Frame Design: Then and Now

The above picture is me riding in the British National 12 Hour TT Championship in 1953; dating the picture is the spare tubular tire worn around my shoulders as the pros did in that era.

My bike frame size back then was 22 inch; (56cm.) compare that to the 51cm. I rode at the end of my racing career in the early 1980s, and still ride today. That is a whapping 5cm or 2 inches smaller.

If I rode a 56cm. frame today it would way too big for me, and yet looking at the above picture my bike looks fine and not too large at all. So what happened; did I shrink over the years? I was certainly a lot slimmer back in my youth, but my legs are pretty much the same length as they are now.

A clue is in the amount of seat post showing; about 2.5 inches (6.3cm.) in the above picture; I have 4.5 inches (11.4cm.) on my current bike. This accounts for the 2 inch (50cm.) difference in frame size.

The reason my 1953 bike does not appear too big for me is because it wasn’t; it was a totally different design than today’s frame. My bottom bracket height was only 9.25 inches; (23.5cm.) today’s bike has a BB height of 10.625 inches (27cm.)

I would also point out that all racing cyclists in the 1950s, including the pros, pedaled much lower gears, sat more upright, and rode with their saddles set lower by today’s standard.

See picture of Fausto Coppi on right.

I can remember that my bottom bracket was low enough that I could lower my heel and actually touch the ground.

Our cycling shoes had real leather soles, and had steel tips on the heels to prevent wear when walking.

While out training after dark, and coasting down hill; we would sometimes lower our heel so the steel tip made contact with the road, sending out a shower of sparks. A pretty spectacular visual effect, especially if several riders did it together.

When you lower the bottom bracket on a frame you also lower everything above it, the top tube and the height of the saddle from the ground. You do not necessarily lower the saddle in relation to the pedals. That will be whatever the rider sets it at.

However, the handlebars are not lowered by as much. The reason being that the size of the front wheel and therefore the length of the front fork are constant no matter what frame size. Above the front fork there is a head tube and head bearings. 

It would be impossible to build a 51cm. frame with a nine and a quarter inch BB height, because with a level top tube there would be no room for a head tube; which is why I rode a much larger frame back then. Or not so much a larger frame, but one with a lower BB and a longer seat tube.

Over the years the bottom bracket height on racing frames has increased; not because striking a pedal on the ground was an issue. (I never found it to be a problem.) But rather one of making the BB higher makes the chainstays and down tube shorter, and therefore makes a stiffer frame.

Also probably the main factor driving frame design is the change in riding positions of today’s racing cyclists, over those of their predecessors in the 1950s. I have already mentioned the 50s riders sat more upright because the handlebars were higher in relation to the saddle.

Today’s racing bicycle has a large saddle to handlebar height difference; which is how most racing frames sold today are designed. However, the majority of the frames are bought by non raciing leisure riders; using them purely for exercise and pleasure riding. Many of them like myself are older, and are not flexible enough to get down in those horizontal, low tuck racing positions.

Today’s frame design with its sloping top tube does not restrict a frame designer/builder like the level top tube did. No matter what the BB height and seat tube length, the head tube can be any length. So anyone having a frame built for leisure riding by an independent builder might consider lowering the BB height.

I did this when drawing up the specs for my New Fuso that Russ Denny is building for me. This is probably the last frame I will ever need. I designed it with an 8.5cm. drop; which is a 10 inch. (25.3cm.) BB height.  (Drawing below.)

This does two things; by sitting closer to the ground it will be easier to put my foot down when stopping. But more importantly, a lower bottom bracket means the saddle is lower in relation to both the ground and the handlebars.

Not the other way round of having the seat high to begin with, then raising the handlebars to achieve the desired position.

I have come to realize, the racing position of the 1950s is probably the ideal leisure riding position for today. I will have my frame built lug-less; (Welded.) this means there is no restriction on angles, and because the modern design has a sloping top tube it is no longer necessary that I go to a larger frame.

                         

Back from NAHBS

 

The North American Handbuilt Bicycle Show (NAHBS) has grown to become a wonderful bicycle institution. Back when I was in business there was no such show, I had to attend the Interbike Show, and for a small business that was a challenge; it was not an inexpensive endeavor.

