From the Archives - The CarbonTech Debate

Introduction

I just read a profile in The New Yorker about Grant Petersen, the founder of Rivendell Bicycle Works, a company which makes retro steel bike frames with touring-type geometry, which are built up (generally) with upright handlebars and puffy tires. They’re the kind of bike that you’d put a big weird Brooks saddle on, from which you’d hang a hand-tooled leather bag containing perhaps an old fashioned tobacco pipe, a silk handkerchief, a pince-nez, some hand-tied fishing flies, a leather-bound book, and maybe even a beautifully crafted letter opener. You’d dress up in flannel and loafers and ride this bike to the brewpub or coffee shop where crumbs would get stuck in your beard. Myself, being someone who (somewhat) recently advocated in these pages for modern aerodynamic wheels—the better to cheat nature and ageing with—I can’t really relate to the vision of low-speed, low-intensity, woolly hipsters on kinda heavy, needlessly lugged bicycles that cost $2-5K but aren’t much faster than my $265 1981 Miyata 310 … just a lot more elegant.

All that being said, I do respect Petersen’s ethos, and bristle a bit at wealthy wannbes on excessively high-performance racing bikes wearing skintight $200 Rapha jerseys. Don’t get me wrong, I appreciate that these guys are supporting the bike industry, and it’s their money to spend on whatever they want (and better this than a jet ski or a $1K bottle of wine), but the sport starts to look a bit silly when it tips too far into this high-end poseur realm, and the Lycra is stretched over a pot belly. Wool both hides that belly better and excuses it, because nobody is pretending to be a pro racer.

I’ll also admit that I sometimes get a bit nostalgic for an era when cycling was more affordable, and more Euro, and cyclists were more like outlaws, or at least outcasts. Many years ago I even sent an essay of my own to the Rivendell Reader, which they were nice enough to print (and which you can read here). This push-pull between tradition and tech has been with me for decades and today I offer you the below dialogue among a couple of college racing pals and myself, which had originally circulated among our bike club. I won’t share the entire thread, but here is the gist: one friend, T—, had asked about stripping the paint off of his beloved carbon fiber Miyata CarbonTech 7000 so he could repaint it. Another friend, R—, pooh-poohed the idea, saying that sentimental value notwithstanding, the expense of restoring the Miyata (hundreds of dollars) would be silly, and it would be better to buy a new, superior frame. This touched a nerve with both T— and me.

Here’s a picture of the bike in question, from the catalog, with the laughable thou-doth-protest-too-much opening line, “Put any misgivings about the reliability of carbon fiber out of your mind.”

The CarbonTech Debate – October, 2007

On October 23, 2007, at 6:33 PM, T— wrote:

Yeah, but your so-called “new far-superior modern” frames are fugly and not worth the price. Watching the peloton these days is like watching the detritus from a McDonald’s garbage can blowing down the street in a wind of eau de cologne.

And repainting the Miyata certainly isn’t silly for a few hundred, or even twice that, frankly. I know this bike rides well, damn well, because I raced it for two years, to quite a few significant victories (a few of which I believe you were taking up space as pack filler [sorry guys, this what R— likes to bring out in me, thus his use of the words “silly” and “modern,” and I am sure he is giggling near-uncontrollably (there are innocents reading this one R—, so behave ourself)]).

Are you telling me I can find a decent frame for $3-500 that will ride as well? In an industry that is increasingly pre-fabbed and preoccupied with production costs and experimental methods, where riders are more likely to be listening to 50 Cent than anything else, where frames are offered in S, M and L, and with bad angles, I doubt there is much out there that would fit the bill without breaking my little bank. In fact, triple that amount and I might only be getting close to something in steel, and double it again to get something close in carbon.

Also, R—, what “modern” bikes today capture the imagination like the ones mentioned in the recent exchanges? Sorry, rhetorical question, but you knew that.

T—

On Oct 23, 2007, at 11:58 PM, Dana Albert wrote:

Well, I don’t know about the rest of y’all (though I can guess), but I for one am giggling like crazy. Sizzling stuff. If I had a “pleasure vein” in my forehead like Dr. Shimano (aka G—, cc’d herein) it would be ready to burst. Naturally I couldn’t stay away from such a delightfully bombastic fray.

Can you really strip a cawbun fibuh frame? I thought it would damage its fontanel or something.

Given the most impressive of T—’s victories on that Miyata (national collegiate road race in ‘90, for those on this distro who weren’t there), I would personally have the frame bronzed if it (and that achievement) were mine, except that the bronzing process is almost sure to damage cawbun fibuh. Sentimental value is too rare these days, especially with regard to bikes. And as I’m about to get to, only the irrational, emotional part of our minds could conscionably champion the modern bikes.

To love a modern bike is to abandon your senses as would a fool-for-love. Why? Because they’re just whores, that’s why. First of all, you can’t count on them. They’re not designed to last, because the pros they’re designed for all have multiple bikes they jettison at the end of the season, if not mid-season. These bikes are not designed to withstand crashes, because that’s what the spare bike on the team car is for. Remember stage 17 of last year’s Tour [de France], when ‘Roid Landis soloed, and flatted at one point? He dismounted the bike and just dropped it on the ground like a piece of trash. I didn’t necessarily expect him to set it down carefully or hand it to his mechanic, but he could have at least winced or something.

And yet ... I did love my Orbeas. Both of them [though actually I ended up having—and breaking—four before I gave up]. To the very end, each time, I was just smitten. I’d be working in the home office down here and glance over at Fava [my late Orbea] leaning there against the wall, and I would sigh. Why? Sheer good looks? Well, it did look cool. And had flair. But no, it was more because I’d immediately remember what it’s like to ride that bike. Man. T—, you really would have to ride a modern bike to appreciate what R— is talking about. They’re amazing. That first ride on Spentje [my nickname for my first Orbea]... I’ll never forget it. I swept up Spruce two minutes faster than I ever had before. Two minutes! All I could think was oh my GOD, I can’t believe this! It was like having a 40 mph tailwind or something. And then on the basically flat section of Wildcat before South Park? Man, the bike just accelerated like nobody’s bidness, and those modern wheels, you feel like you’re just slicing through the air like, well, like a Ginsu steak knife or something. (T—, I know you’ve had some pretty trick time trial wheels, so maybe that part wouldn’t be quite as noticeable to you.) And on the downhill? More plush than any steel bike I ever had. As far as the riding experience goes, they’re simply better in every single category—except that you can’t get attached to them.

