It's Done--I Think!

My "winter" project is more or less complete.

Back in December, I found a 1981.5 Trek 412 at an estate sale.  It was looking for a good home.  I thought I'd finish it during my January recess from school and ride it during the winter.

Well, as with almost any project, not everything went exactly as planned.  Some parts I'd intended to use didn't fit or work with other parts, and, well, I changed my mind about a couple of things along the way.

I finally got it into rideable (for my purposes, anyway) condition by Spring recess, in April.  And, as I mentioned a few days ago, gearing wasn't quite to my liking--and the crankset (which had been sitting in my parts box for I-don't-know-how-long) stripped when I tried to remove it.  So I had to "destroy it in order to save it", to paraphrase one of the more unfortunate commands of all time.

But now I think the only thing I might change is the bars--to drops. (Actually, I might make this bike "bi" and switch between drops and Porteurs as need, and whim, dictate!)

In putting the bike together, I didn't try to do an "original" or even a "period" restoration.  Instead, I tried to rebuild the bike in the spirit of the original (Yes, I know, that's an extremely elastic term!) while suiting my needs and tastes as a rider.  So, I decided not to refinish the frame (also, in part, because I didn't want to spend the time or expense) and when I didn't use parts that came with the bike, I installed components and accessories from within a few years of when the bike was made--or that at least don't look out of place on a bike of its time.

What that means is that the bike now consists of the following:

Frame and fork-- Trek 412, of Ishiwata 022 tubing.

Headset--  Stronglight A9 roller bearing (came with frame)

Wheels--   Rear:  Specialized sealed bearing hub (made by                                       Sansin) sealed bearing 
                          Sun CR 18 Rim, 700C
                          36 DT spokes, 2.0 straight gauge, 3 cross
                
                  Front:  Suzue sealed bearing hub
                           Sun CR 18 rim, 700 C
                           36 Wheelsmith spokes, 2.0 straight gauge,                                3 cross

                  Continental Gatorskin Hardshell tires, 700 X 32

Crankset--   Shimano A 124 triple (1986 model), triple
                            46/42/28 rings

Derailleurs-- Rear:  SunTour VxS with sealed pulleys
                    Front:  SunTour Spirt (top-normal)
                    Shifters:  SunTour PD-M (racheted)

Freewheel--  SunTour Winner Pro five-speed, 13-26

Chain--         SRAM PC-830

Pedals--        MKS GR-10 Platform (like Lyotard Berthet)
                    MKS "Basket" toe clips
                    Generic leather toe straps

Brakes--        Weinmann Carrera (first version)
                       with Mathauser "Kool Stop" pads
                  
                    Tektro 4.1 inverse levers 

Handlebar--    Velo Orange Porteur 

Stem--           Specialized 9mm, made in Japan (Nitto?)

Seat post--     SR Laprade alloy (came with frame)

Saddle--         Brooks B17

Fenders--       Velo Orange Hammered, 45mm, with flap                              from RuthWorks SF

Rear Rack--     Blackburn Expedition stainless steel

Front Rack--    Nitto M18.

Bottle Cages--  Twofish

Pump--            Zefal Competition, converted

I plan to put a decaleur made by Mark Guglielmana on the stem.  I've been using it on Vera (my Mercian mixte) and like it a lot.  The reason I want to shift it to the Trek is that there isn't enough room under the headset nut for a decaleur (or anything besides a headset spacer).  The Stronglight A9 that came with this bike isn't the original:  Apparently, the original (probably Japanese) had a smaller stack height.  Moving the decaleur will allow me to use my RuthWorks Randonneur bag on this bike.

Rebuilding this bike has been an interesting--and so far worthwhile--experience!

When An Iris Doesn't Fit: Twofish

All four of my Mercians have a few things in common besides, well, being Mercians.  For example, they all have Phil Wood hubs and bottom brackets, Zefal HPX pumps, Brooks saddles and at least one part from Nitto.  In addition, all of them have Ruth Works bags, made by Ely Rodriguez, attached to them.