With the Interbike Show, apart from being extremely costly, a small framebuilder tended to get lost amongst all the glitz and glamour of the fancy lighting and displays of the industry giants.

The NAHBS is a show just for small framebuilders, and although a few exhibitors try to upstage the competition with a fancy display, NAHBS doesn’t have that “Disneyland” glitter and feel to it; all you see is product.

I went to the show to give support to my ex apprentice Russ Denny who was re-launching the Fuso line of bicycle frames. I also got to meet many old friends, some I had not seen since the 1980s.

I first flew to San Luis Obispo to hook up with long time friend David Ball, and then we drove up to Sacramento for the show, taking with us the #001 Fuso (Built 1984.) that David owns. (Picture below.)

Excuse me if I diverse a little just to illustrate a point: David Ball is a highly skilled woodworker and has told me he would like to build guitars, but admits he would probably have to build fifty guitars before they were any good.

I see a parallel between highly skilled woodworkers who play guitar, and so try their hand at making guitars; and highly skilled metal working bike riders who are drawn towards framebuilding.

I can see David’s concern, what would be the point of making a beautiful guitar that showed off his woodworking skills if when you played it, it sounded like crap. All the exotic woods, and inlays of abalone and mother of pearl would mean nothing if it didn’t sound somewhere close to a Martin guitar which is considered the industry standard of excellence.

However, here is where my parallel ends. How many framebuilders would have the honesty to admit they would have to build fifty frames before one would be any good?

And do they really need to? Case in point; just this morning checking my emails after returning from California; there was one from an owner of a custom frame I built in the early 1990s.

His opening line, “I never built my lovely frame into a bike for fear I would use it, and God forbid ruin it.”

Here is a custom frame I built in Reynolds 753, that would ride and handle as good if not better than most, and this owner will never know the joy of riding this bike.

So you see there is a market out there for “Wall Hangers.”

There is also a market for bikes that people want to ride; which is what I told Russ when he expressed certain concerns he had about going to NAHBS in the first place. “How can I compete with someone who puts between 70 and 90 hours of labor into a frame?”  He told me.

My answer is, “You don’t.” The Fuso was always a bike to be raced and ridden, and this new Fuso is no different. The new steel tubing builds into a frame that is comparable in weight to other materials. Steel is practical for most riders; I can’t wait to get mine.

(Above.) Russ Denny on the right, with the New Twin Downtube version of the Fuso in the foreground.

The Fuso is still a hand built frame; it is just different enough to appeal to someone who doesn’t want to go with one of the massed produced, made in China brands. Its builder, Russ Denny has the background and experience that you can buy and ride the bike with confidence.

I saw metal craftsmanship and paint work at the NAHBS that was out of this world, I am not going to name names or even show pictures, because unless I could actually ride each one of them how can I judge a frame’s true value? I can’t simply pick it up and play it like a guitar.

When a craftsman can combine the beauty of his metalwork with the ride and handling qualities of what a bike frame should be; then he can with all honesty, call himself a framebuilder.  I hope I won’t be considered unkind for saying that.

                         

The Re-birth of Fuso

 

Russ Denny, who was my former apprentice, and who took over my business when I retired in 1993, is launching a new line of frames under the Fuso brand name.

The New Fuso will make its debut at the North American Hand Made Bicycle Show (NAHBS) which takes place in Sacramento, California March 2 – 4.

The new Fuso frames will be built in steel, with the option of a steel or carbon fiber front fork.

The picture above shows three different models; all with oversize tubes.

The picture is of the frames in the raw state that have yet to be prepped and painted.

Note the built in stainless steel head badge.

Dave Lieberman, who is assisting Russ on the business and sales side of the project, told me the plan for this initial NAHBS showing is:

a.) That we are bringing back the original Fuso and geometry and keeping that to an affordable price, frame and steel fork

b.) Introduce a compact design, with one that uses lugs, and another that is tig welded.  Both using a more current design and oversized tubing, and a carbon fork, or optional steel if requested

c). Show some prototype version like the double down tube design

The bikes shown are as follows:

1.) Lugged oversize frameset (31.8x31.8x 35 down).  Lewellen lugs, Columbus life/spirit tubing, 6 degrees sloping top tube, stainless steel chainstays, English BB.

