Tolstoy Rode a Bike
by Byron on Feb 06, 2014 at 1:23 PM
With a seat raised to his hip
The author of “War and Peace” took his first bicycling lesson at age 67, only a month after the death of his 7-year-old son, Vanichka. He was still grieving, and the Moscow Society of Velocipede-Lovers provided him a free bike and instruction along the garden paths on his estate. He became a devotee, taking rides after his morning chores. “Count Leo Tolstoy … now rides the wheel,” declared Scientific American in 1896, “much to the astonishment of the peasants on his estate.” A close friend noted: “Tolstoy has learned to ride a bicycle. Is this not inconsistent with Christian ideals?”
And that look he’s getting in the photo? His biographer wrote
What could Sonya be thinking on March 28, 1895, as she watched her husband pedaling awkwardly along the snow-edged garden paths? She was probably shocked to see him enjoying a new sport so soon after their bereavement. Was it callousness, selfishness, or the reaction of a prodigiously vital organism against the creeping fear of doom? She envied and hated him for being so strong. That evening, Tolstoy’s entry in his dairy consisted of the three ritual initials–“ifl” (if I live)–and nothing else.
Tolstoy was given a bike by the Moscow Society of Velocipede-Lovers? Sounds like something Putin may ban as the athletes start competing in Sochi. When they’re not on the slopes, they’ve ridden to and been spotted on bikes around the resort. And those three ritual initials? ifl? The spousal conflict the bike can cause is a perfect segue to the theme of Issue 09
a Valentines Day edition with articles about lust, love, and heartbreak on the bike.
We’re editing our magazine now and it drops next week. The current issue about a new year and new rides is available now for $1.99 a month.
Bike Hugger at SXSW Create
by David Schloss on Feb 05, 2014 at 12:09 PM
This year’s SXSW will see the launch of a new interactive venue called SXSW Create aimed at hackers, DIYers and creatives. Bike Hugger will be a large part of this new venue, which is open to the public and will run from Friday March 7th through Sunday March 9th, culminating in a Bike Hugger Mobile Social.
The lineup of participants is pretty staggering—everything from laser engraving systems to 3D printers will be on display and Bike Hugger will be teaming up with Nokia for a special look at the stunning Lumia smartphone, which we’ve been using for a lot of coverage recently.
On Saturday, Byron will lead a set of talks about wearables, bike tech, and mobile photography. Joining him in the Create Lounge on stage are Myriam Joire and Dan Rubin.
On Sunday we’ll head out for a special edition of the Mobile Social thanks to our partners at Nokia and Tern with special guests Rapha and Jeremy Dunn. If you’re in Austin for South By, you’re not going to want to miss this ride. We’ll have a fleet of bikes too.
For more information on our mobile socials see bikehugger.com/mobile-socials and for more information on the incredible lineup of events, talks and booths see the SXSW Create page. Details are developing and we’ll update them.
Fizik Cyrano R1 stem
by Mark V on Feb 03, 2014 at 10:12 PM
As a saddle manufacturer, Fizik belongs to the new guard of companies that have challenged Selle Italia and Selle San Marco in the premium saddle demographic since the 1990s. While some companies such as Specialized and Bontrager (a Trek house brand) have marketed saddles as a way of making sure to get the biggest piece of the pie when it comes to complete bike sales, Fizik as brand began as a saddle maker first and foremost. With the backing of parent company Selle Royal, the Fizik brought a fresh approach to saddles in both shape and materials. Their designs have been hugely influential to the market, and several of their designs, such as the Arione, have become icons already. Fizik also became well known for their handlebar wrap, allowing both professional teams and aesthetically-minded riders to colour-coordinate their saddles and bars.
A few years ago Fizik launched a shoe line, which honestly is a really tough market to enter. There is no shortage of shoemakers pushing the envelop of style and technology. As an industry observer, I am curious to see how that move pans out for Fizik in the long run. On the other hand, Fizik’s line of elegantly engineered “Cyrano” seatposts surely deserve more appreciation, though the low market profile can partially be attributed to the current fashion of proprietary seatposts on high-end carbon frames. Yet most recently Fizik debuted a line of handlebars that incorporate the same fit/positioning concepts as their saddles in a full line of dropbars for the road. In a manner similar to their spectrum of 3 saddles to fit different styles of riders, the handlebars are available in three basic bends, each with several levels of construction (eg carbon, aluminium). For a first look at the bars, go here for my earlier writeup.