Because they break! What a drag that is! Going back to my old steel bike, Full Slab, after each Orbea broke and I had to wait for a warranty replacement ... those were dark, dark days. And Full Slab was full Dura-Ace, hollow crank, hollow BB, titanium here and there—not like some ancient thing (other than that godawful frame). Even with the modern wheels, I was miserable. Just miserable. It was like salsa made in New Jersey, or wearing a beige shirt to a bank robbery, or trying to get good tech support from some offshore guy making his developing country’s paltry minimum wage. You might as well just bag it. Now, I’m not saying your Miyata CarbonTech 7000 would be like that, but it would be on that side of the coin. (My backup bike, an aluminum/carbon Salsa, is very much of the modern era. It’s fast, really fast, kind of O-Thank-God-fast after Full Slab, that wretched thing of evil.)

But these modern bikes ... they break! It’s ridiculous. I didn’t even get 10,000 miles or two years out of either bike. They break for no other reason than they’re not made to last. Now R—, I know what you’re going to say—it’s just Orbeas that break. Bah. The only reason you don’t hear of other bikes breaking is because the modern riders treat them like the whores that they are, discarding them out of boredom before they ever have a chance to break. The modern cyclist has the fickleness that only wealth can bring, like an investment banker who trades in his wife every few years for a younger, hotter model. Nobody wants to keep a bike long enough to get attached to it (people don’t even name their bikes anymore!). Modern bike consumers are like junkies building up a tolerance—they can’t wait to have that exhilarating feeling again, the one I described a couple paragraphs ago, and they’ll buy and buy and buy to try to get more of it. They’ll never get it again, of course; you can only jump bike eras once every decade or so. They’ll shave off a few ounces each time, but they won’t drop five pounds while picking up extra stiffness and yet comfort. They’re just tinkering, at that point, and if they ever quit doing that and tried to love the same bike year after year, that bike would give out like a faulty boob job, quickfastinahurry, I don’t care what company made it (or, rather, had it made under the auspices of their brand).

Now, you make a pretty good point, T—, about bad angles in the modern frames. I assume you’re talking about the compact geometry, that makes an expensive road bike look like a BMX bike, with two feet of seatpost showing and a stem with all that rise (and/or gobs of headset spacers). But even beyond the aesthetics, I have a problem with the epidemic of cawbun fibuh frames out there (or “plastic bikes” as my pal P— calls them). What’s wrong with cawbun? As a material, nothing—I think we owe most of the comfort of a modern bike to cawbun. But you don’t get to pick your geometry anymore! And let’s face it, the stock geometry for the American market is about as reasonable as the stock ingredients in an American deli sandwich. All these short top tubes, steep seat angles, ultra-short chainstays, high bottom brackets—it’s garbage, pure garbage. Specialized made a big to-do this spring about how they spent all these millions (!) to get Tom Boonen a longer top tube, because the poor guy was having all these back problems. S, M, and L indeed. Straight-up pure garbage. And you get these new Time bikes (I think it is) where the seatpost comes built-in, and you gotta cut the top off to fit. Well, what if you guessed wrong? Or decided you hated your saddle (and who wouldn’t, these new things with the big valley down the middle, for paranoid stockbrokers whose prostates are shrunken by bad living, with so little leather you couldn’t make a child’s coin purse out of it) and bought a new (or better yet, old) one with taller or shorter rails? Screwed, simply screwed—go drop another three grand. For all that money, you get stock geometry ... somebody forgot about ergonomics somewhere along the way. It’s like buying a suit at the factory outlet store and they won’t tailor it for you. That’s my gripe with full cawbun. Certain modern frames, Cyfac and Orbea among them, offer custom geometry because they’re made out of metal tubes that can be cut to the perfect size by a human who knows what he’s doing, instead of you having to settle for a frame that seems to have been extruded somehow, like a giant robot taking a dump.

[This is the frame geometry I came up with for my Orbeas, which was absolutely perfect, but which is why the warranty replacements took so long. The name “Fava” refers to a joke I made to T— once about compact geometry … I said of it, “I think of it kind of how I think of lima beans. They have a right to exist, but I don’t know why anybody would want them.” After my first Orbea, the company adjusted my design to be semi-compact, as you see below. All the important characteristics were maintained with an only slightly sloping top tube. I told T—, “I wouldn’t call it a lima bean. A fava bean, maybe.” Click the image to study it at length.]

Oh, Lord, who needs caffeine? I’m ready to brawl! Against whom? Anybody! Everybody! Like D— W— rushing onto the soccer field because a fight had broken out ... did he know who started it? Did he care? No! He just started swinging! Full of the spirit, like when he won that sprint in training, sat up, and yelled “FUCK!” (By the way, T—, that’s what it’s like to ride a modern bike, if I haven’t made that clear enough.)

The question is, what is the bike for? To appreciate aesthetically, as a connoisseur? Or to go as fast as you can, to defy the ageing process and deny that your glorious youth is behind you? Both are worthwhile pursuits. Spiritually speaking, though, this dichotomy is worthless. Now, I’m not sure if rhetorical questions are ever supposed to be answered, but I’ll take a crack at your last one, T—, about which modern bikes capture the imagination like the glorious bikes of yore. My answer is, precious few. I hear people rave about Cervelos. Meh. And Felt ... that’s not even a real bike company, that’s somebody’s silly made-up brand. Scott? Please. A marketing company trading on their good reputation for skis. Skis! I’m offended. What else? R—, I know you love the way Treks ride and I’m quite sure they’re brilliant. But let’s face it, they’re the Dell Computer of the bike world. Next. Ridley? Ugly and terrible. And what’s with these pro teams riding Cannondales? Have they no shame? Nuff said on that sad topic. Man, I’m actually starting to get depressed. Even Orbeas, that weird Spanish brand we’re probably mispronouncing, are starting to get a bit trite. I can only hope the ugliness of their cawbun versions scares off the new enthusiasts by the time I get my new [aluminum] one, if I’m even that lucky.

Okay then. Needless to say I have more I could say, in response to the other excellent points made in this long and growing email chain, but it’s waaaaaay past my bedtime.

Dana

P.S. I’m not going to proof this thing and I’m sure it’s riddled with clumsy mistakes. I grant you permission to heckle me one time, in aggregate, for all the mistakes.

Epilogue

In case you’re wondering, my lengthy tirade about modern bikes ended up being kind of a last gasp. My best friend rides a Cervelo, with hydraulic brakes and electronic shifting no less, and it hasn’t even occurred to me to give him a hard time about it. I myself have—and love—a carbon fiber Scott mountain bike. I rented a Felt for a week of cycling in the French Alps and liked it just fine. The modern, carbon frame I have now is a Giant (the second-best-selling brand in America) and has lasted for over ten years and about 50,000 miles. On top of all this, T— himself, unable to elegantly repair a knackered rear dropout on the Miyata, eventually succumbed and has a carbon Trek that he bought from R—. Oh well … at least we put up a fight.

