718 Cyclery

Blog has Moved

2010-06-23T22:34:00.000-04:00

This Blog has moved to http://www.718c.com/blog/ as of June 22, 2010...see you there

The magic of Google Analytics

2010-06-17T08:43:00.001-04:00

My online store has only been open a few days, but through the magic of Google Analytics, I have noticed some pretty cool trends.

The biggest is the global spread of visitors.

It seems like I am cornering the Northern Africa market:

Online Shop Online

2010-06-14T21:24:00.001-04:00

So I finally took the plunge and opened an online store. The concept here is a nice simple interface, with a few quality products that I believe in and use on a daily basis.

718 Cyclery Online Shop

Everyone has grand ideas of setting up one of these shops, going out into the backyard in a lawn chain, and watching the money roll in.

As a matter of fact, as I have learned over these last 2 years, these things take attention, time and caring. I am planning that this will be a natural extension of who we are and what we do, and not some disjointed site with lots and lots of crap listed. However, as always, my plans are flexible. The original concept for 718 Cyclery is certainly not what it has turned into.

I used to stress that I didn't have a business plan...after reading Rework, I am so glad I never wasted my time with one. Business plans are guesses, and they set you up for disappointment if things don't go "according to plan". I much rather let my passions and interests lead me than a spreadsheet and sales forecasts.

So, as I write this, and my shop is less than 1 day old...I am a little nervous of what will happen when that forst order comes in. Will I be able to treat customers they way I like to be treated? Will it be an extension of the craft and quality that my bike shop embodies?

Stolen 718 bike recovered!

2010-06-10T09:12:00.000-04:00

Here is an exerpt from a cleint who had his bike stolen the day after we built it...

http://www.718c.com/images/718_091/718_091.html

Joe,

I just thought I would let you know that this evening I successfully regained my Peugeot! Last night I saw a craigslist ad for what had to be my bike, because I custom made it with you, so I used an auxiliary email address and set up a meeting to purchase the bike. I then called the police, filed a formal report, and went to the sixth precinct today in the late afternoon. Eventually several plainsclothes officers came with me secretly to the meeting and conducted a sting operation. I now have my bike.

I just wanted to say that getting my bike back had a lot to do with the fact that (a) it was completely unique, (b) I had a list of every single part on the bike, and (c) I printed off pictures of me building the thing that you posted online. Perhaps that could be an advertisement slant for your shop!

Best,

Jeffrey

My stuff, out there

2010-06-09T17:52:00.001-04:00

Much like a musician must feel when he/she first hears their song on the radio, I get excited when I see/hear about my bikes and wheels out there doing their thing.

I recently built a pair of Surly's that will be trekking across the US this August

I also recently built wheels that my brethren at Team Lope are using on the California AIDSRide from SF to LA.

(note those H+Sons wheelsl)

Much more to come....

None, None More Black

2010-05-27T09:22:00.000-04:00

A former client (I believe he bought my second bike) has returned with a challenge. He would like a bike with everything (and I mean everything) in matte black

The frame and rims are no problem, but we are talking about the hardware and fasteners on the brake calipers, etc. I called John at Ever-Nu (my powder-coater) this morning, and he is confident he can do it.

I am going to bring a brake caliper over for a test shortly.

Cross Country Bike Build

2010-05-19T21:53:00.000-04:00

I have been commissioned to build 2 touring bikes for 2 clients who just graduated Law School and are trekking across the country in August. After a few preliminary meetings and alot of research, we have decided on building up the 26" wheel variant of the Surly Long Haul Trucker frame. The 26" wheel size was chosen over the 700mm road wheel sized frame because the 26" frames came in smaller sizes that better fit the riders, AND 26" wheel/parts are more widely available along a 3000 mile trekking route.

We have chosen a combination of Shimano Deore and Tiagra components.

Crank: Shimano Deore M590 170mm 2-pcs Crank & BB 26-36-48, Silver.

This crank was chosen for its touring gearing ratio and its durability.

Front Dérailleur: Shimano Tiagra FD4503 9spd Trpl Braze-on Front Derailleur:

Rear Dérailleur: Shimano Deore M591 SGS Long Cage 9-speed

The frames showed up today

I got the first frame up on the stand and laced the rear wheel. Its a 26" Alex Adventurer and a Shimano Deore hub. The Spokes are DT Swiss (double-butted), 263mm on the drive side ,and 265mm on left.

(My) Bikes in the Wild

2010-05-18T07:21:00.001-04:00

Much like the excitement a musician must feel when he/she hears their song on the radio for the first time, I get a rush when I see my bikes 'in the wild".

This guy was an easy one to spot, as it was done for an associate here at work,

Gallery. Blog

This bike, the classic Roger Riviere, was created for a client who works 2 blocks away.

Gallery. Blog

Roger Riviere

2010-05-16T16:00:00.003-04:00

I have finished up a project with a client who is using a Roger Rievere frame. Having a good amount of experience with French frames of the 1970's, I was unfamiliar with the bike or the name behind the bike.

(from online sources)

Roger Rivière (23 February 1936, Saint-Etienne - 1 April 1976, Saint-Galmier) was a French track and road bicycle racer. He raced as a professional from 1957 to 1960.