If a company is going to make handlebars and seatposts, clearly they should be making stems as well. Thus, the Cyrano stem.
Currently there is only one level of construction, R1. In Fizik’s product-speak, the “R1” designation is reserved for upper-mid range goods. This is supposed to be a pretty nice stem. And by all accounts it is. The Cyrano stem is made from 7075 T6 aluminium with titanium M5 handlebar and steerer clamp bolts. The stem’s body appears to be a near-net forging, and the walls of the extension are quite thin compared to your run-of-the-mill aluminium stem. The extension has a squarish cross-section that sets it apart from other high quality stems with circular (eg FSA OS-99, 3T ARX) or oval (Deda Zero100) sections, though having four bolts securing the faceplate is completely typical. The bolts of the faceplate are neither widely spaced (like the original 3T ARX) nor tight (like Ritchey’s WCS or the new ARX II), and 40mm stack height for the steerer clamp is almost a standard for stems of this class. However, the Cyrano stem is very uncommon in one subtle aspect: the handlebar clamp bolts angle distinctly where they thread into the stem, as opposed to all the bolts having paths parallel to the stem extension. The Ritchey C260 also has angled bolts employed to accommodate the 260 degrees of bar circumference that the extension’s portion of the clamp provides. In contrast, on the Cyrano stem both the extension and faceplate contact an equal, almost 180 degree portion of the handlebar circumference.
Reflecting a recent trend in bicycle components, the Cyrano’s titanium bolts require a T25 driver. When small bolts are made not in steel but in softer alloys such titanium and aluminium, Torx heads are probably a smart idea. However, a Torx head doesn’t make stripping the bolt impossible. Personally, I have never stripped a titanium stem bolt nor do I frequently alter the position of my stem. My main worry is being out on the road when something unexpected comes up and I find I need but don’t have the right bloody tool. Everyone else out there bemoaning the insidious Torx incursion may as well get used to it too, because Torx isn’t going away. Looking at the Cyrano’s particular bolts, you’ll see that each one, steerer or handlebar clamp, has a small, convex washer to help align forces on the bolt head. The washer is NOT captive on the bolts, and I’ve never seen any parts catalog listing such a item. The moral of this story is DON”T loose those little effing washers when you back the faceplate bolts all the way out to fit the bar in; you’d be screwed.
The Cyrano R1 stem is available in lengths 70-130mm in either +/-7 or +/-20 degree options (the 70mm length is 7 degree only). At the moment, the majority of high-end stems come in 6-8 degree versions, with a few offering a +/-17 degree version. Since high-end road bike evolution has centered on monocoque carbon frames with stock geometry, a large percentage of riders will need the bigger angle stems to achieve the position they need, be it higher or lower than typical. Knowing that stem is intended to be used angled up or down, Fizik prints their logo on the side of the stem’s extension such that the logo is always right-side up when viewed from the drive side of the bike. Of course, that means it’s always up-side down on the left side, but whatever. The logo could be described as discreet and low key, if one considers the typically garish norm. The Cyrano’s black finish contrasts polished panels against the overall bead-blast matte finish, which gives a classy look that subtly compliments a wide variety of bike finishes.
The Cyrano in a 90mm length/20 degree stem weighs 121gr, which is comparable to similar high-end stems (sidenote: 17-20 degree stems weigh a skosh more than their 6-8 degree counterparts) . It is not easy to find a stem lighter than that, nor is it necessarily a good idea when it is such a critical component. At about US$110-120 retail, the R1 Cyrano stem is targeted at the high-end, similar to offerings from FSA, Deda, 3T, etc. When it comes down to it, designing a lightweight, dependable, stiff, and strong stem isn’t rocket science, but it certainly isn’t easy to do cheap. The materials and the manufacturing techniques are just expensive. Still, as I have mentioned, there are a lot of other stems out on the market that meet those qualifications…what sets the Cyrano R1 apart? First, fit. With 7 or 20 degree versions, Fizik gives riders just a tiny bit more vertical range than the others. Second, aesthetics. Such issues are always open to personal opinions, but the Cyrano is neither too flash nor too banal. Third, a Cyrano stem can be matched to a superb saddle, handlebar, seatpost, and bar wrap from Fizik as well. Don’t get the Cyrano if you are allergic to Torx (and if you are, better stock up on Allegra because Torx ain’t going away).