They also have King headsets.  Arielle, Tosca, Helene and Vera are also have another King in common:  water bottle cages, specifically the Iris model.  I have been very happy with them:  They are easy to use, hold the bottle well, don't bend and haven't shown any signs of breaking or even wear.  And, yes, I like the way they look.

Only recently have I discovered a "problem" with King Iris cages.  Actually, it would not have been a problem if I hadn't stumbled across the 1981 Trek I've been working on.  That frame doesn't have braze-on mounts for water bottle cages.  Most Bike Boom-era ten-speeds, even high-quality ones like my Romic and Peugeot PX-10, didn't have them. Around the time my Trek was made, a good bike was as likely as not  to have brazed-on water bottle mounts.

Most water bottle cages of that time, whether the high-quality ones from Specialites TA, Blackburn or REG, had tabs for clamps (which sometimes were supplied with the cages) as well as mounting holes.  On the other hand, many modern cages--like my Irises--do not have the provision for clamps and are made only for braze-ons.

I know that adapters are available.  Basically, they are plastic bands or zip-ties cinched with a plastic boss that contains a nut into which the cage is bolted.  I have never tried them, so for all I know, they may work just fine.  But I don't think they're worth $15.  Also, they just wouldn't look right on the Trek (or, for that matter, any other decent bike).

So, the obvious solution is to use a classic or classic-style cage with clamps.  Turns out, I had clamps but not, to my surprise, cages I could use with them.  So, I searched for some vintage or vintage-style cages.  In particular, I would have loved to find the single-clamp model TA made for a few years.  Back in the day, they cost about $4 or $5 new.  The ones I found on eBay were listed for $50 or more, and some of them looked as if they were fished out of the nearest bayou.  And other classic steel cages--or even the old Blackburn alloy ones and the near-clones made by Minoura and other companies--were expensive and some, shall we say, looked as if they had been more than used.  

Finally, I came across something that looks like a stainless steel version of those early Blackburn cages:


The welds on it are very clean and the finish is nice.  It weighs about twice as much as the Iris, or almost any other modern stainless steel cage:  The manufacturer lists a weight of 96 grams.  Then again, almost any vintage steel cage weighs at least that much--and if I were so concerned about weight, I wouldn't be putting my effort into a bike like the Trek 412, would I?

The cage is made in the USA by Twofish.  They make a similar cage with an attachment that allows it to be strapped onto a frame.  People seem to like it, but I would rather go with the more traditional clamp setup, especially on a vintage bike.

Perhaps the best part of all is the price.  When I bought my  Iris cages, I paid $14 to $17 each. To me, such prices are entirely reasonable for good-quality stainless steel cages, especially ones made in the USA.  And Ron Andrews makes those cages (as well as the titanium version) by hand in his Durango,Colorado garage.

Now, I don't know whether equally colorful individuals or little elves in Sequoia trees weld the Twofish cages.  But they are made in this country, in California:  one of the highest-wage states.  So imagine my delight in finding this cage for $10.50.

Unlike most modern cages, this one has "tabs" that will accommodate vintage-style metal water bottle clamps.  The ones I have will fit just fine.

And I think it will look right, and fine, on the Trek.  That is what matters most, doesn't it?

If You Can See The Difference....

One of my favorite bloggers is The Retrogrouch.  So, I intend no disrespect to him with this post.

He is, of course, not the only cyclist to refer to himself as a Retrogrouch.  I am mainly in sympathy with him and the others who so identify themselves:  I ride steel frames, hand-laced wheels, downtube shifters (on my geared bikes), pedals with toe clips and Brooks saddles (except on my LeTour).  And all of my cranksets have square tapered axles.

On the other hand, I ride cassette hubs on my geared bikes (though the Trek 412 I'm building will have a screw-on freewheel).  The chief reasons are convenience and availablity:  No high-quality multiple-sprocket freewheels are made today (All of the good ones are single-speed.)  and most of the new-old-stock freewheels one can find on eBay and in other places have gear ratios that are useless to me.  (I am "of a certain age" and don't race, so what can I do with a 12-13-14-15-16-17-18?)  The unusued ones command exorbitant prices, while buying a used one is risky:  Your chain may or may not play nice with it.

