Advertise Here

Email

(Contact Dave)

Join the Registry

If you own a frame or bike built by Dave Moulton, email details to list it on the registry website at www.davemoultonregistry.com 

Dave Moulton

More pictures of my past work can be viewed in the Photo Gallery on the Owner's Registry. A link is in the navigation bar at the top

Bicycle Accident Lawyer

Zero Tolerance for Spam

  I can delete Spam a lot quicker than it can be posted. Comments are checked daily, even on old articles, and any with irrelevant advertising links are deleted. Blatant or persistant Spammers are blocked. 

Dave Moulton

 

 

 

Powered by Squarespace
Thursday
May102007

Give up Lycra and my Helmet; not Bloody Likely

A British online magazine called City Cycling appears to be aimed at people commuting to work in large cities. It is encouraging that there are enough people doing this to show interest and support for such a website.

However, a recent article suggests that cyclists should abandon lycra and helmets. The author of this piece seems to think that cyclists dressed in such a style are seen as “not human” or are from another “tribe,” and consequently unworthy of attention.”

The idea is, dressed in street clothes, i.e. jeans and tee shirt or a suit and tie, other road users will see us as human beings just like them. As a result they will be a little more tolerant towards us. Somehow, I don’t think so.

If I ride down the middle of a traffic lane, take the lane so to speak, because I am attempting to turn left; the person behind me, delayed for a few seconds is not going to be any less pissed off if I look like I just stepped off the cover of GQ.

As for the idea that the driver doesn’t see me as human? He knows I’m human, otherwise he would run me down like a squirrel. I would like to think it is human decency that prevents him from doing so, but more than likely it is not wanting to deal with the consequences, that is the biggest deterrent.

In a few cases, I think it is the fact that they could run me down, but are not allowed to in a civilized society that makes them so mad. They will sit behind a farm tractor doing ten miles per hour for as long as it takes, and deal with it, but God forbid they should have to slow to fifteen or twenty miles per hour for a few seconds behind a cyclist.

When I go riding I put on my team jersey, not because I want to be seen as belonging to some other tribe; I just want to be seen, period. I choose a team jersey for its bright colors, not because I support that particular team.

The other reason I choose a genuine team jersey is the quality of the product. It is designed to give the wearer maximum comfort under extreme racing conditions. So I know during my modest exertions I can concentrate on riding my bike without being focused on how uncomfortable my clothes make me feel.

Designed to keep the wind off if it is a little chilly, or to keep me dry and comfortable if I am sweating like the proverbial pig. I can throw it in a cold wash when I’m through riding, and it is practically dry after the spin cycle.

Another quote from the article, “Normal people don't wear polystyrene hats.” Bicycle helmets don’t give total protection, and no one should be lulled into a false sense of security by wearing one.

I was wearing a helmet when I hit an SUV last December and still came away with a hairline skull fracture. But I was glad I had a little Styrofoam between my head and the very solid side of that vehicle, and I am sure without it I could have been injured more.

You don’t have to wear lycra and a helmet to enjoy cycling, and I am not advocating that everyone should dress thus. It is a sport that can give pleasure at any level. I just happen to be an ex-racing cyclist and still enjoy a road bike.

I cannot ride unless I am going balls out, as fast as I can. It is what I have done all my life; I try to maintain a level of fitness so I can continue to do so. I cannot ride in this fashion in a suit, or in blue jeans feeling like my nuts are in a tourniquet.

In spite of my earlier comments, when I’m on the road I try not to adopt an “us and them” attitude; it serves no useful purpose. Traffic is not going to get any lighter, so I must deal with it. However, I am going to exercise my right to ride on the public highway.

I try to be considerate and courteous at all times; if someone slows down and is cautious when passing, I will often give them a little thank you wave. My way of saying thank you for not passing at fifty miles an hour, missing me by inches.

Most road users don’t mind sharing the road with a cyclist if they are predictable and give clear signals of their intentions. They dislike cyclists who weave in an out of traffic for example.