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From the Archives - It IS About the Bike: Part 2

Introduction

Last week I ran the first half of a story I originally published in the Daily Peloton back in 2015. Well, to be more accurate I wrote it for some other magazine honoring the bicycle frame company Serotta, which was going out of business. As you shall see, my literary scruples prevented this from being a useful article to the Serotta people, which is why Daily Peloton got it. Since DP’s servers crashed a couple years back and all their content was lost, I’m serving the story up here.

Speaking of being lost, if you didn’t read the first half of this, go back here and do that now. Or not … you’ll figure out what’s going on eventually.

It Is About the Bike – Part II – January 2015

So, as I was saying last week, having wrecked my beautiful Mercian, I was getting by with an old Cinelli frameset on loan from my friend Nico. For months I’d been waiting in vain for news about getting my bent Mercian repaired. I waited and waited, and pestered and pestered Dave Whittingham, the manager of The Spoke, but to no avail. Eventually Nico wanted his Cinelli back and I still needed a bike. Thus, was time to buy a new frame but I had no money. (I’d spent it all on the Mercian and in fact still owed my dad at least $100 on it.) My brother Geoff, who had earned a fortune washing dishes at  the Flagstaff House restaurant, said he’d loan me the money for a frame if and only if I bought another Miyata. What was I to do?

I bit the bullet and bought a Pro Miyata, 57 cm, light blue with gold panels, for something like $300 (frame and fork). It looked pretty cool, but wasn’t as flashy as that Cinelli and rode just as bad. Of course I was happy to have a bike, but it was still a letdown.

At least it had proper lettering on the head tube, instead of the cheesy badge pictured above. And obviously it didn’t have any damn reflectors.

Nico worked at The Spoke, and I used to hang around with him there, chewing the fat. Not surprisingly, what we talked about was bikes. And what we talked about when we talked about bikes was The Perfect Bike. That it would be a Mercian was a given. The only question was, what color? Those frames came in like 60 different colors and if they didn’t have the color you wanted, you could send them a sample and they’d match it. We decided the ultimate Mercian would be the Colorado model (exclusive to the U.S., with Reynolds 531 tubing, racing geometry, an all-important lack of rack eyelets, and a 531 SL fork), with white pearl paint, red panels and a red head tube. But the red, we agreed, couldn’t be a candy-apple red because that was taken, being the iconic color of Colnagos like the Russian team had in the Coors Classic. So this would have to a slightly different shade: slightly on the plum or burgundy side, or a Moroccan leather red perhaps. We talked endlessly about this.

As time went on, it became increasingly obvious there would be no repair for my poor old Mercian, and eventually this became irrelevant: at fifteen, I’d outgrown my Pro Miyata and was therefore too big for the old Mercian anyway. Fortunately, at the same time I came into some money. An uncle had died three years before and left my brothers and me a grand each. My mom had wisely locked our money up in CDs earning a whopping 16%, and now, the term being up, she agreed to let me buy a new frame with some of my earnings.

So my mom drove me over to The Spoke, and I marched right up to the counter, where Dave Whittingham happened to be standing. I’d have liked to say something amazing and bold, like “I’m here to buy a new frame and I’ve got shit-stacks of money,” but of course I was too shy and polite. In fact, before I could even open my mouth, Dave said something apologetic like, “Look, I know what you’re going to ask, but I just have to tell you: Mercian can’t repair your frame. I’m sorry I got your hopes up.”

Before I could think of how to respond, he went on, “So because I feel bad, and because you’re good kid, I’m going to let you buy any frame I have in stock at wholesale.” As he said these words his glance drifted toward a row of frames hanging from the wall. Maybe he even gestured, ever so slightly, with his chin. And there, hanging right in front, was a pearl white Mercian Colorado with red panels and a red head tube, 60 cm ... just my size.

I couldn’t believe it. There it was, the frameset of my dreams. I asked Dave to take it down off the wall. The red of the panels is hard to describe. It was lustrous, deep, and unique. It was a beautiful frameset. I looked up at Dave. He had an amused expression, much like the one I’d have years later when, in the Red Light district of Amsterdam, I watched hayseeds from Oklahoma ogling the whores in the display windows.

But before making that frameset mine, I paused and reflected. I was in the catbird seat: a kid with many hundreds of dollars to spend, a sweetheart deal, and several bike brands to choose from. For the first time ever, I got to choose my frameset.

“Wait!” you might be thinking. “This Mercian, it was meant to be! You dreamed of this frame! It’s exactly what you’d already identified as the perfect bike! And clearly it had been made to order, just for you ... a leap of faith by this shop manager! Another brand?! That’s insane!”

And you’d have a point. But remember, I was a teenaged kid. All day every day my friends and I compared bike brands, watched bikes going by, drooled over bike magazines and catalogs, and debated the pros and cons of every make and model under the sun. Which was better, the Colnago Super or the Colnago Mexico? Were Olmos as good as Pogliaghis? Were Californian Masis as good as Italian Masis? Was it sacrilege for a high-end Italian Bianchi to be painted anything but Celeste #227, that milky washed-out green color? And was it even worse for a lower-end Japanese Bianchi—a totally new phenomenon in those days—to be painted Celeste #227? Who made better tubing—Reynolds or Columbus? And where did Bob Jacksons fit in this bicycle pantheon?

And keep in mind, this wasn’t just any purchase. What do teenagers blow their money on these days? Mostly hi-tech stuff, right? Playstations and smartphones? Those are guaranteed to be obsolete in a couple of years anyway. Not so with a bike, now that I was basically full-grown. I might have this bike for years and years, for thousands and thousands of miles. It could be the bike of my life. This wasn’t like buying a consumer good; it was more like buying a horse.

My friends and I loved our bikes like they were family. After a great ride, you’d lean your bike against the wall, gaze at it, and actually sigh with pleasure. I’d even go give it a little pat on the saddle. My bike meant more to me then than a modern teenager could possibly understand. A bike was freedom. My parents never worried about me, so I could ride as far as I want. My pals and I did 80 miles at a shot, day after day (having nothing better to do). Our suntans were asymmetrical from slowly climbing north to Estes Park and quickly descending back south. A friend and I capped off the summer by doing a 130-mile trek over the highest pass in North America. Only a bike could make such an adventure possible. Our bikes were our lifestyle, our identity, our everything.