And, as you can see from the photos in my sidebars, some of my components are black.   Some see that as a sign of a "sell-out", but there were indeed black components in the '70's and earlier.   Even the high priests of "shiny silver" at Velo Orange (which is actually one of my favorite online retailers) concede as much.

So, having said my piece about Retrogrouches, I want to introduce another species or clan or tribe (depending on your point of view) of cyclists.  I will call them Retrogeeks.  

Now, Retrogeeks and Retrogrouches are not mutually exclusive.  In fact, many can be identified, and would identify themselves, by both monikers.  One notable exception would be the late, great Sheldon Brown:  His encyclopaedic knowledge of all things bicycle made him a Retrogeek but, although he rode mainly steel frames and many older components, he did not think old is always better than new.  So he is not a Retrogrouch, though some have called him that.

One hallmark of a Retrogeek is that he or she knows authentic vintage bikes and parts from ersatz ones, and can tell whether or not an old bike or part was modified. Today, I am going to conduct a sort of Rorsach test that might help you to begin to figure out whether or not you are a Retrogeek.  Take a look at this photo:

Now take a look at this:

They are both images of the old Zefal Competition pump.  With its color scheme, you probably wouldn't be surprised to know that many pro and semi-professional French bikes of the '60's and '70's came with it.  The only other portable bike pump that was considered its equal (or, in some eyes, its better) was the Silca Impero.

What is the difference between the two Competitions in the first two photos?

If you look at the first two photos in this post, you will see that the pump in the second has the traditional press-on valve fitting, like the ones available for Silca pumps. To my knowledge, all Competitions came with it.  The pump in the first photo, in contrast, has a thumb-lock fitting--from a Zefal HP pump, the Competition's successor.

Pity that poor HP.  Had it been functional, I probably would use it on the Trek 412 I'm putting together:  It was the pump of choice at the time the bike was made.  Apart from the finish (polished on the Competition, silver anodized on the HP) and the color scheme, the only difference between the Competition and HP is in the head.

One nice thing about the Silcas is that you can change the head simply by twisting it off.  A Zefal head, on the other hand, attaches to one of the strangest-looking screws ever made

all the way inside the body.  Zefal used to make a tool for the purpose.  The only one I ever saw (or used before today) resided on Frank's toolbench in Highland Park (NJ) Cyclery, where I worked.

From Yellow Jersey

A screwdriver with a long flat blade would unscrew it--as long as the shaft is about 400mm long. (At least, I think that's how long the Zefal tool was.)  My longest screwdriver is only 12 inches (about 300mm).  So I resorted to another implement

or, I should say, collection of implements.  Assembled, it makes me think more of a crane--or of something made with an Erector Set-- than of any other hand tool I have ever seen or used.  

It consists of a 3/8" socket drive with two extensions--  one of 10 inches (250mm), the other 6 inches (150mm), a 3/8"-to-1/4" adapter and the blade assembly from one of my reversible screwdrivers which--wonder of wonders!--fit into the 1/4" socket.

Getting the screw out wasn't difficult.  But reassembling was a bit trickier.  I dropped the screw into the pump shaft and jiggled it until the threads protruded from the bottom.  Then I inserted my contraption and held it against the screw and screwed the head on for a couple of threads.  You can't screw it on all the way since the hole at the bottom of the pump has a hexagonal shape, into which the inner lip of the pump end fits.  

So, after threading the head onto the screw for a couple of threads, I rotated the pump body until the hexagonal lip of the pump head skid slid into the hexagonal hole at the bottom of the pump body (easily yet snugly:  the parts were well-machined). Of course, I lightly greased the hexagonal parts and the screw threads before re-assembling everything--and, between disassembly and reassembly, I cleaned out the shaft and gave the inside a light coating of fresh grease.

The "operation" was a success:  I pumped two tires to full pressure (90 PSI).  Yes, I cleaned out the head before I re-assembled the pump.

