tall bike, which I noticed throwing a leg over and while riding in its new upright position. Being visible is a plus for cycling commuters.

Blackburn rack with single stay attachment to the brake bridge

For the modifications to convert this bike to city use, I selected some of my favorite components:  a Stronglight 99 crankset with 48/37 rings, a SunTour gold 14-32 freewheel, SunTour bar mount ratcheting shifters, Dia Comp brake levers, and french Sufficit grips glued to a steel Northroad bar.  Most useful was a NOS Jim Blackburn rear rack with its single stay attachment to the rear brake bridge – a great solution for bikes without rear rack mounts.

When I was selecting and testing components, the original Shimano Crane GS rear derailleur presented some problems:  the amount of tension needed to shift to larger rear cogs was significant.  And that tension helped to explain the scratch damage on the frame from the shifter clamp moving down the downtube.  I found that the original Shimano Crane GS rear derailleur was not performing as expected.  I disassembled the derailleur (thank you RJ the bikeguy) and found that the springs and pivot bolts were caked in grime and dirt.  However, after cleaning and lubrication, the Shimano Crane derailleur still requires a significant amount of cable tension to move the parallelogram.  Shifting the bike today on its test ride required overshifting on the up shifts, and a lot of adjustment on the downshifts.  I expect that I will probably replace the Shimano Crane with a SunTour derailleur to improve the rear shifting.

When I ventured out today, I planned on riding my usual route around my hilly neighborhood. I enjoyed getting out for a ride on this Centurion Semi Pro. There seemed to be almost no interference between my crank inputs and the bike’s outputs.  The ride was smooth and effortless.  The way back home to my house involves choosing among several different routes, varying in difficulty.  With this bike’s easy pedaling, I chose the most difficult route home, one that I have dubbed the “TDF” route, with its cobblestones and steep inclines.  That’s a route I only ride on my ALAN or Guerciotti – lightweight and high performance bikes.  So, even as converted to a city style bike, this Centurion Semi Pro has impressed me.