Rivière, an time trialist, all-around talent on the road, and a three-time world pursuit champion on the track, lost his career to injury. He was positioned to take the lead in the 1960 Tour de France but crashed on the Col de Perjuret descent of Mont Aigoual in the Massif Central while following leader Gastone Nencini. Rivière hit a guard-block on the edge of the road, falling 10 meters into a ravine. He landed in brush, breaking two vertebrae.

There are some pretty striking photos of Riviere as he lay after his crash in a ravine, twisted and paralyzed. They are not necessary for me to repost them here.

Rievere had admitted to using the drug Palifum, which may have factored in his judgement and subsequent crash. Many accounts list him as a tragic figure, someone full of potential

1975 model

Regarding his bikes, I found this:

...were made by Gitane, Rogers last major sponsor during his cycling career. Roger Riviere had an unfortunate accident during the Giro where he rode off the roadway and down an embankment suffering severe injuries to his back causing paralysis. The Riviere line of bikes had bicycles extending from low end to some high end models which were showcased at the bike shows in the 70s. The high end models featured chrome lugs. Other bicycles were bike boom bicycles mostly with foil seat tube stickers and handmade in France stickers. Most of these bicycles featured chrome tipped forks and chrome fork crown. The 70s era bike boom Riviere’s used cottered Aduprat crank sets, simplex components, 27 inch wheel sets, and CLB brakes. The Roger Riviere bicycles disappeared around the late 70s

The frame itself was acquired on ebay,and arrived in my shop about 1 week later. It does have many of the details French bikes from the era share, from lugging to geometry.

There is a sticker that says "hand made" on the reverse of the head tube, and I wondered if that meant that it would deviate from sizing standards.

The bottom bracket is threaded French, but thats what I expected. Looks like I'll be ordering one of these...

Here are some initial shots of the bike as it arrived in the shop.

More to come as this build is booked for a few weeks from now....
(Jump forward a few weeks to build day!)

The bottom bracket was decidedly French. Check out this post to see the tool/process that I used to install.

After the BB went in, the square tapered crank slipped right on. Its a 170mm pake, with 46t teeth

I built up th ewheels using Surly hubs, Alex Dm18 Rims and Dt Swiss double-butted spokes.

Drive-train installed and tested.

the client selected these great Nitto bars. they were 50cm across, and we cut them down to 44cm to facilitate his urban commute better (so he's not knocking into parked car's mirrors)

Oury grips were slelected. Not sure if they're French, but they sound French, so that a s good fit. We had to cut the grips down slightly in order for them to fit, wioth teh bvrake lever, on the shortened bars.

Fini

This was a great projects, and hit on alot of what I enjoy about my shoyp...a great client, a historic bike, a few challenges, great build weather and in the end, a smooth riding 35 year old machine thats back on the road. This client's day job is near my day job down on Wall Street, so I am looking forward to seeing this bike locked up outside of his office soon.

On Gears

2010-05-16T13:09:00.000-04:00

For 2 years, I have tried very hard to keep my business simple; building simple bikes collaboratively with people. As a bike shop that is gaining more and more attention, I had many requests for geared bikes. In the spirit of being a small shop that didn't want to loose focus, I usually passed this work on the local shops.

That all changed recently as I decided I had the capacity and means to expand my situation from the fixie/singlespeed scene into something that embraces more of what NYC bike culture has to offer.

Below is a project that came in recently from a work associate. It was a 1982 Bianchi with Shimano 600 components. He was looking to upgrade the wheels and modernize/simplify the drivetrain.

New wheel on the stand, old wheels in the distance

He initially had a 6 speed cassette, which we changed to a 9 speed cassette, built on a Shimano Tiagra hub and Alex DM18 rims.

The crank was removed and replaced with a Pake 170mm, 46t crank. A Shimano 9-speed chain was also installed. The rear derailler is Shimano Tiagra.

Once everything was installed, we adjusted the derailler's low and high limit screws.

Final bike. (note: jaunty seat angle at clients request)

Review: J.A. Stein's Cartridge Bottom Bracket Handle Tool

2010-05-15T23:41:00.001-04:00

The following is my review of the Cartridge Bottom Bracket Handle Tool from J.A. Stein Tools.

This extremely well made and durable tools was built to serve one purpose, the installation/removal of cartridge bottom brackets (well, thats sort of 2 reasons)

Here's the situation; you are faced with driving in a sealed bottom bracket, and need all the leverage you can get...(btw, this is a French Threaded BB, but it makes no difference obviously)

Using the Park BBT-22, you pop the tool on the end of a socket wrench and hopefully apply enough pressure inwards so as to insert the bottom bracket.

The problem here is that there is really nothing anchoring your tool to the offending bottom bracket, so slippage and associated knuckle-meat damage usually ensues if you run into any resistance whatsoever.

The tool from J.A Stein is ingenious, and follows the concept of their other tools (see my reviews here) that deal with bottom brackets in that they utilize a screw-in clamping mechanism to keep the tool attached to the component.

So, here's how it works. You need to use the smaller Park Tool BBT-32. It s seats in the tool housing, and is secured by a tightening screw.

