Campafreak

FES Time Trial Bike

2010-04-01T23:00:00.001-07:00

FES Time Trail Bike

Nice unexpected find, and I was more than surprised to find an integrated SRM wire harness. The bike is in "as dropped after the last event" conditions probably 1999/2000 as the use of non equal wheel size has been banned by the WCF (aka UCI) starting from 1990..1991.

In 1988 FES made 27"/26" TT bikes for Olaf Ludwig and Co. Later they applied the already since 1984 1985 used 24" from the track TT (see TEXTIMA Track TT Bikes) for the road TT events.

The aero bar is a masterpiece of beautiful monocoque design .

Cinelli track bike from 1960

2009-08-13T03:26:00.001-07:00

Cinelli track bike from 1960

This bike from around 1960 could be traced back to Hans Mangold a teammate of Rudi Altig in the late 50ties till Rudi Altig turned pro in 1960.

This bike is almost in the condition of the 60ties, with the exception of the Continental Sonderklasse 175 pista tubulars which are from 1985 and the Unicanitor M55 saddle, as the bike found it's way from the velodrome to the first collector. From practical experience I know that old track bike were used till the mid 80ties by the clubs as pool bikes for the events on the velodrome.

The same destiny has hapened to the Sch winn Paramount track #E74376 - May 1974 which has been used till the turn of the millennium in Rochester Hills,Mi velodrome.

Details

the headset has a additional pinch-clamp device which could be seen in those days.

Components

the bike has a full Campy track outfit, with second gen cranks with raised lip (eye-let around the pedal hole) rotating around a 'Con Sfere 3/16"' bottom bracket, 'NO Record' Record hubs , pista pedals con dente with spindles which have the 1st gen O-ring seal, and skip tooth (1" pitch) drive train.

The wheels are 3 cross laced without the later popular tied and soldered crossing of the outer most spoke crossing. The Fiamme trapezoid rims were the choice of many riders.

TEXTIMA Track bike SN#223

2009-04-11T07:42:00.001-07:00

One of the rare TEXTIMA's who survied the re-painting during the GDR and after reunion

Schwinn Paramount May 1974 SN#E74376

2009-03-09T22:41:00.000-07:00

Schwinn Paramount 1974 SN#E74376

Classy track bike with complete Campy Groupo, Cinelli steel bar and stem, Schwinn approved french (probably MAVIC/Super Champion) rims and seta tubulars.

The gear ratio is the mot used 49 by 15 . I am not sure that the Brooks Vitesse is the original one from 1974.

Heavy duty Campy rear drop outs.

Pogliaghi Italcorse FAEMA color SN# 9574

2009-03-05T21:59:00.001-08:00

Cinelli M71 clipless Pedals 1974

2009-03-02T10:54:00.000-08:00

The 4th generation of the first modern clipless pedal launched in 1970.

Scorpio 1988

2009-02-18T11:08:00.001-08:00

Scorpio 1988

A luged steel frame made in a small shop near Frankfurt / Germany by Bernd Gaessler . All frames he made had custom geometry due to the manual manufacturing process. He used for his frames all kind of commercially available light weight tubing from Reynolds and Columbus.

The bike is equipped with the first generation Campagnolo C-Record groupo and Campagnolo Record pave rims. The cranks are polished and chromed for optical reasons.

George Hincapie Team Columbia 2008 Giant Prototype

2009-02-12T05:11:00.000-08:00

George Hincapie Team Columbia 2008 Giant Prototype size XL spare frame/bike with uncut seat post / mast

This is a new never build up Giant Team Columbia (High Road) 2008 prototype of the size XL. Only the SRM wire harness is assembled. The short stem is attached to hold the fork / headset bearings in place.

The geometry is to the Giant stock dimensions. I have seen on the smaller sizes (S and M) that the top tube was around 15 mm longer than stock. The stock frames had a designated size call out SS and MS means Small Standard (Stock) and Medium Standard Stock dimensions.

But on all frames of 2008 is the drive side BB configuration of the 86.5mm by 41mm standard change in the way that only the generic standard BB ball bearing 37x25x6 [mm] can be pressed in. The ball bearing was machined (two longitudinal cuts 180 deg apart with the hacksaw to release the press fit by reducing hoop stress) out of the Standard DA outboard cups. In the picture above you can see the Ball bearing pressed in and standard plastic bushing.