So: what bike to get? The Spoke carried Olmos, but my brother Max was buying one on layaway and I couldn’t appear to be copying him. I’d never cared for Motobecanes (which all my brothers had had) and the Prolight, Motobecane’s flagship, was rumored to be flex-y. The Specialized Allez was high-end, but it wasn’t Euro. Ah, but The Spoke had Serottas. They sold lots of Serottas.

Timidly, I asked to look at one. Timid? Well, yeah. Obviously it was the Mercian that ought to be my destiny, after all. But Dave had said “any frame.” He graciously took me over to a bright metallic violet Serotta Nova in my size, built up with Campy Super Record. (Back in those days, when all good bikes were road bikes, and when the sales floor didn’t have to accommodate today’s menagerie of mountain bikes, commuting bikes, cyclocross bikes, lifestyle bikes, beach cruisers, and fixies, you wouldn’t believe the deep inventory of kickass road bikes shops could carry, especially in Boulder.)

The deck was stacked against the Serotta, of course, but I had to admit it looked great. Nico, who’d either gone to the shop with me or was there working that day, had to agree. So I took it out.

I hammered away on that bike, taking the corners hard, following the course of The Hill Criterium, one of the big Boulder races. I really put the Serotta through its paces, shoving on the pedals with everything I had. And with a strange mixture of delight and consternation, I realized this bike rode amazingly well ... in fact, possibly better than my Mercian had. It just felt so lively, so quick. I was astonished, and was overcome with the turmoil of deciding what to do.

Maybe, I reasoned, I was just comparing this to the Pro Miyata it was replacing. That Miyata was oddly back-heavy, like the rear triangle had solid tubes or something. From day one I hadn’t much liked it. So I rode back to the shop, borrowed Nico’s Mercian, gave it a good hard test ride, then switched back to the Serotta, then back to the Mercian, etc. I didn’t dare say this out loud, but if anything the Serotta rode better. Could it be the pins the Mercian was built with, that my brothers had taunted me about? No, that’s a dumb gag I just made up. That idea never crossed my mind at the time, and I didn’t kid myself that the difference was a matter of workmanship. Probably the Serotta’s Columbus SL tubeset was lighter than the Mercian’s Reynolds 531. Or maybe the Serotta’s geometry was more aggressive. Maybe it was something else about the bike (lighter wheels?), or maybe I just had a deep-seated, perverse impulse to make trouble for myself.

Quietly, I placed the Serotta back in its stand on the sales floor, next to several other Serottas much like it. And there was the Mercian, up on the counter, standing proud, propped on its bottom bracket and fork tips. And suddenly I had this strange feeling: my tension subsided as it dawned on me what a good problem this was to have. I had money, and I was about to have a new frameset, and whichever I picked, it was going to ride like a dream.

My mom was patiently waiting. I had to make up my mind. I hadn’t ordered that Mercian myself, but it had obviously been ordered according to my specifications. To reiterate, its existence was an act of faith. Teenagers are known for their pure id, but now my nascent superego actually asserted itself: I bought the Mercian. Maybe that was the first truly grown-up thing I ever did.

So did I always regret not buying the Serotta? Did I managed to love the new bike? Of course I loved it. In fact, it ended up becoming, of all the steel frames I ever owned, my second favorite. (And what was my very favorite? Well, that’s another story.)

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From the Archives - It IS About the Bike

Introduction

Seven or eight years ago, the iconic American bicycle frame company Serotta went out of business, and there was some journalistic buzz about its legacy. A friend suggested I write a tribute based on my own love of these bikes. The problem is, I’d owned only one Serotta, and very briefly at that. I’d bought it used, and it had been a broken frame repaired by a guy who was just learning how to braze steel framesets. His novice status was emphasized when his repair failed on literally my first or second ride. So my time with the Serotta wasn’t exactly a love affair … not even a fling, really.

Could I have written about Serottas from some other perspective? Like, the reputation the brand had among my racer friends and me? Well, we did affectionately call them “Scrotums” but that wouldn’t really do for a retrospective piece. So I wrote the sprawling story that follows, which is far from the concise, zippy, fawning paean that was called for. I knew my essay was a doomed effort, almost an f-you to the editor, who didn’t even bother to formally reject it. He just ignored it, perhaps rightly so. (In the event, this eulogy would have been a misstep anyway, as Serotta is back in business.)

Not knowing what else to do with my story, I sent it to the Daily Peloton who ran it in two installments. Oddly enough, their new(-ish?) editor assumed—based on my name—that I was female. That was a bit embarrassing … look:

(I describe the lifelong indignity of having a girl’s name here.)

Anyway, since Daily Peloton’s servers crashed a few years ago and all my articles there were lost, I’m gradually reposting them on albertnet. Read on for my not-really-about-a-Serotta article.

It Is About the Bike – January 2015

It was the bicycle equivalent of sensible shoes: a Miyata 310, the second bike I ever owned. I first saw it in a catalog, upstaged by the Team Miyata and Pro Miyata that were obviously out of my league. The 912, Miyata’s entry-level race bike, was almost within my reach, which gave me pangs. But I was resigned right off to the 310, which I only dared hope I’d get for my 12th birthday. I still remember the catalog description: “Offers the looks and the handling ease of the 912, with a price to fit most budgets.” It cost $265, in 1981. Since my choices were effectively limited to the one bike my mom would pay for, it was really she who chose it. And it was just the beginning.

When I outgrew that bike I sold it, ponied up my life savings, borrowed $250 more from my dad, and bought my first real racing bike. This was my friend Nico’s Mercian. It was practically new. He’d just gotten picked up by a team that gave its riders bikes. Imagine! Mere teenagers getting free bikes! Never mind that these were used bikes (also Mercians) that the senior team had ridden the year before and handed down to the juniors; the cachet of a free bike surely overcame that. Of course, Nico’s old Mercian being the only pro-quality road bike I had the chance to get cheap, I didn’t exactly choose it, either ... no more than I had that Miyata.

The Mercian—my Mercian—was a beautiful bike, possibly the most beautiful I’ve ever owned. (That’s saying a lot: I’ve had over 20 road bikes.) The color was officially called “champagne pearl,” but it was more like—what? Ginger ale? Not exactly. It was the color of a young gazelle, but sparkly. The lettering was pure white, whiter than snow, whiter than the cleavage of a Shakespeare heroine. I loved that bike. Here’s the best photo I have of it. See the guy with the Shaversport jersey and no number? That’s Nico, in the Red Zinger Mini Classic race leader jersey, on the Mercian before I owned it. I’m two guys to his right (#62) on the blue Miyata 310 with the clamped-on water bottle cage.