If I wear lycra and a helmet at least I look like I know what I am doing. If I wear street clothes; I could be someone who just decided to “go green” the previous week, or someone who has just got their third DUI ticket.

Tuesday
May082007

Stayers

[Picture from Cycling News.]


My last article on Fork Rake and Trail brought an email with the question:

“Why does bike designed for Motor Pace Racing have the fork raked backwards. Is it to increase trail?”

The Stayer bike as it is called, has a smaller front wheel, a steeper head angle, and reverse fork; all designed to get the rider closer to the motorcycle that is pacing him. There is a roller mounted behind the pace machine, set at a regulation distance. It is up to the rider to get as close to that roller as he can for maximum drafting effect.



If you look at the drawing on the left, you can visualize that a smaller wheel means less trail, a steeper head angle also means less trail, but the reverse fork increases trail to compensate. A stayer bike may have a little more trail than the average track bike, but not an excessive amount.

Another reason to have the fork reversed is that occasionally the rider will bump the roller on the back of the motorcycle. If he does the roller will spin and the fork will flex easier in the direction it is raked or bent, thus absorbing these slight bumps.

Friday
May042007

Trail, fork rake, and a little bit of history

If you draw an imaginary line through the center of your bicycle’s steering tube (Steering Axis.) it will reach the ground at a point in front of where the wheel actually contacts the ground.

The difference between these two points is known as the trail. Trail assists steering; as you lean the bike to the left or right, the steering axis moves in that direction, and thereby turns the wheel in that direction as it pivots on the point of contact with the road.

Trail also assists the bike in holding a straight line. It works on the same principal as a castor wheel on a grocery cart, which goes in the direction it is pushed. (Or in theory it is supposed to.) This is why it is called “trail,” because the wheel trails along behind the steering axis.

Fork rake or offset is the distance between the steering axis and the wheel center. It doesn’t matter if the fork blade is curved forward in the traditional way, or if the fork blade is straight but angled forward from the crown. If the offset is the same the bike will handle the same.

You will see from the drawing above, if the head angle is made steeper then trail decreases because the steering axis moves closer to the wheel’s point of contact. Conversely, a shallow head angle will lengthen trail.

Less fork rake, increases trail, because the wheel center is moved back away from the steering axis. More fork rake means less trail because the wheel center is moved forward.


Bicycles built in the 1930s through the 1950s typically had as much as 3 ½ inches (9cm.) of fork rake resulting in very little trial, often zero. There was a theory at that time that trail made steering heavy and sluggish.

I remember writing an article for Cycling magazine in the 1970s; someone wrote to me saying my theories on trail were wrong, and sent me an early 1950s article from Cycling to prove it.

The old theory was that if you had the front wheel’s point of contact behind the steering axis, when the steering was turned 90 degrees the point of contact was then on the steering axis line. Therefore, the front end of the bike had dropped slightly, and to straighten up again, the steering had to lift the weight of the bike and rider; thus sluggish handling.


While this statement is true, in practice when riding, the front wheel never turns 90 degrees. In fact during normal cornering the front wheel turns very little, making this whole theory about the front of the bike going up and down irrelevant.

I started racing in the early 1950s and I can say from experience the bikes of that era did not handle and corner near as well as today’s designs. These bikes handled reasonably well because frames were built with much longer wheelbases, wheels and tires were heavier, and tires were fatter.

Road conditions at that time, especially in countries like Italy and France were often appalling. The long fork rake and the long wheelbase had a dampening affect on the rough road conditions.

[Typical European road conditions in the 1940s. Louison Bobet leads Gino Bartali (striped cap) and André Brulé in the 1948 Tour de France. Picture from The Wool Jersey.]

As road conditions improved, bikes were built with shorter wheelbases and at the same time tires became much narrower. It eventually became necessary to increase trail to keep the bike going straight.

There was a somewhat chicken and egg situation with regard to shortening wheelbases and adding trail. In my case I shortened the fork rake to shorten the wheelbase and found the resulting increase in trail was an improvement.