Seahawks Super Bowl
by Byron on Feb 03, 2014 at 9:50 AM
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.
Once back in Seattle, I’ll have more stories to share, before the next adventure.
Go Hawks! Shake a Cowbell
by Byron on Feb 02, 2014 at 4:54 AM
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.
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.
So GO Hawks! And shake a cowbell for Nys and his competitors.
Empire State is Blue and Green
Mark V tinkering: Elevn Brake Adaptor
by Mark V on Feb 01, 2014 at 7:31 PM
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
by Byron on Feb 01, 2014 at 4:29 AM
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
by Mark V on Jan 31, 2014 at 12:00 PM
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.
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.
Now the pivot bolts can be removed with a 12mm wrench. The return springs are housed in a recess on the back side of the caliper arms. Careful removing the arms so that pieces don’t catapult out from the released spring tension. Ooo goody, more washers. Another unusual feature is that the springs anchor against steel inserts that slip in from the back side of the casing through circular holes. Without the tension from the arms’s springs, these small pieces just fall out. The pieces are little cylinders with a hook to catch the spring. I knew that they’d be a bother to align when I’d eventually reinstall the arms.
Now I have the brake proper gutted, but I’ve still the linkage mech to disassemble. Just to be certain, I drew a little diagram as a roadmap to guide my way back.
There are eight linkages, four in front/four in back. Each linkage is separated from its closest neightbor by a paper-thin brass washer. There is one thicker brass washer that spaces the lower front outward linkage from cable anchor piece. All of these pieces are held onto steel pivots by tiny c-clips. If you counted every individual piece of a Delta caliper, including the two o-rings that are missing from the barrel adjuster of this example, there are 76 pieces. Never has mediocre performance been so complicated. If you’re really curious, click on the photo below to go to my Flickr, where each part is notated.
That old grease was probably 25 years old and had hardened to the consistency of expired cream cheese. Now I clean everything spotless and lubricate with fresh grease. This is easy & mindless if it wasn’t for the risk of losing one of those ridiculously small bits.
Reassemble the linkages, with all the washers and c-clips. With the arms face down, insert the return springs. More grease.
The hardest part of the reassembly is getting the caliper arms and their springs back into the casing while the mounting bolt and its anchor are loose within the slot of the casing. So much fun.
In the end, all is clean and moves smoothly. The one odd tool that a Delta brake requires is a 3.5mm Allen wrench to tighten the set screw that anchors the brake cable. The cable exists the anchor just above the tyre tread, so you need to cut the cable quite close. Or you can lightly tighten the cable and test the lever throw, mark the cable just below the anchor, and them remove the cable so you can cut it. If you can gently coax the cable into the anchor piece again without fraying, almost no cable will be exposed.
Having completely rebuilt those two Delta brake calipers, I almost have a certain fondness for those diabolical mechanical monstrosities, sort of like a Stockholm Syndrome for bicycle mechanics. But then I remember that SRAM Red calipers weigh a touch more than half as much, are more powerful, work with a full range of rim widths, use readily accessible cartridge brake pads, and have a working quick release. I will concede that those Deltas sure look pretty.