The tool in then threaded onto the bottom bracket which has been threaded partially/slightly into the bottom bracket shell.

The tool is now firmly in place.

Using 2 hands, the user is able to grab the extremly sturdy metal handles. There is an amazing amount of firmness and leverage involved.

The bottom bracket is rotated in place. Obviously, this tool can be used to remove testy bottom brackets also.

In conclusion, another finely made tool from J.A Stein. One by one, I move through their catalog, and now have 3 of their tools.

On mothers day and youth lacrosse

2010-05-10T08:22:00.000-04:00

So, I closed the shop down this weekend. The reasons were important

family events. I actually caught a little flack from potential clients for this but:

1. My family comes first, everything else is a distant second

2. The reason I don't have a storefront at this point is I like the

flexibility my "appointment only" setup affords me.

3. This closure was booked weeks in advance, it's not like people

signed up and were bumped.

The resultant of all this is I am booked out the wazoo the next month,

which is good also.

So, what was so important the weekend?

On Saturday, I took my sons 3/4 grade lacrosse team (which I coach) to

leafy Maplewood NJ for their 1st away/travel game.

(my son, being chased by 3 defenders)

(now 4)

(now 5...needless to say, this didn't end good)

No offense to my

rabid biker client base, but there's nothing more important than my

Saturday. Sure, we got lost on the way, but these 26 little guys (and

parents) look to me for leadership and attention. Our program (The

Brooklyn Crescents...check out the website, I designed it) has been

around for 4 years, and this is the first year they've expanded to

include a 3/4 grade boys team. As we are 1 of only 2 lacrosse programs

in NYC, we play slot of suburban teams. I have played lacrosse for

many years and through college, so I know the experiences these guys

are having will last a lifetime.

(Brooklyn's own)

Sunday was a trip to my patents for mothers day. I won't elaborate on

this event too much, as it's family significance should be obvious.

So, there's my weekend, and I'm beat. On my way to work, writing this

on the R train, pretty exhausted, but very fulfilled.

Inaugural Newsletter Report Metrics

2010-05-10T08:13:00.001-04:00

Sent my first newsletter out last week to great results. Apparently, the industry average for people actually opening one of these emails is 10.9%, and you guys opened it 57.3%...also, the click rate i received from my loyal "fan" base is way higher than average.

Archived may 2010 Newsletter

I would like to think this is because I have earned your trust, but maybe it was a slow day for your in-box. Either way, thanks!

(click image to see full report)

Knuckle Meat

2010-05-07T07:55:00.000-04:00

In the course of turning some tools these last few years, the broadside of my left index finger has borne the brunt and many flesh-carving incidents. I am right handed, so I guess the fact that righty is usually gripping a tool leaves lefty exposed.

Another issue with being a (bike) grease monkey is that I cannot keep my hands and fingernails clean. people at my day job (as an architect at S.O.M.) have noticed. Its a hot topic on conversation....actually, its not. The fact that we won Architecture Magazines "Firm of the Year" is a hot topic.

I guess this blog post wouldn't even be worth writing if I just wore gloves.

Bike Components as (scary) Sculpture

2010-05-04T19:39:00.000-04:00

My neighbor is a sculptor/electrician/kayak-er, and loves Wednesday nights. In these parts, Wednesday night is recycling night, and he picks through what I put out. He calls these "dog" and "cat"

Adding Gears

2010-05-03T14:15:00.001-04:00

I have spend the first 2+ years of this operation focusing on keeping what I do very simple. You hear alot about small businesses failing because of trying to do too much, as opposed to focusing down and becoming quite known for a few things. At this point (May 2010) , I have built 85 bikes, mostly single-speed and fixed gear conversions, with a few geared restorations thrown in there. As my situation gets more and more known, I am getting alot of requests for geared bikes. I have turned away more work that I care to admit, not because of lack of knowledge of geared components; it was more out of a fear of spreading myself too thin and loosing focus.

I have used the first 2 years of my business learning how to run a business. I believe I have a solid idea (building bikes collaboratively) and that I am ready to expand it out to other types of bikes.

Much more to come.

1975 Peugeot

2010-05-02T13:52:00.000-04:00

I recently compete a project using this 1975 Peugeot. Identifying Peugeot's from this era is fun as they varies their decals and markings in discreet model years. I have learned that Peugeot's from this era are not consistent in their use of French Bottom Brackets, so I usually have to do a manual test. I have also noticed that the headsets from this era use loose ball bearings, or in some cases loose and retainer bearings

Bearings in retainer (sometimes referred to as "caged")

(but this may be do to a previous overhaul by someone, hard to tell....cant honestly imagine they'd use loose bearings and retainer bearings in the same headset)...

Here is the bike as it was delivered to me from the client. He did a great job cleaning it up.

The frame after being stripped. I like to get the frame stripped and ready before the client comes over for a build.

Here is the French-threaded bottom bracket installed. It looks like a "standard" (English) bottom bracket, except that the drive side is NOT reverse threaded. It even says "French" on the metal outer ring, I guess to alert mechanics that this guy spins out the other way.