I know I could have kept the Competition as it was.  I ride only Presta valves, so the press-on fitting would have worked just fine. (I know:  I used both Silcas and Zefal Competitions for years.)  But it is easier to pump high-pressure tires with the thumb-lock attachment.  Plus, I now have a pump that nobody (or, at least, hardly anybody) else has.  Don't worry:  I saved the original Competition head and screw, just in case I decide to convert it back.

Now, if you've been following this blog for the past few weeks, you can guess which bike is getting this pump.

Progress And Progressions

Today started blustery and cold but ended with drizzle.  In between, it seemed that the Koppen climate classification for this area changed a couple of times.

Tonight I listened to Obama's farewell speech.  I had mixed emotions:  I am less saddened by his impending departure than I am scared of Orange Man ascending the throne, I mean, assuming the Presidency.  I am glad for what Barack did in some areas, such as LGBT rights and energy sustainability.  On the other hand, the United States has spent more time at war, and more innocent people have been killed, tortured or surveilled, than under any other President in this nation's history.

His speech was followed--at least on the station I had tuned into--by the perfect antidote:  a program called "The World of Jazz," hosted by Dwight Brewster, who has become a favorite of mine.  Tonight's program featured Sonny Rollins and musicians he mentored (who, incidentally, include Brewster).  It was all just right.

And what was I doing while listening?

Yes, my estate-sale find is coming along.  The fenders and handlebars (Porteur) are from Velo Orange.  And the crankset is the same as what I have on Vera, my green Mercian mixte:  a Shimano Deore 110/74 with 46/30 chainrings--a.k.a. Gran Fondo gearing--and a BBG Bashguard in place of the outer chainring.  I found the crank on eBay. (The one on Vera came with the bike; I replaced the rings.).  As I said in an earlier post, I am not looking to do a strict "original" or even "period" restoration, but I want to do things that are "in the spirit" of the bike.  The Deore crank was made a few years later than the bike but it's not unlike some of the 110/74 BCD touring triple cranks--such as the ones made by Sugino--from the bike's era.

I took off the SunTour VGT rear derailleur, which I'm saving in case I ever use the 34t freewheel that came with this bike.  I replaced it with a VXs: the "medium cage" version of the Vx.  Ironically, the Trek 412's original equipment included that derailleur and I just happened to have one in my parts box!

I still have some other work to do on the bike, of course.  But now I'm starting to think of some details that have nothing to do with the function of the bike.  To wit:

Do I use this basic black steel-riveted Brooks B17?  The original saddle was probably an Avocet, which came on most Treks of that time.  And, as far as I know, Avocets were like Model T's:  You could have one in any color you wanted, as long as it was black.

With the black saddle, the bike somehow reminds me of a Fuji.  As I recall, at least one model was painted a blue,and had a a gray panel, similar to what's on this bike--and came with a black "Belt" saddle that looked a lot like this black B17.

I have another B17 in brown (actually, aged honey):

Of course, it is a more elegant saddle than the black one.  I think I like the way it looks on the bike. But I wonder whether it's "too much" or "too good" for this bike.  

Also, I am thinking about how each saddle would coordinate with the bar wrap I plan:  A "barber pole", "candy cane" or "harlequin" of blue and gray Tressostar tape, which I think I'll coat with clear shellac.

I'm guessing the brown/honey saddle would work with it--and with the bags I'll probably use with the bike:  the Ruthworks handlebar bag that's on Vera and a wedge to match it.  (The bag will be moved between the bikes as needed.)  The black saddle would be OK with those bags, but the brown would echo the leather in the bags.

Hmm... Big decisions, right?  I went to my "council" for advice.  

Another Mixte In The Mix

Today's post won't be about Max, or any other cat.

It'll be about a bike.  Specifically, it'll be news about one of my own bikes--as if I haven't given you enough lately.

This item, though, has nothing to do with any of the bikes on the side-bar of this blog.  It has to do with my commuter "beast" bike that almost never enters my apartment.