The Multi-Tool Paradox
by Mark V on Jan 30, 2014 at 7:32 PM
I believe that a person cannot know himself without first understanding his limitations. I’m not good at pure mathematics, and as a consequence I have only a tenuous grasp of physics properties such as wave behaviour or quantum mechanics (I’m better at Newtonian physics, metallurgy, and manufacturing processes). My omelets are mediocre (but cheese solves many problems). I’m rubbish at giving or following driving directions. I am however, better than most people at bike mechanics. And when I say better than most people, that’s me being modest. So when I talk about how useful a bike tool is, rest assured that there is a certain weight behind my statements. And something that I can state is that the more features a tool has, the less useful it becomes. I call it the Multi-tool Paradox. In short, as a tool is heaped with more and more features, it quickly becomes so ungainly that it becomes inefficient to use for any purpose. This phenomenon is something that the typical cyclist often doesn’t see.
The concept of the multi-tool is nothing new, but in the late 1980s they really rode the coattails of the mountain bike boom to popularity. The real reason that mountain bikes became so popular was that the industry was selling a lifestyle not sports equipment. Mountain bikes’ image broke free of the stodgy, tradition-laden roadie scene. It was California hippies enjoying the outdoors, bros getting dirty and drinking beer. Grassroots inventors making new stuff in their garage. People grew dreads and wore dead fish corpses as jewelry. Mountain bikers were rugged individuals who were adventurous and self-sufficient. They of course needed portable tools so that they could be prepared for anything in the field. And the more features in the tool, surely the more prepared the individual would be. Folding set of Allen keys? What are you, a total noob?! My tool has 39 features including a bottle opener!
(Sidenote: Oh please god/yahweh/buddha…please, please, please let there be more bottle openers integrated into bike tools/frames/components. There is a distinct lack of options. And I would simply LOVE to write about innovations in bottle openers)
Just because you have 3 dozen features incorporated into your multi-tool doesn’t mean that you have the knowledge or experience to use them. In fact, unless you have the advanced skills, you’ll find that using a small hedgehog of metal tool fittings will impede the repairs you are capable of doing.
Oh wait, you say you’re an expert at home mechanics and DIY bike maintenance? Now I’m really worried. Few things wind me up as much as when a rider comes into my shop, drills me with questions about what’s wrong with their bike, declines to hire me to fix it, and then proceeds to whip out a multi-tool. I’d rather watch parents beat their children, because kids heal up for the most part, except perhaps the mental scars….and there’s a multi-billion dollar pharmaceutical industry catering to that. Crimes against bicycles are etched in paint and gouged metal. The absolute worst is watching someone try to true his wheel with a crap multi-tool and no truing stand. They look at me in pride, hoping that I’ll be impressed. I’m looking at them like they just performed self-circumcision with an old Swiss Army knife. Horrifying.
I’m a professional mechanic. In the shop, I almost never use a tool with more than 3 features. There are three reasons for this: speed, leverage, and potential damage to the bike fittings. In the shop environment, tools get much more use than in the hands of consumers. They tend to be heavier for durability and leverage, single purpose for speed and ergonomics. High-quality tools are less likely to strip or round out fittings. The moment I think a spoke wrench is a little worn, I throw it out. It is not worth the risk of rounding nipples on thousand dollar wheelsets. Same thing with chain tools in an era of $100 11sp chains. You can do a lot of damage with a bad tool.
Here’s my advice. Keep it simple. Never buy a multi-tool with more than 6-8 features (although I have seen a couple Lezyne tools with 10 features that didn’t seem too awkward). Instead buy multiple tools and keep them in a tool roll
. Choose your multi-tools carefully. Don’t buy one that has a lot of features that you don’t need. For example, older road bikes have almost no Torx head fittings. Be aware of how much leverage you’ll need for the components on your bike. For example, a modern, high-end carbon road bike has very few bolts that require that much force, so even a diminutive tool would suffice. An older bike with a quill stem will need a heftier tool to get enough leverage. If you often make adjustments to your bike, perhaps a loose 4mm and 5mm Allens with a Bondhus heads on one end would be a good idea. I can’t recommend any tool with integrated tyre levers. Tyre levers all eventually break if you use them often enough, or at least the plastic ones do (and unless you’ve got extra gnar gnar downhill tyres, you should only be using plastic tyre levers). The best tyre levers on the market are the Soma Steel Core Levers.
A multi-tool with too many features is not a sign that you are prepared. Rather it is a dead giveaway that you don’t know what it takes to repair your bicycle in the field, and that you thought a $40 gadget would be an acceptable substitute to learning. I weep for your bicycle.