Really nice chrome forks. I had to gently etch out the inner surface of the front drops to allow a modern axle to fit smoothly.

Straight and solid gear drops.

Build day...everything ready to go at 9am

Here is the headset in its newly reconditioned state. I am seeing more and more this perforated plastic ring, which is s stand in for a more conventional metal lock washer. Not sure I like these as much.

I built Celeste Velocity Deep V rims with Surly track hubs and DT Swiss Double butted (2.0/1.8, 282mm) spokes.

New crank, installed and hanging off the bottom bracket

Rear wheel close-up

Pump detail

Headbadge

Finished bike

Museum of Art and Design Exhibition

2010-04-30T07:53:00.003-04:00

A few days ago, I received an email from someone at the Museum of Art and Design (MAD) here in NY. They have asked me, in conjunction with this show, to put on an exhibition/demonstration of wheel building and bike building.

Now, I am no exotic frame builder (yet), so I am a little nervous and in awe of the company I have been asked to stand near.

(above, the work of Sacha White)

My nights will be July 22, 29 and August 5, 12 from 5-9. Thursdyas are the nights the Museum is free and open to the public.

So, I am thinking of 2 routes..demonstrate how to build up a vintage frame or get a nice painted Mission Valencia and do a more modern bike.

I am also thinking I have to get a little more academic in my approach to wheel building. Currently, I have mashed together the methods of 4 masters (Sheldon Brown, Gerd Schraener, Jobst Brandt and Roger Musson) in developing my technique.

I wonder if this exhibit will start me down the path of frame building. I never thought I'd build my own wheels, and here I am demonstrating how to build them. Similarly, I never envision building my own frames...but, things may change very shortly.

I will keep this post updated as I get prepared over the summer.

Great Weekend

2010-04-25T22:26:00.001-04:00

We had a great weekend in the shop; 5 builds, a good mix of new/potential client consultations and a meeting with the 3 brave young women who are looking for me to build the touring bikes they are agoing to travel across the US with in August.

Shop Weekend Preview

Saturday builds (you can see the shadow changing in teh below pics as the day progressed)

The first build of the weekend was Saturday morning; the breaking down of a clients old 10-speed, to create a sleek, light fixed gear. The client made great color selections regarding the wheels, which were hand-built in the shop

Image Gallery

Saturday was an amazing day in Brooklyn in terms of weather, so a great day to build outside. Build #2 was the renovation of an early 80's Peugeot. I had gotten a french bottom bracket all ready to go, buy the frame ended up being threaded for an english one, saving the client some bucks. This build ended in a flurry, as 3/4 of thw way through, I snapped the fork (you will notice in the image gallery that a different fork makes the final pics). I built up Alex rims for this build.

Image Gallery

Build #3 late Saturday afternoon was a rather tall Club Fuji frame. This build went together very well, and was built to the client's tight budget. I built up Alex rims for this build.

Image Gallery

Sunday builds

The weather on Sunday was terrible, requiring me to put up the awning/tent. The first build of the day was a great one; a custom painter Mission Valencia with an Aerospoke front wheel (I didnt build that one, heh heh, but built the rear Deep V.) There was a delay in this build last week as the initial paint job had some imperfections. I had the frame re-coated at Ever Nu in Brooklyn, and we finished the build today.

Image Gallery

The final build of the day/weekend was for a friend at work. We built a 53cm Mission Valencia frame, and also built up Celeste Velocity Fusion Rims with red All-City hubs. Building these frames as single-speeds is always a little awkward, as you have to route the brake cable to the rear of the bike. The frame is drilled for a rear brake, but no route/bosses/housings are provided to get a cable back there. A pretty sweet build.

Image Gallery

So, a great weekend, the biggest in the shop's history....already planning for next weekend.

Why I Build My Own Wheels

2010-04-24T00:10:00.002-04:00

Last week, I had a build that required me to buy "store bought" wheels for the first time in a long time.

Video "Why I Build my Own Wheels" (spoiler alert, there's some of my blood)

The reason was schedule; a client came in midweek, looking to build a bile for her daughter's birthday that Saturday. The schedule was tight in terms of ordering parts, and I explained to the client that I didn't think I could build wheels in time, and would have to order pre-made ones.

I have been building wheels for awhile, and since we've gotten so busy, its generally meant that I am building 4-6 pairs of wheels a week. Its a lot of work, and requires a lot of time and focus, but in the end I feel its a higher quality wheel. Since these bikes are my responsibility as they hit the streets of NYC, I feel that I would rather be responsible for the wheels, as opposed to some robot (The "Wheelmaker 2000) in China.

Image Gallery

Anyway, the wheels came in and appeared to be a good value....Velocity Aero rims, Dimension hubs and 35 straight-gauge spokes....not the way I'd build a wheel, but the circumstances on this build warranted it. I got to thinking...why am I busting my hump, when I can get these wheel cheaper and already made? I entertained this thought for a few hours preceding this build last Saturday.

Not sure if it was fate or a sign, but as I was tightening the front wheel to the fork, I snapped the axel and nut in half. needless to say the build was postponed, but in that moment I realized why I build my own wheels..