For three years, that bike was a '70's Schwinn LeTour.  It was one of those rare bikes made in a woman's version big enough to fit (more or less, anyway) someone my height.  

(Funny that when I lived a man, I was of average height.  Now, as a woman, I am taller than about 90 percent of my sisters!)

Well, that bike was stolen.  That is one of the reasons, of course, to have a "beater" bike:  Losing it doesn't hurt as much as having a nicer bike disappear.  You buy such bikes cheaply and spend as little as necessary to make it do whatever you need it to do.  And, if you lose that bike, you repeat the process.

Anyway, I went to a few sidewalk and yard sales and checked Craigslist, where I found this:

From the information I've gleaned, Fuji made this Allegro during its 1986 model year.  The frame is constructed from "Valite" tubing.  How or whether it differs from the carbon steel Fuji and other manufacturers used on their cheaper models, I don't know--or care.  I must say, though, that the bike does feel livelier than the LeTour.  That may be a function of its geometery, which seems a bit tighter.  If nothing else, the wheelbase is shorter.

And, interestingly, this bike has SunTour dropouts with the "ear" for mounting a derailleur.  They actually look like the SunTour dropouts on my Trek 412, except for an additional set of eyelets:  a handy feature, as I've mounted a rack and fenders on the bike.

Originally, the bike had 12 speeds shifted with steel SunTour derailleurs and stem shifters.  As you can see, I took those off and turned the bike into a single speed.  The derailleurs were still operable, but the chain, freewheel and cables were rusted.  So were the springs and all of the other brake hardware.   In any event, I gave the derailleurs, brakes and some other stuff--including the flat-ish bars and brake levers that came with the bike--to Recycle a Bicycle.  And I replaced the brakes with a pair of Raleigh-branded Dia Compe centerpulls I had lying around.

If you read this blog regularly, you won't be surprised to see that I installed Velo Orange Porteur handlebars and bar-end brake levers.  I don't like the hand position on most flat bars:  The grip area of the Porteurs allows me to keep my hands in a position something like that of the ramp and brake lever hood area on the handlebars of my road bikes.  The Porteurs also allow me to use a stem with a slightly longer extension, which improves handling.

So far, this bike is working well as my daily commuter.  And, yes, it's a twin-tube mixte, so I feel at least like I'm riding with some style.  And isn't that what really counts? ;-)

Goodbye, Josephine!

The other day, I introduced you to Negrosa, the 1973 Mercian Olympic I acquired in June and on which I just made some "finishing touches."

Well, one bike came into my life, not long after another.  So, I suppose, it was inevitable that one would part.

In this case, Josephine, the 1981 Trek 412 I refurbished, found a new home.  Someone really wanted it and made me a good offer.

I liked Josephine, but I figure that if I want another bike like her, it shouldn't be too hard to find one. Besides, Negrosa is now my L'eroica bike.

Also, I've spent a lot on bikes this year and wanted to recoup some, even if only a little.

Thanks for the memories, Josephine!

A Reunion, A Ride Into The Sunset--And Congee

So, it looks like my "meeting in Kool Orange" might be turning into a friendship.  Or, at least, a cycle-buddy relationship.

Yes, Bill and I went for a ride the other day.  He was on his Kool Orange Schwinn Sports Tourer from 1971, and I pedaled my 1981 Trek 412.  

I know:  I have to post a photo of it on my sidebar, with my other bikes.  I've had it almost a year now.  It's still a work in progress, but I'm pretty sure I'm going to keep it--even after I get the Mercian Vincitore Special I've ordered!

Anyway, Bill--who said he'd been feeling a bit under the weather--was moving at a rather sprightly pace through the backstreets of industrial Brooklyn when we chanced upon a shop in Bushwick.

"Can I help you."

"No, just want to take a look. Any shop with two Bob Jacksons looks promising."