2.) Tig welded oversize frameset (35x35x38down , 38 headtube), Columbus zona tubes, 6 degree sloping top tube.

3.)  Tig welded oversize frameset with double downtube (35x35, 37 headtube), Nova tubes.

I am pleased that Russ (Picture right.) is sticking with the original geometry; this is a proven design.

The ride quality and the handling characteristics of the original Fuso is one of the reasons why it was so popular, and remains so amongst collectors today.

When I first introduced the Fuso name in 1984, I did so because I realized there were limitations to the extent my business could grow as an essentially one man operation, building one off custom frames.

By the same rule I could not plunge head first into a large scale production setup. I did not have the required capitol to make that happen, or money to launch the huge advertising campaign that it would take to generate the sales needed to support such a venture.

What I did was to make what I believe was a good compromise that proved to be successful for a number of years; I built the Fuso as a limited production frame. By having employees prepare and feed me materials, so I could devote my time to that which I did best, namely brazing the frame together.

Employees then did the finish work and painting. I built batches of five frames, (All the same size.) and for the most part managed to keep every size in stock for a quick delivery once an order was placed. At the height of production I had around six employees.

Many of these frames I built back in the 1980s, or perhaps I should say me and my team built, are still being ridden today; many are still owned by the original owners.

An even larger number still have the original paint intact; which speaks volumes for another American product, namely DuPont Imron paint.

Over the years I built up a network of bicycle dealers all over the US. This strategy was my success but in the end my downfall also.

When bike dealers switched to mountain bikes in the early 1990s the road bike market disappeared.

Today being in a small business is a whole different game. With the Internet and social media a framebuilder can have direct contact with his customers. A framebuilder can serve the individual customer better and still make a profit.

When Russ took over my business he had worked for me for eight years and could do anything I could. He survived during the hard times by building frames for other people.

It has been almost 19 years since I left, and in that time Russ has built a lot of frames. That is what it takes to become a world class framebuilder; you just need to build a lot of frames.

Although I am not directly involved in this latest venture, I am still excited for Russ. He has promised to build me one of the new frames and I look forward to riding it and writing about it here.

Watch this space, as they say

                         

Should this frame be repainted or left original?

A Fuso frame with the original paint in nice condition just sold on eBay. The new owner has emailed me asking me about replacement decals as he is thinking of having the frame repainted.

My advice would be to build this frame into a bike as is, and ride it. From the pictures on eBay the paint appears to be in good condition; it has a few minor paint chips which is to be expected for a frame built in 1986.

The new owner can ride this bike knowing that if he put another chip in the paint it would be no big deal. Many of us know the feeling of owning a brand new car. We park it in the far corner of the supermarket parking lot, away from all other cars.

Eventually the inevitable happens and some careless idiot puts a little ding in the paint.

We feel annoyed, but at the same time relief that we no longer have to be so paranoid about protecting the car’s perfect finish, because it is no longer perfect.

The new owner paid $400 for this frame; a fair price. If he decides to keep it as is for now, he will now get many years riding out of this bike.

If he eventually sells it again, he will at least get his $400 back and most likely make a profit, at least enough to cover the interest on his $400 investment.

If he decides down the road to repaint the frame, a professional paint job would probably set him back anywhere from $500 to $1,000. Would he now get $1,000 to $1,500 if he sold the frame? It would be less likely than if he sold it “As is,” and got his $400 back.

Even if someone picked up a completely trashed frame for $100 or so, and repainted it, the money you have invested has not really increased the overall value over and above what you have put into it.

Apart from the economics of re-painting, another thing to consider is this. There will be no more Fuso frames built; or any of the other frames I built. There are plenty right now to meet the demand of people who would like to own one.

The number available will not increase, in fact it will decrease as frames are neglected and rust out, are damaged in an accident, or more often than not, just get lost because people don’t know what they have, and throw them in the dumpster.

Those that remain will still be around long after I am gone. I hope during my lifetime, people will keep riding them. It is what they were built for.