Sure, I have to sit with them for hours, tuning then, truing them, but in the end this collection of rims, spokes, hubs and nipples are brought to life by my craftsmanship. And, I will put my craftsmanship up against the Deep Blue of wheelbulding any day of the week (except Saturdays, we're really busy on Saturdays)

1977 Centurion

2010-04-09T10:00:00.005-04:00

This is a 1977 (I think) Centurion that is in the shop for an intensive rehab. All new hand-built wheels, new components and a powdercoat paint job. It is a rather large frame we are building up for a great friend of ours.

Centurions used a few variations of their headbadge during theior brief lifespan.

This Headset has an interesting grooved/toothed lockring that I hadn't seen before.

The removal of the bottom bracket was detailed in my review of the tool that was used here

Unique BB cup

As is customary, the headset was removed and soaked in de-greaser.

The client specified orange Deep V's with pewter All-City track hubs

The is the shop that I use for powdercoating. Located on 20th Street in Brooklyn.

View Larger Map

Picked up the frame this morning...its a light grey finish, which will look great with orange and black detailing. The client has purchased after-market decals.

Fixed-Cup Wrench Clamp Review (J.A. Stein Tools)

2010-04-04T18:54:00.005-04:00

The following is my unsolicited review of J.A. Stein's Fixed-Cup Wrench Clamp.

As the owner of 718 Cyclery, Inc in Brooklyn, NY, our work revolves around steel frames from the 60's - 80's. We are a small shop, and try to be as self-sufficient as possible. One thing was constantly stumping me, and that was the removal of fixed cups from the drive side of the bottom bracket shell.

The issue is compounded by 2 factors....the fact that the cup is reverse threaded and endlessly being tightened over the life of the bike, and that the width which allows for a wrench to grab hold is quite small. There are few solutions out there (see Sheldon Brown's), mostly which revolve around clamping the wrench to the cup, or creating enough reverse pressure

I contacted Jim at J.A, Stein tools directly by email, and he quickly responded to my questions about use and cost. The cost was $35 + $3 Priority shipping, and arrived 2 days later at our Brooklyn shop.

What arrives is shown below...the tool itself and instructions.

Here is an illustration of the problem...not enough meat for the wrench to grab on to.

This method has resulted in many a scraped knuckle

Jim's solution is simple, elegant and well made. The wrench is placed on the cup, and the tool is placed over the spindle.

The condition at the spindle end (male or female) determines the bolt that is threaded through

The bolt is threaded into the spindle

The outer cup is then threaded down the bolt and clamps tight against the wrench

With the wrench clamped tight, the mechanic is able to either muscle the wrench or tap with a hammer, either way confident that the wrench is secured in place.

My knuckles have never been happier

1974 Raleigh Super Course Mk. II

2010-03-29T21:41:00.002-04:00

Our latest project in the shop is a 1974 Raleigh Super Course Mk. II. Here is the "gents" version in the British catalog.

Here is the bike as it arrived in the shop. It had been converted to fixed gear at some point, and the owner is looking to totally upgrade the wheels and and drive train.

Alot of times I will turn the bike over to take it apart.

Incredibly beautiful rear drop-outs

For 36 year old paint, its not in bad shape

The headset has loose bearings, which I will probably replace with a retainer.

The bike came apart great, which is a good indication as to how it was cared for over the years. I am having a problem with the non-drive side crank arm, as my crank puller has stripped the threads and it wont come off the square tapered spindle (this bike has been upgraded at some point with a modern bottom bracket). I ordered a tool from the J.A. Stein Tool company that should help with this problem; it arrives in a few days.

The client has choosen "Celeste" Velocity Deep V's, to be built up with white All-City track hubs and silver DT Swiss double-butted spokes

Magic Gear

2010-03-23T08:50:00.008-04:00

I had a client who wants to convert his Bianchi Premio, with vertical drops, into a fixed gear. For the uninitiated, fixed gear bikes are usually created with bikes that have horizontal drops, thus allowing the builder to adjust the rear wheel forward/backward to get the chain tension perfect.

Horizontal Drops

Many bikes have vertical drops, as the derailler is what creates the chain tension, and adjusting the wheel is unnecessary.

Vertical Drops

It is the issue of building a fixed gear bikes with vertical drops that we are covering here..

There are expensive options to achieve this, including eccentric hubs that allow for horizontal movement to achieve proper chain tension.

Another way to deal with this is by calculating the Magic Gear, which is the calculated combination of chainring and cog that will give correct chain tension at a given chainstay length. I am using the calculator found at Fix Me Up Online.

(Team Lope attempt at the Magic Gear)

The form asks for an range of chain-ring and cog teeth you are willing to use, as also asks for tire size and chain-stay length. Chain-stay length is measured from center of bottom bracket to center of rear axle location. Its admittedly hard to get an exact measurement, but I got within 1/2mm I believe.

The calculator returned the following gear ratios as being acceptable:

48:14
50:16
52:18

Since my client has a 50cm Shimano chainring, we are going that route.

The chain-ring came into the shop as a double chain-ring. Since only 2 bolts were left on, it was easy to disassemble....however since there were only 2 chain-ring bolts, I ordered a new set.

