Posts Tagged ‘dura ace’

F Moser Snaps.

November 19, 2010

A couple snaps I had laying about on my desktop that I thought I should show you.

I especially like the gentleman’s hand perched atop the saddle, it really puts into perspective the size of that rear wheel. HUGE!

Duell in NYC.

August 18, 2010

Yes, Jeremy* you did it! Can’t believe you smashed out a five hour ride on it though, you must be Loco!

The Duell still looking good and might I say I am glad (although it is not mine anymore) that you did it this way and not that way…. am I Jealous? Of course not. Well maybe a little bit.

Classic Aluminium.

July 8, 2010


7-Eleven Huffy.

May 28, 2010

“I asked John to build it light for the mountains but it needed to put up with some bad roads,” Hampsten said. “It was light but I know John was fairly conservative about going too light. His geometry is perfect; I never felt it wouldn’t get me out of the way when I was going around or through a crash, yet on the bad road conditions we experienced it was never unstable.”

“The year after ’88 we had Eddy Merckx as our bike supplier,” he continued. “He is the master at fitting bikes to riders and taught us not to get hung up on light bikes. Why save seconds on a climb and lose minutes on a descent? Slawta certainly has an old world style of making bikes that go up and downhill properly.”

Real nice read this one. Read the rest here.
Big up Hardysan for the heads.

Dura Ace Stash.

April 6, 2010


Dura Ace 93 Track Scan.

March 17, 2010


Mike Giant x Cannondale x Bahati

March 16, 2010

This, a one off hand painted Cannondale super six, touched by the fair hands of one of the best illustrators/tattoo artists the earth has ever seen is in support of the Bahati foundation.

If you like the look of this and fancy bagging a remake then on April 23rd get yourself on Ebay and get bidding. Top bid wins and all of the proceeds go to the foundation.

Charity aside, this bike looks awesome, well done Sir Giant!


Colnago Lust.

March 15, 2010

The latest made in Italy masterpiece from Colnago, the new EPS Di2 advances the state of the art in road racing bicycles.

We have improved our lugged carbon fiber frame to incorporate ports for the cabling of Shimano’s advanced Dura-Ace Di2 electronic gear shifting while maintaining the stellar EPS ride and handling.

The EPS Di2 shares the essential qualities of the EPS: light weight, toughness and durability. With Dura-Ace Di2 electronic gears, EPS Di2 offers shifting performance to match the EPS frame’s smooth, powerful ride.

With 22 sizes on offer, plus the option of custom construction for riders with specific requirements, you can be sure the EPS Di2 will fit perfectly.

God knows how much this is, actually I don’t think I want to know.


Bridgestone Up Close.

February 10, 2010

See more of this beast here.

Mo TT Hotness.

February 1, 2010

My love for TT bikes continues.

Hotness at TDV.

July 30, 2009



We’ve got 2 new complete bikes on offer here at Tour de Ville.

A very nice Gazelle from the early eighties with a full Shimano Dura Ace group set and a Colnago Team Wordperfect replica with a Suntour groupset. The Colnago was ridden by the Dutch Wordperfect team from the early nineties. They only sponsered the team for 1 year and after that the sponsering was taken over by Rabobank.

Gazelle: £ 895,-
Colnago: £ 795,-

I am an absolute sucker for a downtube mounted friction shifter!

Via TDV.

1989 Duell Track Pursuit.

July 20, 2009

Here it is, my most recent acquisition, a full columbus SLX 1989 Duell track pursuit frame in fantastic condition.

Built with what parts I had lying around it is now absolutely and perfectly rideable but I am still on the lookout for a few ‘choice’ parts… Namely a Steel, 65 degree drop variation of the Nitto ‘Jaguar’ stem, somesort of chrome aero seatpost and a set of decent cranks, oh and that white tyre has got to go! But for now I marinade and simply enjoy it.

It is a bit like riding permanently on the drops but the fact it takes a 700c up front makes it a little more forgiving on your wrists, thank goodness! The sheer tightness of the frame makes toe overlap a bit of an issue but not too much of a big deal, I mean it is not like I plan on doing barspins or anything! This thing is made to go fast in a straight line and that is what will continue to be done.






Just some of the goodies…

July 3, 2009

… Available at the newly re-opened Track Supermarket.


Crank fail.