Most vintage bikes being ridden today are from the 1980s. This is an important era; it marked the end of the hand-crafted bicycle frame.

Somehow I can’t see today’s carbon fiber creations being collected in large quantities in the future.

Bikes built before the 1970s, with a few exceptions, are not being ridden on a regular basis.

They end up in museums and in the hands of serious collectors. Like this typical collection of racing bikes dating from the late 1800s to the 1980s.

You will find in such collections, frames are all with original paint.

There are two ways of looking at ownership of a classic bike, or any other antique for that matter.

1. You paid for it with your hard earned cash and you are free to do with it as you wish.
2. You are a caretaker of this item, preserving it for future generations. The money you paid for it entitles you to enjoy it while you have it, maybe make money on your original investment. However, at some point you pass it on for someone else to enjoy.

At the moment 1980s classic steel bikes and frames are plentiful; some more plentiful than the Fuso, some less. The ride is comparable, some argue better than a modern bike. So your riding enjoyment costs less, and as I have mentioned, comes with the possibility of a return on your investment.

If a frame is completely trashed, but never-the-less rare, it may be worth restoring; otherwise, keep it, ride it, and look out for another in better condition. Because of the economy it is a buyers market at this time. 

Don’t get me wrong, it doesn't matter either way to me. If someone is spending cash to restore one of my frames; that is pride of ownership, and makes me feel nothing but good. Incidentally, I have just started producing replacement decals for all models of frame I built.

However, my advice would be, don’t repaint unless the original paint is completely trashed; the reason is, down the road collectors will want bikes with original paint. Every frame repainted means one less with original paint, making those with original paint even more valuable.

This is a topic that brings forth many opinions; the above is mine, I would be interested to hear yours

                        

One of a kind

When I built frames in England I built almost exclusively in the English Reynolds 531 tubing; the Reynolds factory was only 25 miles from my frameshop in Worcester, and I worked closely with the company.

When I moved to the US in 1979 and later in 1982 started building my own frames again, I switched to the Italian Columbus tubes, much to the chagrin of Reynolds, who tried for years to get me to switch back to their product.

My reason was simple; Columbus was the most popular brand in the US at the time.

I had a hard enough time selling myself as an unknown builder (In the US.) in the early 1980s, without handicapping myself by using anything but what US bicycle consumers perceived at that time to be the best.

I say perceived because I always maintained that there was little or no difference between Columbus, Reynolds, and the Japanese brand Tange.

I don’t know if anyone ever did a blind test of all three, but I could never tell the difference in the ride quality, all three felt the same to me.

I did build a few high end frames in Reynolds 753 tubing which in my opinion was a superior material, but it was expensive to manufacture, difficult to work with, and could only be used by a skilled framebuilder.

This made 753 impractical for large scale production, and large quantities of a material sold to the mass producers of the bicycle industry is the bread and butter of the tubing manufacturer. They can’t survive on the piddling amounts of product sold to small artisan builders.

I believe 753 was more a prestige thing than a money maker for Reynolds and they eventually had to drop the product as unprofitable.

I always remained good friends with the people at Reynolds even though they wished I had used more of their product. I would also get calls or a visit from a rep from the Tange Company; I would also get the occasional free sample of Tange Prestige tubing.

So it was in 1991 I got a call from Scott McPherson of Helen’s Cycles in Santa Monica, California; (I recently learned Scott is still the manager at Helen’s.) He was looking for something different for a customer, and I thought why not use one of these sample sets of Tange Prestige to build a custom Fuso.

The tube set came with a special set of lugs, the bottom bracket shell had a reinforcing web cast into it so it didn’t require a chainstay bridge. The rear brake bridge is an upside down “V” shape, and the front fork was made without a crown; the fork blades were filet-brazed to the steering column with a flat steel plate on the top to finish it off.

Also unusual either the customer or Scott requested I build the frame to measure 55cm. from the center of the bottom bracket to the center of the top tube.

I stamped it as 55 CTC on the Bottom bracket shell to avoid any confusion in the future, as I usually measured all my frames from center to top.

As far as I remember, this is the only Fuso built in Tange Prestige, making it one of a kind. The bike is still owned by the original owner, Andrew Rosen, who has kept it in pristine condition.