We are building a wheelset for this project, and once that happens we'll be able to test the validity of this process.

More to come...

Ok, the parts came in today and I just had to test it out. Before building up the wheels, I decided to mock up the axle in place.

It resulted in a pretty straight chain-line.

Initially, this crank had 2 chain-rings, 50 on the inside and 42 on the outside. I flipped the 50 to the outside position to avoid clearance issues with the chainstay.

Next step: build the wheels and test ride...

Sunday 3/28/10

Well, I am actually very happy how this turned out. I got the wheels all built up and trued, and the mocked the bike up for a test ride. There was a surprising amount of play in the vertical drops.

Thats one tall glass of water.

Interview at Fuji Otaku

2010-03-22T23:01:00.003-04:00

(property of Fuji Okatu)Building Dreams In Brooklyn - Joe Nocella and 718 Cyclery, Inc

Joe Nocella at 718 Cyclery HQ

We have a special treat today for us amateur wrenches who sometimes fantasize that their occasional bike sale, admiration of friends, and burgeoning parts bins will blossom into a real business. Joe Nocella is making this a reality for himself as the founder of rapidly growing 718 Cyclery, Inc in Brooklyn, New York.

Joe and I met via this blog, and, after a few exchanges, I asked if he'd be open for an interview. With that, away we go...

Fuji Otaku: Well Joe, welcome! Maybe you can kick this off with a little bit about your background and how you got into professionally renovating and customizing bicycles.

Joe Nocella: Like most of us, I have been around bikes most of my life. While in college in the late 80's, I took a bike messenger job in Manhattan. This was in the days before mountain bikes and cell phones took over, so there were lots of dudes scurrying around on 10-speeds. Coincidentally, I rode a Fuji (it was blue, but forget the model)my career ended when I got hit at 23rd and Broadway.

Flash forward a number of years. Working as an architect has always been a dream of mine, but over the years of staring at a computer monitor, my hands grew restless. My education was a program that was very hands on, and I felt that a part of me was being lost by being an office worker.

About 3 years ago I had a bike stolen out of my front yard (it wasn'tlocked, I live in Brooklyn, the results are predictable). In deciding what I was going to do, former associates who were now in SF (Team Lope) convinced me to build my own. So, I built my first (it was a 1988 Schwinn World Conversion). I got so into the process of hunting for parts and fitting components that I built a second, which I promptly sold.

I was now hooked, but my business underwent 1 final refinement.Initially, I was just building bikes and selling them. I then hit on the idea to involve the client in the build process, and things have just taken off.

We have collaboratively built 53 bikes in 2009, and are off to a great start this year with another 22 to date in 2010. I run the business in my free time one night a week and weekends. Its certainly a busy life, as I have a day job as an architect at SOM, teach at Pratt and coach my kids youth sports teams.

It also feeds into my interests of web design, graphic design and photography..as I handle all of that at 718 Cyclery.

Fuji Otaku: Hey, that's great, you rode a Fuji before they were cool; evidently you're a man of taste and refinement...

Something I want to get on the table up front before getting into things like the client build process – you're walking into the lion's den here. Looking at 718c, I see lots, actually mostly, fixies. We seem to attract mostly a C&V (classic and vintage) crowd here and the animus that many C&V'ers have towards the fixie scene is no secret.

What are your thoughts on this debate? Is it even a debate about which the typical fixie rider is even aware? And, from a C&V standpoint, heck, who is the typical fixie rider? Do they fit the profile? My first awareness of this was 10 years ago when it all seemed like an odd Sheldon Brown idiosyncrasy. Then, suddenly, everywhere you look, swarms of them.

For my part, I'm not a C&V purist, I'm quite willing to do my own interpretation on a vintage bike and I don't have a particularly reverential attitude about the holy purity of vintage steel, but still.. Fixies are one of the biggest trends in cycling since mountain bikes & I'm not getting why slogging around in a single gear is any fun. That disturbs me, so could you help me out a little?

Joe Nocella: First, I do want to mention that all of the work we do is non-destructive (except for the first 2 bikes I did...but they were Schwinns and I had an itchy grinder finger!). In that, we don't grind off derailler hangers or cable bosses or anything. I spend hours restoring headsets, stems aligning dropouts, tapping BB shells and chasing fork threads.

I have 2 reasons for this:

1. I am very respectful of these classic frames and feel it is my job to get them back on the road again, not to castrate them

2. I tell my clients that someday, your kid will find this bike in the basement and want to "convert" it BACK to a 10-speed.

I think that fixed gear/singlespeed bikes allow an urban rider to commute to work on a simple bike. There is all kinds of crap written about the "zen" of being connected to a fixed drive train, however I am more down to earth about it. I have many clients who bring in old road bikes and say things like "I am riding to work, and never changing the gears anyway"...in addition, bouncing all over our city streets and brides can wreck havoc on components. For me, its not about looking/being cool (I am a 40 year old father of 2...the opposite of cool), its about urban practicality and the reuse of great frames.

As far as debates regarding "hipness" within the fixed gear community, I am totally on the sidelines. I do what I do because I love working with bikes. Period. Early on I sought the attention of the fixie forum crowd, but soon found it brought alot of attitude and just got in the way of the happiness my work brought to me. I don't need anyone's approval.