April 17, 2009

Yo! Is that a crack I spot on my recently acquired first generation Dura Ace crank?


Now lets clear a few things up.

December 11, 2008

The low down on NJS via Keirin Culture


Why NJS?

What’s the big deal with the little stamp? Isn’t just all about gambling? Every piece of equipment that can be used in keirin racing must be approved by the officials of the NJS, and this group of only Japanese manufacturers is definitely an exclusive club. As far as components go, there are only a few brands you’ll see currently in production: Nitto, MKS, Shimano, Kashimax, and Sugino are the big ones. Over the years the NJS has seen some legendary stuff come and go, most notably Suntour Superebe Pro. Suntour. The name of Suntour is still around, but it’s unlikely any of it is still made in Japan. What you do see in all of these components, past and present, is a high attention to detail that you’d be hard-pressed to find anywhere but Japan.

What you’ll also find is a staunch traditionalism:

* Only loose ball bearings are allowed for headsets, bottom brackets, pedals, and hubs. This sounds strange in the world where weekend warrior road racers now spend hundreds on ceramic cartridge bearings that spin much better than their steel counterparts. Keirin racers spend a great amount of time maximizing the performance of their equipment. One of the ways they often do this is by using a light oil on hub bearings rather than heavy grease. This treatment is only good for a few rides but gives the hub the performance of the best cartridge bearing hubs.
* Although Shimano Dura Ace Octalink bottom brackets are NJS-approved, the racers rarely use these. Instead they use the square-taper Hatta or Sugino bottom brackets that are installed by the framebuilder with a traditional crank. Dura Ace is generally the choice crank of keirin racers, with racers occasionally using Sugino 75.
* Clip and strap pedals are the only style approved by the NJS. The most popular model is the MKS Custom Nuevo with Kashimax Five Gold single straps. Racers are allowed more choice in shoes, with many using road shoes like SIDI.
* The rims are Araya Gold 36 hole tubular. There is no carbon fiber anywhere on these bikes.

The frames, no matter what brand, are always of the highest quality. When you’re thinking about a used keirin frame, think about everything that went into it. The racer orders the frame according to his personal preferences, ones that he’s developed after racing for up to 30 years. Even with that status he will pay anywhere from $1000 to $2500 for a frame. There are no sponsorships in keirin racing. He chooses the frame tubing (now usually Kasei or Columbus), lugs, and paint, too. After that he waits, weeks or months for the builder to finish.

The builders are also something you wouldn’t expect to see in modern times. Some, like Bridgestone, are larger shops, but most consist of a master and a few assistants. Often these master builders worked as apprentices to the greats of the past. For instance, the builder of Kiyo Miyazawa frames apprenticed with Rossin in Italy. Most of the shops are located in small garages with no storefront. They painstakingly build the frames one at a time, then send them off to one of the few paint facilities in Japan. The builders know that the racers’ livelihoods depend on the quality of the bikes. Very few non-Japanese builders will ever build a frame under this kind of pressure. Keirin racers start their career as apprentices in high school and often race into their fifties. We’re not talking about local weekend racers or the young pro riders you see in the US that move on to other careers by the age of 30. Equipment failure could be catastrophic.

This fear of a frame’s structural failure is the reason that so many of you ride keirin frames in the US. Crashes are quite common in these races, and the racers will line up several times over the course of a three day race. If a frame is involved in a crash then it must be replaced. Oftentimes there’s no visible damage. Even if the frame is not involved in a crash, it can only be raced a certain number of times depending on the level of the racer (S1 is the highest ). The most common form of damage is the dent on the bottom-side of the top tube. This is caused by the handlebar swinging around. Kashimax top tube protectors are approved, but racers rarely bother with them because if one is needed the frame is finished anyway. Old frames are often used for training. Sometimes this type of training is done on the road. If your frame has scratches concentrated on the seat stay where near the bridge, it’s probably been ridden on the road with a clamp-on brake. Often, though, racers will have several older frames collecting dust in their closets. The rules aren’t so strict on components, although handlebars are replaced regularly.

NJS-approved frames and components are truly special. Every used keirin frame has a unique history that you’d find nowhere else. At one point the frame was raced and cared for by a man whose family’s livelihood depended on his ability to race it. That little stamp symbolizes a history tied into the rebuilding of postwar Japan, but that’s another story….

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