I’d had the Mercian for only a couple of months when, one night out with Nico, enjoying the warm and the dark and the freedom of riding bikes, we swung into a parking lot that ended up being a lot smaller than expected. I rammed that poor bike right into a curb. I flipped over the bars and landed on grass and was unfortunately totally unhurt. I say “unfortunately” because when I saw that I’d bent my frame—so that the paint on the top tube cracked, and the downtube crinkled—I wished I was dead.

Did my brothers comfort me? Of course not. There were three of them: the twins, Geoff and Bryan (three years older than I) and Max (a year and a half older). They taunted me about my wrecked bike: “Those MUR-shans”—my brothers mispronounced it just to piss me off—“are made with pins, which puts a strain on the tubes and weakens them. The right way to hold the tubes in place is with a jig, but at the MUR-shan factory they use pins because they’re lazy. Any other frame would have handled that crash just fine.” I got so sick of hearing this explanation ... they wouldn’t shut up about it.

Looking back, I can see why my brothers gave me a hard time: it’s because I had a cooler bike than they did. Never mind that I paid for it myself. I’d earned the money through one odd job after another: working for Eco-Cycle (the curbside recycling pickup program); cleaning Laundromats; standing in front of a grocery store handing out flyers for Fiske Planetarium; blanketing the neighborhoods with flyers for Save Home Heat, a solar energy company; installing pipe insulation; timing sailboat races at the Boulder Reservoir; and helping my friend’s mom deliver newspapers. This mattered nothing to my brothers. I had the cool handmade English racing bike that they didn’t, and this was an act of insubordination.

(Would my brothers agree, today, with that last paragraph? Who cares! This is my story ... if they don’t like it they can write their own.)

Finally, to shut them up, I wrote a letter to Frank Berto, the head gearhead at Bicycling magazine. (Among bike nerds, he was something of a celebrity.) I described my size and weight, the speed of the crash, the fact that I hit the curb head-on, and so forth, and asked if the pins caused the frame failure. My brothers swiped the letter and played keep-away with it, reading snatches as they went. Of course they preferred paraphrasing what I’d written: “As I hit the curb, my slight but highly-muscled build holding the bike in a perfectly perpendicularly fashion, a grimace spreading over my face,” etc. It wasn’t enough to mock my bike. They had to mock my prose as well, by resorting to the cheap trick of pointing out absurd descriptions and grammatical errors that didn’t actually exist in my letter.

Well, they could laugh all they wanted because I knew that letter would eventually ensure my vindication. Perhaps they fantasized that I’d get some cheap form letter apologizing that due to the high volume of letters received, not all could be published, etc.

Instead, I got a letter back from Frank Berto himself! I can’t remember exactly how he put it, but his letter conveyed that of course my brothers were full of shit, and that pins are perfectly fine, and that any bike with a light tubeset like that would have bent just like mine did. As an extra bonus, the secretary at “Bicycling” added a little note saying, “Our editor was very impressed that someone your age could write so well. He said, ‘Sign that boy up!’”

Well, I really rubbed my brothers’ noses in it, which felt great. But antagonizing my brothers may have been a poor strategy long-term, as I’ll get to in a bit. The immediate problem was: I had no bike to ride. Dave Whittingham, the manager of The Spoke—the bike shop that imported Mercians into the U.S.—told me Mercian might be able to fix my frame for a couple hundred bucks. Thus began an interminable cycle of my asking him about it every time I went into the shop, which was a lot, and him responding with a hangdog look and an apology. I still can’t figure out why he kept stringing me along with false hope.

Short term, I borrowed another frame from Nico. This was a rose-colored Cinelli. I can’t remember where he got it or why he had it. Looking back, it was probably the coolest, most iconic frameset I ever possessed. It was very old school—and in fact, just plain old. The head tube logo wasn’t the winged “c” they use now, but an elaborate coat-of-arms deal. The lettering was ornate and blocky and vaguely Roman, like something engraved on the tympanum of a coliseum.

The frame was heavy: probably made of primitive Columbus straight-gauge tubing, from the days before butted tubes. This frame may have even dated from the early days when Cino Cinelli himself was in charge and his company produced only 350 frames a year. I had worshipped these bikes for years … in fact, two or three years before, I’d worn a Cinelli cycling cap 24x7. Check it out:

Alas, all the old-world class and pedigree in the world couldn’t make that Cinelli ride as well as my old Mercian. I hate to say it, but the Cinelli was sluggish.

After a few months Nico wanted his frame back and there was still no progress on the fool’s errand of getting the Mercian repaired. It was time to buy a new frame. So my brother Geoff, who had earned a fortune washing dishes at the Flagstaff House restaurant, said he’d loan me the money for a frame if and only if I bought another Miyata. What was I to do, having sassed him with the Frank Berto letter, thus putting myself at his mercy? Tune in next week for the tragicomic denouement of this tale.

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Bomb Pop - A Bicycle Retrospective

Introduction

I’m enchanted with the spoken track “The Pontiac” on the Tom Waits album Orphans (Brawlers, Bawlers & Bastards). I won’t try to describe it—just click here to listen. I played it for my daughter who said, “You should do your own, about your bikes!” So here it is.

Bomb Pop

So, first of all I had the Fuji Junior. It was a tiny little bright red ten-speed, 24-inch wheels, stem-mounted Suntour shifters with little plastic condoms on them. I was ashamed at the “Junior” part and painted over it with touch-up paint. Now, your uncles all had Motobecane Nomades, which kind of made me jealous at the time because they were French. They all had those shitty plastic Simplex derailleurs and shifters but my brothers pretended they were kickass. Your grandpa had a weakness for French bikes. His was this weird crappy Gitane, I couldn’t tell what color it was, I even asked my dad, he couldn’t say either. Even your Grandma Jude had a French bike, also a Gitane, women’s mixte frame, narrow rock-hard plastic saddle—she hated it, I only saw her ride it once.

So, after the Motobecanes, Uncle Geoff and Uncle Bryan upstaged me again with these Libertas racing bikes from Belgium. Now they were pure shit, terrible lugwork, little specks of excess flux the builders couldn’t be bothered to sand off, but the bikes had flashy head tube decals and really skinny tires and I was in awe.