With this change the clearance get bigger between the SRM power cranks and the BB housing, and the O.D. of the bearing has firm contact alignment to the machine metal housing, instead to be embedded into a plastic housing with 2mm wall thickness.

On the non-drive side you see the standard configuration of the 86.5 by 41 standard and the aluminum insert of the drive side with significant higher wall thickness.

The wire harness for the SRM system which enter into the frame in front of the BB, in the

hole foreseen for the outlet of the shifter cable, exits the frame near the front brake cable stop.

If the SRM cable is now routed parallel to the brake cable in a heat shrinkable hose it

looks like a wireless system.

An update will follow how it looks with the SRM Power cranks, the speed and power sensor in place.

LINK: http://www.georgehincapie.com/gallery/

scroll down to 2008 Tour de France

Ralph Berner - Allan Cross Carbon - 1993 vice Word Champion

2009-02-07T00:02:00.003-08:00

Ralph Berner - Allan Cross Carbon - 1993 - 2nd at World Championship

Eddy Merckx Kessels Molteni SN#292 - early 70ties

2009-02-07T00:02:00.001-08:00

One of the earliest Eddy Merckx bikes in classic Molteni colors made by the belgium company KESSELS. The most distinguishable difference to the Italien makes is the longer wheel base by increased length of the chain stays .

Klaus peter Thaler -Puch Ultima-1983 Tour de France

2009-02-07T00:01:00.001-08:00

DiDi Thurau 1979 Luik-Bastenaken-Luik / Liege-Bastogne-Liege / Lüttich-Bastogne-Lüttich

2009-02-07T00:00:00.001-08:00

On this bike DiDi won Liege-Bastogne-Liege in 1979.

Jan Ullrich -Pinarello- 1996 till 1998 and post 2000

2009-02-06T23:59:00.001-08:00

Jan Ullrichs TT Bike used over a relatively long time frame from 1996 till 2003 (the color scheme changed at the end to the T-Mobile magenta-black)

PS: seat highs is instead around 80cm 83.5 SORRY!

Jan Ullrich - Walser 2004/2005 T-Mobile Time Trial

2009-02-06T23:57:00.000-08:00

Rolf Aldag - Pinarello - 2003 "Höllentour" Tour de France

2009-02-06T23:56:00.002-08:00

Rolf last Pinarello, here with the 'classic' wheels 32 hole 3 times laced for the cobbles of the spring classics. Those wheels are in use for a couple of seasons some time only the switch to a new sponsor made them obsolete.

In the Tour they used either Bora's for the mountain stages or Nucleon's. The day Rold Aldag got the Polka Dot Jersey he used some Bora's and swapped the spacers around.

Rolf Aldag -Giant prototype - 2005 his last bike as an active Professional

2009-02-06T23:56:00.001-08:00

Erik Zabel - Giant- 2005 his last bike at T-Mobile

2009-02-06T23:55:00.001-08:00

Erik has won his last race for T-Mobile in 2005, Paris Tours or the World Championship of sprinters, and received his bike as a present from Walter Goodefroot. The bike showed the 2006 mostly carbon color scheme. This bike in the 2005 color scheme was the spare on the roof rack of the service car.

Steffen Wesemann - Giant Prototypes 2006 - Paris Roubaix

2009-02-06T23:51:00.003-08:00

Steffen Wesemann - Giant Prototype 2006 - Paris Roubaix

As in the year before Steffen Wesemann had a special bike prepared for Paris Roubaix. Due to the good dry wether conditions this year it was spared, and Steffen used a bike with standard caliper brakes but not integrated seat post. The frame is more beefy in the front at the head tube box and the chain stay-bottom bracket joint. Remarkably is the chainring combination of 53 - 49 teeth. Cobbles of the order in Paris-Roubaix have a rolling resistance similar to a 4.5 to 5.5% inclined sloop. Pro's would use in a race on a climb like this 53-18, 19 or lesser 21 , but on cobbles it's better to use a more aligned chain line of 49 -16,17 or 18 to avoid that the chain snaps over. A interruption of power leads immediately to an gap and the resistance increases again but if the chain needs to be put back by hand ends up in a chase.