Those bikes were, as it turned out, an entree, an appetizer or whatever you want to call it.  Haven Cycles has quite the selection of vintage bikes:  I noticed, among other bikes, a classic Raleigh Competition, a Schwinn Paramount track bike and a Serotta track bike equipped with Shimano's 10-pitch gearing and gold-anodized Super Champion Arc en Ciel tubular rims.  There was even a Raleigh ten-speed made for the British market (it had the lamp holder brazed to the front fork) and the usual selection of ten- and twelve-speed bikes converted to single-speed city machines--including a lovely metallic lavender Motobecane.

I was especially taken with the Bob Jackson of Robin, the co-owner, who outfitted the bike with Surly's best rear rack, a White Industries triple crankset, Phil Wood hubs and, of course, a Chris King headset.  The frame was intended for loaded touring, and that's how Robin equipped it.

Anyway, she left a comment on my post from the other day, describing an incident later that day that bore too much similarity to the ones I described in that post.  She and co-owner Jon were, fortunately, able to re-unite a stolen bike with its rightful owner a year after it went missing.

After our visit, Bill and I continued riding through back streets of Brooklyn and Queens on a chilly but beautiful late fall-verging-into-early winter day.  He--a photographer--commented that the day's light, as lovely as it was, looked more like early winter.  I agreed and couldn't help but to notice that the day definitely felt like winter once we started crossing the bridges over Jamaica Bay into the Rockaways and back into Brooklyn, near Floyd Bennett Field.

Yes, we rode into the sunset.  Please don't read too much into that:  We rode into the sunset, but not off into the sunset!

Anyway, after that, we rode to his place and he introduced me to King's Kitchen, one of the many Chinese restaurants in his neighborhood: in Sunset Park, right next to the namesake park and a few blocks from Maimonidies Hospital and a point where Asian, Hispanic and Hasidic communities converge.

Few things warm the bones after a cold ride like a bowl of congee!  In all, it was a day of happy endings, wouldn't you say?

8 Years Already!

So why am I posting a picture of an 8 year old girl?

From Thanks, Mail Carrier

Well, she looks really cute on that bike. But she is relevant to this blog.  Better yet, she has something in common with it.

What?, you ask.

Midlife Cycling turns 8 years old today.   I wrote my first post on 2 June 2010.  I'm still "at it," 2567 posts later.  And I'll keep it up as long as I enjoy it.  Since I've never stopped loving cycling or writing, I don't think I'll lose the pleasure I've found in this blog and you, my audience.

So what has changed?  Writers are the worst judges of their own work, but I'm guessing that this blog has developed a "voice", whatever it may be.  In the beginning, I was probably making some effort to imitate other bike blogs I'd read, especially ones written by women. (I'm thinking particularly of Lovely Bicycle.) But I am a very different sort of woman, and cyclist, so I realized that I could do no more or less than follow my own instincts and inclinations.  Sometimes I write about my own trips or bikes; other times I write about other people's rides and machines; still other times I veer into topics that don't have much of a relationship to cycling.  Others will judge the results, but I am happy to be writing this blog and that others are reading it.

Aside from the blog itself, some other things in my life have changed since I started.  For one thing, I now have four bikes I didn't have back then:  Dee-Lilah, my new Mercian Vincitore Special; Vera, the twin-tube Miss Mercian mixte I bought about a year after I started this blog; Josephine, the Trek 412 estate-sale find and Martie, the Fuji Allegro that's become my commuter/errand bike.  And I no longer have Helene, the Miss Mercian I bought not long after I started this blog, and the two Schwinn LeTours I acquired and used as commuter/errand bikes.

Oh, and I now have one cat, Marlee, who wasn't even born when I wrote that first post.  Sadly, Charlie and Max, my feline buddies back then, are gone.  

On a happier note:  I have taken, in addition to hundreds of day rides, trips abroad which have included cycling: Prague, Paris (twice), Italy (Rome and Florence) and Montreal.  And I've been to Florida a number of times to visit my parents but also to enjoy some warm-weather riding in the middle of winter.  

I don't know what changes and adventures lie ahead.  All I know is that you'll read about them here!