We have begun to do more and more restoration work, which is also very enjoyable. Either way, getting butts on bikes and cars off the city streets is a good thing.

Regarding the animosity that the C&V'ers may have towards others, I really don't think that my typical client gives it much thought. I mean, these are only pieces of metal, plastic and rubber, right...why is there so much nastiness? We should be using our debating skills on issues of the day that are far more important,. Are we really getting that worked up over bicycles?

My clients tend to be mature folks who are looking for the simplicity of a fixed gear/singlespeed, without the ironic baggage and youtube trickery that goes with it. I have observed this so far; if you are truly hip and cool and a connoisseur of spoke cards, you are having your buddies in Williamsburg build you a bike. For everyone else, I seem to be the main option. My shop is set up like an inverted bike shop. Normally, you bring your bike in to the shop, it gets taken to the back, and 3 days later it reappears with an $85 bill on it.

We try to demystify the build process, and involve clients in our hands-on collaborative builds. I think that many people feel intimidated walking into a bike shop and feeling insecure in their command of actual bike knowledge and its jargon. Our business model is the inverse of that, and its quite successful. We collaboratively built 53 bikes last year from April to December, and are already on a pace to top that this year.... people just want to know how things go together.

"You can't hammer a nail over the Internet. Learning a trade is not limiting but, rather, liberating. If you are in possession of a skill that cannot be exported overseas, done with an algorithm, or downloaded, you will always stand a decent chance of finding work. Even rarer, you will probably be a master of your own domain, something the thousands of employed but bored people in the service industries can only dream of" (Shop Class as Soulcraft by Matthew Crawford)

I am a Sheldon Brown disciple, I am finding new information on his site every day...he must be writing from the grave!

Fuji Otaku: Since the fixies are appealing because of simplicity, rugged reliability, and classic styling, maybe these folks really are kindred spirits of C&V'ers and BOBish types. We are all on the same team in that we want stuff that is shiny, silver, simple, not much plastic, sorta retro looking, repairable with normal hand tools, or even just repairable at all.

And actually, I like a lot of the flashy stuff from the fixie scene. Back in the late 80's, I was tooling around Hawaii on my 1985 Trek 770, hot pink with white saddle and bar wrap. You can imagine what I was wearing. And I didn't even stick out, since everybody was doing similar things. That sort of whimsy got in short supply in the intervening years and the fixie scene seems to be bringing it back. I just have to figure out on which bike some tangerine Deep V's would work.

Can you lead us through the client build process?

Joe Nocella: Initially, when I started this, I was just building bikes and selling them. I am no salesman, and it was uncomfortable trying to sell on CraigsList. Soon thereafter, I hit upon the idea of sharing my enjoyment of building with clients...and at that point things took off. No one is this area is doing this, so I have a sort of monopoly on folks looking to build a bike in an environment devoid of arrogance or attitude.

I find that developing a relationship with some over the course of a few weeks is far more rewarding that hitting on a retail transaction.

The process is simple. People go to my website and sign up for a free 1 on 1 consultation here at the shop. The time schedule software (Time Center) that my wife convinced me to use is a godsend. It is so much better than getting calls and trying to schedule. This is automatic, and gives off a professional vibe.

So, people come by and we talk about what they are looking for, what their budget is and how they ride. I mock up different frames we have in the shop for sizing. Once a frame is selected, I then use Google Docs to develop and online/shared estimate. I have accounts with 3 of the 4 major bike component distributor in the country, so I am buying at wholesale and able to keep my costs down. Getting wholesale accounts was difficult, as I had to incorporate, get insurance and a sales tax certificate. But, one I got the first , the others came clamoring to my door so as not to lose out to their competitors.

The Google Docs spreadsheet allows my client and I to work on a fluid document together, and every cost for every part is laid out and explained. I usually include options and links to images to help clients make decisions. Parts are the ordered and we set a 2 hour build date for the next weekend. I generally build my wheels a few days before build date, and I also mock the whole bike up before the client arrives to see if we will have any conflicts...(the biggest issue always seems to be the brake drop at the fork...too much or too little as these bikes were designed for 27" wheels,and we are installing 700mm wheels.).

The client arrives, and we spend 2 hours buildng and explaining each part and tool required. Some people like to just watch, some like to take pictures, and some like to get real dirty. Upon completion, we run it through its paces in terms of fit, I take a nice picture, I get paid and the client rides away. I offer lifetime service on all of my bikes, and the ability to purchase accessories (helmets/locks, etc) at wholesale costs.

Fuji Otaku: I sporadically sell on Craigslist, but I can't imagine it being part of the foundation of a meaningful going concern. In addition to scams, no-shows, etc., everybody expects a steal. For example, here in DC, it is almost impossible to sell an 80's Japanese road bike for more than $250 even if it has been completely rebuilt & upgraded. People assume that it is similar to the mass of garage sale bikes that form the preponderance of sales because CL tends to attract people looking for and selling garage sale stuff.

So one of your major value added propositions, is demystifying the process and engaging the customer in a manner consistent with their standing as an intelligent adult. At face value, it sounds like something that all cycle shops should do, but we all know what the reality all to commonly is.