This bike, based on a road bike frame, but with cantie's and a fork with more clearance, has been used a a training bike. He used this bike very likely to get the feeling for the cantie's and the lesser responsive steering. It has the insurance batch which is required in switzerland still attached to the frame.

Magnus Backstedt -Cannondale - 2007 Team Liquigas

2009-02-06T23:51:00.001-08:00

A standard stock 63cm frame with 150mm stem due to Cannondale typic shallow seat angle. Remarkable is the SRM Powermeter with 135mm BCD to allow to use Campy chainrings (very rare 130mm is their standard). The pedals are not original, I guess that Magnus Backstedt took all pedals with him as he left the team, I looked carefully around in the team workshop and asked the mechanic but without success.

(my) Campy 12-speed ( Campagnolo Shimano)

2009-01-25T23:38:00.000-08:00

The 12-speed project started in early sumer 2008 after the first rumors circulated in the Pro Team that Campagnolo is going to launch a 11 speed groupo.

A bit energized to be always one gear in advanced I started the development of the 12-speed system. The adjustment of the transmission ration of the cable retraction to revolving angle was made by proportional reducing the drum radius of the index ring. Prior calculation figured out to choose a center-2-center dimension of 0.5*1.60mm + 2.00mm + 0.5*1.60mm = 3.60mm. this leads to a total cassette width of 41.2mm. this width requires an integrated lock ring into the 11 teeth sprocket and a further shift of the cluster towards the spokes. On the Ergopower shifter I accoutered three problems :

where to locate the addition slot on the index ring on the 11-speed system I add to the innermost gear the 11th, and it was impossible to add another one, due to the limited rotation angle in this direction. So I decided to add it on the side of the smallest sprocket. This required significant changes of the plastic housing to allow the additional rotation angle. The space for the additional 12th slot was now identified.
How to maintain the additional rotation of the index ring The bigger total rotation angle needs to be considered and required two additional changes. The ratchet mechanism of the thumb lever couldn't be engaged because there were no teeth to rotat the index ring further than the original outermost position. I decided to cut out sufcient teeth out of an standard index ring and braze it onto my 12-speed I-ring. The second major change needed to be done on the ratchet teethed ring operated by the lever behind the brake lever. At least one or better two additional teeth need to be added in order to increase the operational revolving angle.
Campagnolo has no equidistant angle increments between each shifting step. To make it worse is the shifting angle increment biggest between generic 9th and 10th gear (second to outermost and outermost). So this force me to find a solution to live with the non-linearity by making the cable retraction to parallelogram inwards swing ration non-linear too. A old solution is know by changing (shifting) the cable fixing point further to the spokes.

The cassette needed to be change significantly on the aluminum spider. It was required to disassemble the sprockets from the carrier and to machine it to achieve the 2.00mm spacer dimension. The assembly was easy by simply riveting the carrier and sprocket with stainless steel rivets together. An integrated look ring into the 11 teeth sprocket leads to a clean lock and sufficient clearance to the drop outs.

shimaNo 10-speed c-2-c dimension 3.95mm
Campy 10-speed 4.20mm
(my) Campy 11-speed 3.95mm
The cassette can be made either out of Campy 1.75mm wide sprockets with 2.20mm spacer or with shimNo 1.60mm sprockets and generic 2.35mm spacers. For a cleaner look I prefer to integrate the lock ring into the 11 teeth sprocket.
(my) shimaNo 11-speed ST-78XX 3.95mm
Campagnolo 11-speed 3.95mm
(my) Campy 12-speed 3.60mm requires Campy 11 speed chain
11 speed cassettes can be assembled to all Campy/Fulcrum rear wheels and Lightweight wheels with Campy or HG rotors. 12-speed cassettes can only be assembled to Campy/Fulcrum rear wheels with a modified HG rotor .

shimaNo 11-speed

2009-01-25T02:50:00.000-08:00

After the campy project came to an end I focused myself on the 11-speed upgrade for shimaNo. I do have some pro bikes (Rolf Aldag giant prototype 2005 and an Giant 2008 Team Columbia) and a couple of bike buddies with shimNo equipment.