My next bike was like sensible shoes, a Miyata 310, $265 plus tax in 1981—gosh, two decades before you were born. I tricked it out with Suntour Superbe Pro brakes and pedals, handbuilt wheels I bought off your Uncle Geoff: Phil Wood hubs and Weinmann rims, laced radially which was almost unheard of back then. Stronglight cranks, drilled-out chainrings which was pretty badass. Concor saddle which had just come out, kind of radical at the time, I had the Supercorsa which had steel rails. I sold that 310 to Joel Linsky for $515; his mom was furious.

Now your Uncle Max had the Univega Viva Sport, he took off all the decals, slapped on some Dia Compe 500G brakes, tried to pass it off as a Colnago.

My first pro bike was a Mercian Colorado, Reynolds 531 with an SL fork, a beautiful color they called champagne pearl, really gorgeous, a bit like the color of a fawn actually. Bought that from my pal Nico. A couple months later we were riding at night and I piled into a curb, bent the frame—crumpled the downtube below the shifter bosses. Heartbreaking.

I had another Mercian, white with red panels, gorgeous, and I had my first victories on that bike before selling it to your Uncle Max who’d fallen in love with it and couldn’t live without it. From there I got into more Miyatas, there was the ’83 Pro, then the ’83 Team I bought off of Towle, he got it from Andre Claussen, I traded that to your Uncle Geoff for the ’84 Team he’d become too short to ride after the car accident. I had eight Miyatas … loved ‘em all. Not that they were actually that good … kind of heavy, top tubes too short, and the 73 head angle wasn’t aggressive enough.

After my ’86 Team Miyata’s fork broke at nationals I bought the Guerciotti SLX from Dave Feingold for $400. It was a 10 Speed Drive team issue, red white & blue fade paint job, so I named it Bomb Pop. God I loved that bike. Long top tube, 74 head angle, 72 seat, low bottom bracket, it just handled so beautifully. Indexed shifting never worked on that bike so I ran it with the Simplex Retrofriction shifters. I had some of my best races on that bike. In ’96 I bought a brand-new Dura-Ace gruppo for it, laced up a fresh set of wheels. Two weeks later I was riding on the Golden Gate bridge, sprinting, and the fork broke. Steerer tube sheared clean off—I piled face-first into the concrete, headset bearings rolling everywhere, I needed a bunch of stitches. Still, that was one of my favorite bikes. Well, that was a long time before you were born.

Photos & notes

Here I’m on the Fuji during the 1981 Red Zinger Mini Classic. Look how small we are.

Here’s my dad’s Gitane.

Here’s my mom’s Gitane. Man, what a hateful bike. She didn’t even want the mixte-style frame but Dad insisted.

Here’s Bryan on his Libertas at the ’81 Mini Zinger.

Here’s that Libertas head tube decal.

Here’s Max  on his Univega, also from the ’81 Mini Red. Notice how his poorly pinned number is coming off.

Here’s the Dia-Compe 500G brakes Max had.  He was so proud of them. I can’t find a photo of the drilled levers, though.

Here’s the Miyata 310—I’m #62, straddling it—and also the Mercian Colorado with Nico on it (in the race leader jersey), at the 1982 Mini Zinger. I bought the Mercian off Nico later that year.

Here’s my dad’s Subaru (which did not run off gasohol, by the way) with (from left to right) Max’s Univega Viva Sport, Geoff’s Univega Superstrada, our dad’s Trek, and Bryan’s Libertas (which he got from Geoff after his own Libertas broke).

Here’s my college roommate on my ’86 Team Miyata.

Randomly, here’s a pair of pages from a bike magazine showing two of the bikes featured in this post.

Here’s Bomb Pop during its heyday.

I still have it, but it’s not safe to ride.

Acknowledgements and errata

Of course my daughter Alexa gets a shout-out for suggesting this post & the recording. I am grateful also to my daughter Lindsay for doing the excellent camera work, holding my phone very still with it trained on the slide show playing on my laptop while I did the audio.

There are a couple of severe goofs in the video that you probably laughed at already, owing to my needing to get this done in one take. First is complaining about the 83 head angle on my Miyatas being too shallow; of course I meant 73 (as 83 would be impossibly steep). I also stated that the head tube on Bomb Pop sheared clean off; of course I meant the steerer tube.

If you enjoy “The Pontiac” as much as I do, I’m sure you can’t help but be disappointed in my tale and moreover my delivery. What can I say? I’m not Tom Waits. But then again who is?

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Dyna-Drive - Letter to an Old Gearhead

Introduction

Recently, I got into a long, rich e-mail exchange with a guy named Kevin, who is my friend John’s older brother.  I know almost nothing about Kevin because back when we all lived in Boulder, we were teenagers, and no teenager ever has anything to do with his kid brother’s friends.  But Kevin is restoring a 1983 Team Miyata, which instantly provided enough rapport for us to practically become pen pals.

That’s where you, vicious reader, come in.  (You didn’t think I was going to call you “gentle reader,” did you?)  Because I don’t know Kevin, he could be any 40-something collector of excellent old bikes and their paraphernalia.  If that’s you, read on.  If that’s not you, what’s wrong with you?  Racing bicycles of the early eighties are far cooler than fantasy football, online gaming, etc., and the sooner you realize it the better.  (If you love old bikes but are a young dude who can’t stand the thought of anybody being in his forties, click here instead.)

Dyna-Drive – Letter to an Old Gearhead

It’s been awhile ... maybe you thought I forgot about your Team Miyata restoration and the parts I offered you.  Not so.  And even if I did forget, my wife would’ve reminded me.  I told her about the project, explaining it in a way that would interest her (“I’m giving away some bike stuff”) and she asked, “Does this guy need any whole bicycles?”

So, I finally went out to The Box to find out if I really do have the parts I promised you.  Sorry it took me so long, but hauling out The Box is no small matter.  It’s buried under a bunch of other stuff in the garage, and the garage itself (a small one, built to accommodate a Model-T Ford) is like a jack-in-the-box, where when you pull out one thing, the top pops off and suddenly there’s crap everywhere and it looks like the home of a hoarder, so you can barely thread your way through it and then there’s a TV crew out there in the driveway wanting to film an installment of “Filthy Hoarders Bay Area:  Bike-Induced Squalor.” 

I also have to be braced emotionally for such archeological projects.  I start to get sentimental because whenever I blow up the garage, I come across relics of my daughters’ recent past that remind me how fast they’re growing.  I’m chucking aside new winter boots, winter boots that won’t fit anymore, little coats they barely got to wear, and then the rag bag, which is actually a box, which is always overflowing and is 90% kids’ garments.   I guess there’s some guilt there because we could have given these garments to the Goodwill, except they’re all stained because my kids are, apparently, slobs.  So I’m like, “Dang, Lindsay was wearing this dress only a month ago.”  The way the years have flown by, it’s like the kids just got here, but they’ve already got one foot (each) out the door.