Other older established builders, still clinging to the little or no trail theory, shortened the fork rake but at the same time made the head angle steeper to maintain the trail status quo.

This made for some very squirrelly bikes being built in the 1970s, with 75 and 76 degree head angles and front wheels almost touching the down tube. Shorter chainstays to shorten the rear end of the bike were pretty much universally accepted.

A shorter wheelbase means the bike will turn on a tighter radius. Think of a school bus and a compact car, which one will turn tighter? The front wheel turns less on a short wheelbase bike on any given corner; this translates to having to lean less to get around a bend.

I think the big advantage I had was that I was still actively racing and could try out these changes, and experience the difference first hand. Eventually everyone agreed that trail was not a bad thing and head angles became sensible again.

Frames I built had around 2 ½ inches (6.3cm.) of trail. In the early 1970s I did experiment with more trail but found that the bike felt sluggish and had a tendency to wander when climbing or sprinting out of the saddle.

As with any design aspect, more is not necessarily better; for a road bike with a 73 degree head angle the optimum trail seems to be around 2 to 2 ½ inches (5 to 6.3cm.)

 

Addendum. Nov 15, 2008.

There seems to be some confusion over the term “Fork rake,” which I can understand. The dictionary definition for rake is “The angle of inclination from the vertical.” However, when referring to bicycles, rake and offset are different terms for the same thing. Both are the term for the distance the wheel center is set from the steering axis, regardless of the head angle.

 

This probably came about because early framebuilders were artisans, not scholars. To add to the confusion, a bicycle head angle is measured from the horizontal, not the vertical. Back in the day when all bicycles had perfectly level top tubes, it was the angle measured from above the top tube to an imaginary extension of the head tube.

 

 

Wednesday
May022007

German eZine Interview


Last week I was contacted for an interview with an online magazine from Hamburg, Germany.

Okay, so it’s not the New York Times, but it is the coolest looking eZine I have ever seen.

It is called BETA-SWAY “Urban Sport Guerilleros Monthly.” Its sports related content includes cycling.


Written in English, the photography is outstanding, as is the layout. Check what happens when you click and drag the bottom right corner of each page.

English was obviously a second language for the interviewer, Carlos Pinto, but I think because of this some of the questions were different from the usual stuff that is asked.

I certainly enjoyed responding. Check it out here. The interview is on page 24 of the May issue.

Thursday
Apr262007

Mike Melton


From time to time, I get emails asking for information on framebuilder Mike Melton. I always respond that I have no idea where Mike is now. However, here is the little I do know.

I met Mike in 1980 a year after I came to the US and I was working for Paris Sport. I was building some aero-bikes for the US National Team. Time was running short and Mike Fraysee of Paris Sport brought Mike Melton in to assist me.



Mike was an established and well-respected American framebuilder from Columbia, South Carolina. We worked together for a week and obviously got to know each other pretty well during that time.

Afterwards we went our separate ways and usually met up at least once a year at the various bicycle trade shows. Mike continued his connection with the US team when he later went to work for Huffy and built frames for the 1984 Olympics in Los Angeles.

In the years that followed he would design and build some carbon fiber frames for the US team and was somewhat of a pioneer, in building frames using that material.

Below is a picture of an earlier 1982 steel tube Aero frame that Mike Melton built for John Marino for his winning “Race Across America” ride.

I have not heard anything of Mike since the late 1980s and I would love to renew our contact. I recently received a request for info from Matthew Marion who sent me the photos of his red Melton frame you see here.



I believe Mike is a few years younger than I am so he may or may not be retired now.



If he wishes his whereabouts to remain unknown, I will of course respect that. However, he may not even know that his past work still has a following and their owners treasure the fine crafted frames he built.

Update 1/29/11: Mike Melton died on January 26th, 2011, after a long illness resuling from a rare neurological disease believed to be spinal cerebella ataxia, similar to ALS or Lou Gehrig’s disease.