Due to the fact that (my) 11-speed campy (2005-2008) is based on the shimaNo shifting increment of 3.95mm and that I have compatible rear wheels I started to investigate the shimaNo STI 78XX shifter. To my surprise I found out, that a 3 minute machining operation adds to the innermost position (biggest sprocket) an 11th gear.

After marking the 11-speed is ready for the first ride.

General aspects of 11- and 12 speed configurations

2009-01-25T00:47:00.000-08:00

Starting the consideration from the cassette which I used for many years the 10 speed 12-23. I preferred this configuration over the 11-23 taking the disadvantage on our long descents into account not be able to go into the lead in a Belgium circle, but having the 18 reducing the gear ratio increment between the 17 and 19. This is always important to me in headwind in the big chainring or for the climbing. All my discussions with pro riders and technical directors of pro teams came to the same conclusion that the 18 teether is highly appreciated if the race course is hilly.

START 12-23 12 13 14 15 16 17 18 19 21 23

Subsequently I decided to add now to the ideal 12-23 the 11 teeth sprocket.

11 speed 11-23 11 12 13 14 15 16 17 18 19 21 23

The second alternative if a lower gear ratio is of advantage to skip the 18 and add a 25 or 26 and/or scarifying the 11 and add a 27 or 29

11 speed 11-25(26) 11 12 13 14 15 16 17 19 21 23 25(26)

11 speed 11-27(29) 12 13 14 15 16 17 19 21 23 25(26) 27(29)

With this 3 configurations a wide range of needs can be covered. For special purposes like flat TT and up-hill TT other configurations like

11 speed 11-21 11 12 13 14 15 16 17 18 19 20 21 or

smaller increments on bigger sprockets for up-hill TT are more ideal to adjust riders cadence to the given output power and combined resistance (drag and potential energy) by skipping the11, 12 or even the 13.

Now what's ideal for 12 speed ? Again starting with the ideal 11 speed 11-23 it makes only sense to add a 25.

12 speed 11-25 11 12 13 14 15 16 17 18 19 21 23 25

or again if lower gear ratios are required skip the 18 and add a 27 .

12 speed 11- 27(28) 11 12 13 14 15 16 17 19 21 23 25 27(28)

Depending on riders preference if the 11 is really required or of any advantage the

12 speed 12- 27(28) 12 13 14 15 16 17 18 19 21 23 25 27(28)

evolves and the 18 is back.

Bottom line is the 11 speed covers a wide range of needs. The 12 speed configuration is ideal if a lot of climbing has to be done e.g. alpine stages with steep grades and long descents.

12-speed Campy 11-27 cassette

Campy Campa Campagnolo 2005 - 2008 11 - speed

2009-01-24T23:19:00.000-08:00

In 2004 an idea crossed my mind to add an 11th sprocket to the 10 speed Campy cluster. The motivation was not to replace the 18 teeth sprocket of the 12-23 10 speed cluster by an 11 teeth and switch to the 11-23 cluster used in the pro peloton.

A quick measurement of the distance between the look nut and the spokes of the rear drive side revealed that Campagnolo rear wheels have the clearance needed to add another sprocket.

Before I started the lath I decided to use the same center-2-center dimension as the shimaNo 10-speed, 0.5*1.60mm +2.35mm+0.5*1.60mm =3.95mm in order to be somehow compatible at least as the shifter increment from sprocket to sprocket is concerned. In practice it's after the Campy 11 speed rear wheel is replaced after an defect by an generic shimaNo 10-speed no problem to remember that there is the possibility to through the chain between the last sprocket and the spokes.

The small campy sprockets with the integrated spacer as well the spacer were machined to my new 11-speed spec 0.5*1.75mm+2.20mm.0.5*1.75mm=3.95mm and the entire cluster moved 0.90mm+0.10mm closer to the spokes. This is done by machining the Aluminum carrier on the internal side. The only bit of difficulty is to disassemble the riveted sprockets on the carrier, machine it to reduce the clearance to the spokes, to obtain the 2.20mm spacer and to assemble it afterwards.

Now after the sprocket turned out to be functional I started to focus myself on the Ergopower shifter. Space for the 11th groove for indexing was found quickly and the transmission ratio has been reduced by adjusting the radius of the drum which winds up the cable proportionally.

After the Ergopower has been assembled I mark the housing and the job is done.