Below the rag “bag” is the New Bike Stuff Box, which is a Huggies diaper box, so I feel guilty about that.  Should’ve used cloth.  In the New Bike Stuff Box are gobs of new cogs, new chains, new cleats, new Conti 4K tires, and little-used 4Ks I took off my bike so I could put on new tires for Everest Challenge but then afterward was too tired to put the old tires back on, and all of this is enough to make me drool over how well equipped I am for all the miles I have yet to ride, but of course there’s some guilt there, too, because I have so much, and there are people in this world riding Forté (i.e., house-brand) tires, or fricking Ultegra, or low-end Campy, or worse, some of them are on cobbled-together mixed-part mixed-vintage bikes like all those poor Europeans had who dropped my ass on Alpe d’Huez despite my big fancy American equipment and attitude.

So then I get to the second diaper box, which is The Box itself.  The Box is fricking heavy, with the accumulation of decades of bike stuff, and I dreaded hauling it out because my back is currently in the thrown-out state.  I don’t know how it got here.  I sat down too quickly, or got up too quickly, or sat too long, or blasphemed too many times, I have no idea.  A buddy of mine threw his back out putting on a sock.  It sucks being old, but I guess the alternative (i.e., being dead) is no better.  I wish you could have heard the wounded-animal noise I made hefting The Box onto a rubbish bin so I could rifle through it.  (Did I say “rubbish bin” instead of “trash can” just to sound British?  Of course.)

The stuff in that Box ... it’s just amazing.  It’s like the parts are copulating in there.  I always come across stuff I cannot account for, like (in this case) an extra Dura-Ace Dyna-Drive crankset.  I know I promised you some chainrings off this crankset, but since then I verified with my brother Bryan that I had actually put my extra Dyna-Drive crankset on his old Team Miyata a couple decades ago.  (My original Dyna-Drive crankset is on Full Slab.)  So I thought Bryan was going to have to send you the chainrings you need, which means you’d almost certainly never get them, because he has more kids than I do and doesn’t even have time to read his e-mail—and hasn’t, in fact, even read any of our glorious Miyata restoration e-mails, hasn’t even stumbled across the link you included to the treasure trove of old Miyata catalogs online where he could drool over the very catalog that once hawked his very bike.

But lo and behold, I do have a Dyna-Drive crank from which to cannibalize chainrings.  Sweet!  And that’s not even the weirdest thing I found in The Box.  I also found a cadence transmitter for a Polar bike computer.  How is this in here?!  I’ve never owned a Polar device in my life, and I’ve never been a big fan of measuring cadence.  I do have a cadence mech now—I couldn’t outrun such nerdy technology forever—and it’s kind of depressing sometimes when I’m slogging up Lomas Cantadas in my lowest gear, which is shamefully low due to the unholy combination of a compact crank and a 27-tooth rear cog, and my cadence is in the 40s.  At that point can I even call myself an athlete?

I’ve got a slew of corn cobs in The Box, even a Regina which is weird because I’ve never owned a chain that’s even compatible with Regina.  Just all kinds of stuff and it takes a mighty, mighty long time to go through it all looking for specific stuff, especially since I keep getting sucked in, inspecting this or that part closely, not just because it’s cool-looking (which of course it all is), but because time after time the picture gets all wavy, like how old TV shows used to indicate that a dream sequence or flashback was beginning, and suddenly this isn’t just a 53-tooth Mavic chainring, this is the chainring off Pete’s old Rossin, the chainring we all called “the working man’s chainring” because it was so manly, so Sean-Kelly-like, because at that time having a 53 was unusual and was the equivalent of an amp that goes up to 11.  If you were willing to fork out big bucks for that extra tooth, it meant you really cared about going fast.  (As juniors, we had gear restrictions, and the 53x15 was actually still legal, whereas a 52x14 was not.)  This led me to ponder whether or not it’s pathetic that as teenagers my brothers and friends and I talked enough about any specific chainring to have to name it.  Well, maybe we were, but at least we were disciplined, sportive teenagers who weren’t glued to screens all the time.

Then I found myself looking at a Suntour Sprint rear mech, which was on the Sanwa I bought in 1986 from this Brazilian twerp whose goal in life was apparently to go as long as possible without actually working, no matter how much freeloading this required, and no matter how many belongings he had to sell.  He tried to sell that Sanwa to me for months, and my bartering tactic—“I don’t need another bike, and I don’t even like that bike, get it away, I don’t want it”—was so ruthlessly effective that I finally got the bike for like $140 and gave it to my brother Max, who, years later, was sprinting all-out on it, on the Broadway bike path, when the frame snapped in half and he stacked so hard he got a case of whiplash that bothers him to this day.

So, yeah, I’ve got original Dura-Ace Dyna-Drive chainrings for you, but oddly the inner chainring is a 39, which definitely was not stock on that crankset.  Nobody was using 39s until about 1987 or 1988.  That crank is a 1982.  Oddly, even though it’s newer than the crank, that 39 is really, really worn.  Kind of a wave-shape as well.  Very likely to skip.  Look:

See that chainring next to it?  It’s practically new.  It’s got at least 10,000 miles left in it.  Also, being a 42, it’s more appropriate for your restoration.  But though it’s Dura-Ace, it’s not Dyna-Drive, so in that sense it’s not very authentic.

So what else did I find?  The Dura-Ace AX pedals are in better shape than I remember.  Pretty smooth, actually.  You’ll have to furnish your own toe straps but those  aren’t hard to come by.  But the thing is, you need to get past your fear of these pedals and actually install and use them.  Get yourself some old-school cycling shoes, in plain black leather, some old Vittorias or Dettos or something.  Why?  Because clipless pedals on your old Team Miyata is just not right—it’s almost a crime, really, particularly when the Dyna-Drive pedals are arguably the most distinctive thing about that entire era of Dura-Ace componentry.  

Besides, you have to honor these pedals, given the good long while I spent staring at the right one, recalling the cool old machine shop I took it to after stripping the threads during one of my many overhauls (back in my college days).  These were the little threads on the inside of the pedal, where the spindle would be if these crazy pedals had a spindle.  The machinist installed a HeliCoil for me, which worked like a champ, but he also got a gleam in his eye and offered to modify the pedals to use cartridge bearings, and even a special setup for races that would involve mineral oil instead of grease, for maximum efficiency.  I almost went through with it (but was too broke).  Anyway, I raced for years on those pedals and never had a problem.  That yours exploded was probably just God punishing you for doing a triathlon on a pure road racing machine like your Team.

