Seahawks Super Bowl

Seahawks

As I said to Zeldman while in NYC, Seattle is such a passive/aggressive city, a blue collar port/tech town, without a unifying vision, it’s good for us to unite about something and go Seahawks! Since the dotcoms, been to some crazy parties and the 12thFanAirlift was one for the ages. The Royalton bar erupted with cheers with each score, and then a We Are the Champions singalong after the win. Before the game, spotted more bikes too, like this Shinola and an obligatory CitiBike photo.

Shinola

Once back in Seattle, I’ll have more stories to share, before the next adventure.

Go Hawks! Shake a Cowbell

Bikenyc

Bike NYC

Last year we covered CX Worlds in Louisville here on our blog, a feature for Wired, and I raced with the Masters. This year we flew the 12th Fan Airlift to watch the Seahawks in the SuperBowl. While our heart is with the racing, we’re being in the moment with all the other Seattle fans and having a great time with our hosts, including Brad the CEO.

Brad CEOl

CEO Brad Wears Glass

Haven’t been to NYC in a few years. The first cyclists I spot are riding into the sunset, winged like Icarus, in front of the GE Building and hey the Empire State is blue and green.

Icarus

Icarus

So GO Hawks! And shake a cowbell for Nys and his competitors.

Empire State

Empire State is Blue and Green

Mark V tinkering: Elevn Brake Adaptor

Elevn cantilever brake adaptator

I found this interesting item from Elevn BMX Racing. It is a brake adaptor that can reposition cantilever brake bosses on a BMX frame. It is necessary that the existing bosses be the type that thread into the frame and are removable, a feature more common among aluminium and composite frames/forks than steel. After all, this is a product designed for the BMX racing demographic, which hasn’t been the realm of steel design in decades. However, the adaptor’s potential for 700C touring and cyclocross bikes is what caught my imagination.

The Elevn brake adaptor was designed to allow BMX frames built for the 20 x 1-1/8” wheel standard (ISO 451) to accept the 20 x 1.5” (ISO 406) standard. These two wheel sizes, though both often referred to as “twenty-inch” are actually different enough that neither tubes nor tyres are interchangeable. The ISO 451 usually takes a narrow, knobby tyre for the youngest age-group racers who will eventually grow into frames that take ISO 406, the same rim size that adults use. The Elevn adaptor allows the cantilever brake arms on a 451 frame to be repositioned to work with a 406 rim, thereby stretching the useful life of an existing frame for a growing child.

What do 10yr olds and BMX bikes have to do with cyclocross and touring bikes? Nothing, but the ability to easily reposition a cantilever brake boss is normally an insurmountable obstacle to changing the wheel size on those bikes. If the bikes have caliper brakes, there are a various reach brake calipers that would allow a mechanic to convert a 27” (ISO 630) to 700C (ISO 622), or perhaps 700C to 650B (ISO 584). With the Elevn adaptor, one can shift the brake arms towards the dropout from a position that works with a 451 rim to a 406 rim, a difference in radii of 22.5mm. The radius of a 650B rim is 19mm smaller than a 700C rim’s. Since most cantilever brakes have at least 15mm of pad adjustment, this would most likely allow one to convert a 700C frame/fork with cantilever brakes to fit a nice fat 650B wheel/tyre, assuming that the brake bosses are removable.

It is necessary that the brake bosses be removable, since if the original boss where still in place it would be in the way of the repositioned cantilever arm. Also, the Elevn adaptor cannot be oriented differently to fit a larger diameter rim because it relies on the spring anchor holes of the original boss to maintain position.

On one hand, this isn’t really relevant to most of us, but it’d be fun to experiment. I wonder if an older Redline Conquest frameset would work. Before the more recent versions, the older aluminium bikes had sorta high-ish bottom brackets and decent tyre clearance. That’d make an interesting setup.

A Seahawks Bike for the Super Bowl

Super Bowl Bike

Custom Rodriguez

We’re en route to NYC for Super Bowl parties and events. Before we leave, we learned that Seattle Mayor bet Denver’s Mayor Chihuly Glass, salmon, crab, and this custom Rodriguez Cycles. Fitting it’s a rain bike with fenders too and the 12th men I know all ride bikes.

More photos on G+ and the story from the Office of the Mayor.

Inside the Campagnolo Delta Brake

Campagnoo Delta brake overhaul 13

The legendary Campagnolo Delta brake was introduced in the mid-1980s on Campagnolo’s two top-tier gruppos, Record and Croce d’Aune. The Delta’s monolithic aluminium faceplate is iconic, one of the most recognizable components in the last 40 years. But not many people actually know what lies behind. I recently received a bike scheduled for a “full overhaul”. In my shop’s dialect, that means that if it can be disassembled and cleaned, it will be. Every bearing, every bolt. I saved those Delta calipers for last. You can follow the progress in the photos. Once I got to the c-clips holding the linkage arms together, it was definitely down the rabbit hole.

There were actually 5-6 variations on the design. The first production versions were recalled due to a flaw that could cause the brake to fail outright (and you thought that it could only happen to SRAM and hydraulic brakes?). The one I worked on was a late Record version with the improved internal fittings and modified mechanical advantage. It was noted as being a dependable item once properly adjusted. No one actually claims that Delta brakes are powerful, but easy to modulate and progressive are phrases frequently applied.

Campagnoo Delta brake overhaul 01

Once removed from the bike, you’ll note that the mounting bolt slides vertically in the caliper. Thus even though the distance to the rim can be adjust by sliding the pads in the lower arms of the caliper, the whole caliper can be raised or lowered to tune the tyre clearance under the caliper. Ideally, you’d want the caliper to sit somewhat low to favour the mechanical leverage of the arms, but in this particular case I found that the caliper had been positioned too low. The underside of the caliper casing bore scraps from the tyre. Also at the backside of the caliper casing, you can see a pair of nuts that fix the arms main pivots. Those will need loosening before you can remove the pivot bolts, but be careful because the wrench flats are quite shallow. It would be easy to slip a wrench and mar the nut. Don’t loose the thin knurled washers.

Campagnoo Delta brake overhaul 02

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