Don’t Let Facts Get in the Way of the Media
by Mark V on Jan 30, 2014 at 4:54 PM
“The 112mph BICYCLE: Bike shop owner spends £5,000 building a vehicle that has earned him a place in the record books”
This is a headline from the website of Daily Mail (UK). Granted, this is not a cycling publication, but it’s sooooooo irritating to me to see such a lackadaisical approach to simple, expository writing. I mean, a few minutes on google would have cleared up a lot of the errors.
Guy Martin is a British motorcycle racer who has had moderate success, even several podium appearances at the Isle of Mann TT, but he is perhaps better known as personality than as a champion sportsman. Recently he has been featured in Channel 4’s series Speed. The Daily Mail features Martin’s attempt at a motorpaced speed record. Beyond that, the tabloid newspaper’s writers manage to bullocks up every other pertinent fact.
Jason Rourke is the bike shop owner named, and the business includes a framebuilding operation. Rourke built the bike in “ten days”. That’s not exactly a big deal if you’re talking about fabrication; it would depend on whether or not that included design time. However, that five thousand quid price on the bicycle is rather unimpressive. I can spend that pretty easily with just 10min on the Competitive Cyclist website and have it delivered blue label within three days. Big deal. But that is just a matter of perspective. That and I’m not actually sure how Rourke, shop owner/framebuilder, actually earned a place in a record books, being that he didn’t actually ride the bike. But the rest of the article is actually wrong.
Guy Martin rode 112.94mph, but that was no “world record”. It couldn’t actually even be called a “world record attempt”. Frenchman José Meiffret rode 127mph behind a modified Mercedez….FIFTY YEARS AGO. In 1985 American John Howard (Olympic cyclist, 4x US road champion, 1x Kona Ironman Champion, 2nd place inaugural RAAM) rode 152mph motor-paced across the salt flats of Bonnevile, Utah. But the current absolute record belongs to Dutch professional Fred Rompelberg, who in 1995 motor-paced to a speed of 167mph. Daily Mail, be assured that Martin and his support staff would have known that they wouldn’t be setting a world record.
I mean, 113mph is scary fast for those of us with average size testicles, but that doesn’t pass as world class in this century. Later in the article it is stated “Mr Martin broke the previous record set by Dutch cyclist Sebastiaan Bowier who reached 83.13mph (133.78 km/h) on a pushbike in September this year.” Bowier set a WORLD RECORD for human-powered vehicles in a fully-faired recumbent bicycle, unpaced. That differs from motor-paced absolute records in that in the latter uses a motorized vehicle speeding in front to shelter the cyclist from air drag. Furthermore, motor-paced absolute speed records allow the rider to be towed by the motor vehicle till almost up to speed. So Martin’s British record has nothing to do with Bowier’s record at all.
I despise television for the most part (too many stupid people, too many adverts, too many stupid people in adverts), so I had to research a little to figure out who Guy Martin is. The message boards abound with comments saying that Martin’s personality is something that “the British nation could stand to have more of” and that he is great on television because he is so “un-telly”. Is it me, or does no one else notice the innate self-contradiction of that latter comment? You do know that reality television is an oxymoron in practice?…. like a sociological corollary to Heisenburg’s uncertainty principle.
I’m just irritated because some git wrote an article about speed records and got all the facts wrong. THEY’RE FACTS. THEY’VE BEEN RECORDED. YOU JUST HAVE TO LOOK THEM UP. WHY DO YOU THINK THEY CALL THEM “RECORDS”? That and the people who actually hold the world records and their support staff seem to have put a lot more effort into their accomplishments.
FYI, Bowier beat the previous HPV record by a scant 0.37mph (specifically flying 200M time trial), set by Canadian cyclist Sam Whittingham of BC. Whittingham, who still holds several other cycling speed records, is also the founder, designer, and framebuilder of Naked Bicycles. Thus Sam Whittingham is a bike shop owner who has actually earned a place in the record books.
PS. Wikipedia had it wrong too…..I corrected them.
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