Alas, though I did find a Dura-Ace bottom bracket, in the original box no less, it ended up being the spindle, one matching cup, and another random cup from a totally different era of BB.  The one Dyna-Drive cup is 36x24, which (needless to say) is the Italian thread and size, totally useless to you, though a BB with only one cup is pretty damn useless anyway.  The spindle is pretty badly pitted, as you can see from this photo (note also the close-up of the worn-out chainring teeth):

But the spindle being pitted doesn’t really matter,  because it cannot be used with non-Dyna-Drive cups anyway.  Recalling that incompatibility has been less than enjoyable.  My 1986 Team Miyata broke (well, the fork broke) during the 1990 Collegiate National Championship road race, and after a brief stint on an Orbit (painted orange with a spray can) I bought the steel Guerciotti, Bomb Pop, that was my favorite steel frame ever.  As Bomb Pop was Italian, I had to figure out a new Dyna-Drive-compatible BB and went through half a dozen different combinations of spindles and cups, getting most of my parts from Peter Rich over at Velo-Sport, who was cool enough to let me return one part after another when it didn’t work out, which was every time.  I was working down the street at Square Wheel and one day I looked through the (non-online, paper-bound) Euro-Asia wholesale catalog and discovered you could still order a new-old-stock Dyna-Drive BB, which I did.  I have no idea what happened to my old English-thread Dyna-Drive BB.  Could still be in the Orbit.  I will never know, because I managed to actually lose that Orbit (or did I sell it to Max?) along with the 1986 Team Miyata which really only needed a new fork, but which is definitely lost forever (possibly in my ex-stepfather’s attic).

But wait, you’re asking, what’s that other BB spindle in the photo?  That’s a ’99 Dura-Ace Octalink spindle, probably left over from the Italian-thread BB I bought for Bomb Pop, which I later installed on Full Slab, and eventually had to cut up with a Dremel tool.  But what’s important here is that the Octalink spindle is no wider than that old Dyna-Drive spindle.  This suggests that, modern Q-factors being what they are, you could probably find a low-profile BB for your Team Miyata that would work a lot better than that goofy sealed sumbitch you got in there now. 

Which is good, because I had a long, fun chat with Bryan and have determined that he never did have a Dyna-Drive BB for his Team Miyata, so he got away with a Campy, though his chain line wasn’t perfect.  You could make him an offer for that Campy BB, but you’d either rip him off or pay dearly because those were sweet.  They had these so-called “labyrinth seals”—not a rubber seal, but just a carving into the aluminum rim of the hole in the cup where the spindle went through.  It always seemed to me that such a design would do nothing to keep water out, but it really did work.  After the Steamboat Springs road race in 1983, which was a miserably rainy affair, I actually took my bike (an ’83 Pro Miyata) into the shower with me, and didn’t even need to overhaul the BB afterward.  Smooth as glass, those Campys.  Damn it, maybe I’ll make Bryan an offer myself.  I’ll conjure up a bike to go with it!

By the way, see that grubby red Cinelli handlebar plug in the photo?  That’s the last part I have left from the Mercian I wrote about recently, my second-favorite steel bike ever.  Those were cool plugs because they were squishy, so at high altitudes (e.g., Mount Evans at over 14,000 feet), they popped out slightly.  I dreamed of going down to sea level and reinstalling them to increase this effect.  It’s kind of sad that the bar plug is all I have left of that Mercian.  I mean, a pair at least would have been nice.

Okay, so the last thing:  you’re probably wondering what those Superbe Pro brake levers are doing in the photo.  They have nothing to do with your Team Miyata!  True, but as we’ve discussed, neither do the more modern Superbe Pro brakes you’ve got on your bike now.  And these levers are the right era, and are beautifully made, and let’s face it, aero levers have no place on your ’84 Team.  They just don’t.  Look at that catalog photo:  the brake cables come straight out of the top of the lever, like they should for that vintage.  Sure, aero levers existed back then, but the Team Miyata was a no-nonsense racing bike and aero levers hadn’t earned their place on it yet.  (Miyata was a pretty cool company:  starting in 1982, they finally acknowledged that no Japanese company could produce a good rim, and switched to Mavic GP4s.  On the other hand, that aero water bottle in the photo is pure nonsense and is painful to look at, especially against the backdrop of such a sweet bike.  It’s like if Natalie Portman had tattoos on her face, or those plug-style earrings.)

Of course, the problem with these Superbe Pro levers is that the hoods are gone.  Isn’t it strange how even rubber is higher-tech than it used to be?  Back in the ‘80s we had to replace our brake hoods somewhat often.  Everybody stocked replacement hoods.  You could even put Modolo hoods on your Campy levers and many did.  Or there were the A‘me  ones that came in every different color.  I even remember Armor-All’ing the Dia-Compe hoods on my Miyata 310, to extend their lifespan.  

And now?  Nobody ever needs new hoods.  Ever.  My 1999-issue Dura-Ace STI levers not only have the original hoods, but they’re in mint condition.  (Just the hoods, though ... the levers are beat to hell, the decorative caps busted off, big Phillips-screw exposed, and I even had to file them down after a crash because the scraped-up plastic—plastic!—was so barbed it could have cut my lily-white fingers, though those barbs would never present a risk to a professional bike mechanic, who it is said bleeds on the inside.)  Anyway, you can still find replacement hoods, as these take the same ones as old Campy levers.  (Click here, for example.)

So, this stuff is yours for the asking:  the Dyna-Drive era chainrings; the 42-tooth chainring; the awesome old Dyna-Drive pedals; the non-aero brake levers.  I’ve even got a couple rolls of brand-new Benotto tape in white (with albeit yellowed plugs) you can use if you like.  But I’m keeping the spindles and the Cinelli bar plug.

Epilogue

I got a great reply to this letter from Kevin, which proves that it is humanly possible to make it through a long, dense spew of text like this.  There is much of his reply that I’d like to include here, but of course I have to draw the line somewhere.  I particularly enjoy and appreciate the perspective he finds for all this lore:

The curse of a passion like this is the almost impenetrable gulf it puts between you and outsiders who have no idea what you are talking about and hardly see anything of value in a decades-old box of copulating bike parts.... That Cinelli bar-end plug doesn't speak for itself, it needs an interpreter. Wherever its mate ended up, we can be pretty confident that it is not the crowning centerpiece of a memorial shrine to the long-gone days of Mercian-riding bliss. It’s probably floating in one of those swirls of trash in the Southern oceans. It’s the human component that makes objects into what they are, if that isn’t too obvious to state.