What Have We Here? I'm Starting To Find Out

I haven't started to work on my estate-sale find yet.  I have, however begun to rummage through some components I have on hand and order a buy a few things (small parts) I need.

I did, however, begin to do a little research.  According to the serial number on the frame, and the information I found on the Vintage Trek website, my bike is probably a 1982 model.  The serial number pattern fits in with 400 series bikes made from 1980 to 1982, but the presence of a color band on the seat tube points to 1982.  On the other hand, the 412 pictured in the 1982 brochure has brazed-on brake cable guides and water bottle bosses, which my bike does not have.  Perhaps it's a 1981.5 model:  According to the VT website, the highest-priced Treks (Pro and 900 series), started to come with such bands in 1981. (The white bikes with blue panels are particularly nice, to my eye.) That feature "trickled down" to the 700 series bikes in the middle of that year (1981.5).  The 1982 brochures show 500 and 400 series models with it but, according to the website, some of those models came with color bands in late 1981.  

(Mercians, at least those made after 1970, are easier to track:  I had no trouble finding out Vera was made in 1994, as her original owner told me.  And, of course, I know that Arielle, Tosca and Helene are from 2006, 2007 and 2010, resepctively, because I had them custom-made in those years.

OK, so now I know the bike's origins, more or less.  Now I'm starting to learn a bit about the bike's quirks, aside from the ones I've already mentioned.  Actually, it's not a terribly quirky bike, from what I can see:  Threadings and other dimensions are standard, and in design it's much like other bikes of its type made around the same time, though perhaps somewhat better.

One quirk I found is in the componentry:  specifically, the Sakae crankset.  I know that some cranksets of that time were made with the 110 BCD chainring pattern, which is common today--and of which I have a few chainrings on hand.  I was hoping that the SR crankset--which looks rather nice--shared it.

Alas!  If you ever wonder what difference a few millimeters can make, you can see it here.  The black ring that I superimposed on the crank is a 110 made by Stronglight; the rings on the crankset have a slightly bigger bolt circle.  From the measurements I made, and Sheldon Brown's "crib sheet", it seems that the crank has the now-obsolete 118 BCD.  That means, of course, that I could find replacement chainrings only through swap meets and,  with luck, on eBay.

(My surprise is, I'm sure, mild compared to the frustration an owner of a Nervar Star crankset might feel:  Its 128 BCD, as close as it is to the 130 BCD of modern road racing cranks, still precludes interchangeability!) 

The rings on the bike don't seem to have much wear, so I think I'll keep them on for now:  They, and the crankset, look pretty nice.  (From what I can see, the arms are forged.)  The 52 tooth outer ring, standard for the era when the bike was made, is bigger than anything I ride now.  On the other hand, I am using 12 tooth rear cogs with my 46 and 48 tooth chainrings  (and a 17 with the 47 tooth ring on Tosca, my Mercian fixed gear):  something that didn't exist at the time the bike was made.  Then, most cyclists rode with freewheels on which the smallest cog had 14 teeth, which is what orignally came with the bike; racers sometimes used 13 tooth cogs.  If I use a freewheel with a 14 tooth cog, my highest gear will still be slightly lower than those of Arielle, Helene and Vera, my geared Mercians.  (Arielle, the road bike, has 48X12, while Helene and Vera have 46X12.)

One thing I have to say about the crank:  The bottom bracket--which, I believe, is the original--turns very smoothly.  I think someone recently overhauled it; still, I might take it apart if, for no other reason, to be sure that it has an intact protector sleeve.

Speaking of smooth bearings:  The headset feels good, but I might clean it anyway, just because I don't know when I'll do it again.  And I have a rear hub that I'm thinking of using.  The Phil that came with the bike is great, but it's 48 hole, and the rim it's laced to is 27 inches--which I'm not going to use, since I don't have a 27 inch front (The one that came with the bike wasn't salvageable.) rim, wheel or tire, and don't want to buy new ones.  The hub I have is pretty nice, though not quite as good as the Phil.

This is going to be an interesting project.  I'll probably start working on it in a couple of weeks, after classes have ended.