Where do you get your frames, parts, and so forth? Does a client bike always start with a frame you have in stock? I'm assuming you end up with lots of takeoff parts from donor frames - what happens to those parts? And in the "far more rewarding" department, into what sort of price range are these builds falling.

Joe Nocella: There are 2 types of people who come to 718 Cyclery...one type is the person dragging an old bike down the street, looking to breath some new life into it. The other is starting from scratch with no frame. Of the people that start with no frames, there are 2 avenues; vintage frames or a new frame. Again, in dealing with major distributors, I can get new frames for great prices, and some people come to me wanting a "new" bike. Mostly, our work involves working with vintage frames.

Acquiring vintage frames is probably the most "painful" part of the process. I usually have 8-10 in the shop, but I am always on the lookout. I avoid Craigslist here in NYC as people want way too much. So, I hit up ebay. My perfect find is someone in Iowa who is cleaning out grandpa's barn and comes across a bike...not being a city slicker and not knowing what the market is like here usually means they sell at reasonable prices.

As far as components, I primarily use new named-brand stuff (Nitto, Tektro, SRAM, Shimano, Velocity, etc)...there is a quality level I will not dip below, and for those of my clients that are looking for a cheap conversion, I usually refer them to places that cater to that quality level.

There are many many factors involved in pricing, but our builds generally start in the $550/$600 range, and can certainly go up from there. I don't charge any mark-up for frames or for wheels (which I hand build myself). For components, I keep my prices between wholesale and retail. In addition, I generally charge $50/hr for labor (builds are always 2 hours). And, since I am an incorporated legal business, I charge sales tax, which gets reported every quarter.

Regarding the parts that come off frames, I save most of it and work on cleaning/salvaging as I want to grow the restoration side of my business.

Fuji Otaku: Speaking of growing your business, where do you see this going? Are we going to see a 718 Cyclery headbadge or do you want to continue focus on service/builds? Given complete freedom, what kind(s) of bikes would you like to build? Any tips for staying on top of margins? And finally, what are the best and worst parts of this experience?

Joe Nocella: I have been kicking the idea of frame building around for a bit, but for now I'm gonna stick with the vintage steel. Given complete freedom, I like the projects where the client has a classic frame, and lets me have a long leash with ideas about components and modernization.

As far as the business side of it goes, I do make sure that I include a labor fee on all builds; this way I ensure that I am getting paid for the efforts. The margins on the components helps, but I keep that markup pretty low (like 25-35%). In the end, I tell people 3 things about the money they will spend with us.

1. If they took that same $600 into a shop, they would certainly get "less" of a bike, part for part

2. They are learning how to build and maintain a bike, which is worth something in terms of skipped trips to the shop

3. Their bike will be totally unique

I am no salesman, and the fact that this isn't my day job lets me be relaxed and low-key about the process. My work and reviews speak for themselves. The people that seek me out seem to get it, and realize that this isn't going to take 20 minutes. The best part is the people I meet, the worst is all the paperwork (business taxes, sales tax, incorporation, insurance, dealer accounts, etc).

Not sure where this will go to in 5 years; I often fantasize about opening a storefront and doing this full time.

Fuji Otaku: The architect in you is showing - collaborative design/build with full client engagement.

In terms of new production, things are much better than even 2 or 3 years ago for those who prefer classic bikes. Framebuilders are popping up like mushrooms at dawn, places like Velo Orange are turning into real success stories. So what sorts of things do you like in vintage steel & components that you would like to see brought back. Me, I'm a sucker for chromed forks/stays & high flange wheels. I almost fell out of my chair when I saw the new Electra Ticino Road Hubs - I immediately ordered a set, just to be a first kid on the block.

Also, which bike/project are you most proud of - any pics?

Joe Nocella: My favorite is my current ride, a 1968 Bottecchia...and, regarding Velo Orange, I just got a dealer/wholesale account, which is exciting.

Fuji Otaku: Joe, I want to wish you good luck, thank you for coming by, and invite you to keep in touch. Before you go, I'll just throw it open for anything you'd like to add, especially for any would-be wrenches yearning to slip the surly bonds of cubicle-land.

Joe Nocella: I would say that I am fortunate to have a family that has supported me, and fortunate enough to find a passion that finally makes me understand what a full day's work really means. This isn't rocket science; there are no carburetors, computers, engines or electricity involved; what we love is just metal, rubber and some plastic, moving around parts that in some cases reached the pinnacle of design efficiency 100 years ago.

Thanks so much for taking an interest in what I do, Mr. Otaku.

1976 Fuji Sports 10

2010-03-07T11:46:00.017-05:00

718 Cyclery

This bike just came in, with the client desiring to convert to a fixed gear. It was purchaed here. All of our conversions are "non-destructive", in the we dont grind off cable bosses, derailler hangers, etc. 2 reasons for this policy. The first is out of reverence to a frame which, in this case, has survived close to 35 years intact. The second reason is this: who is to say your kid wont find this in the basement in 20 years and want to "convert" it back to a 10-speed.

(before)

(finished)

(from the 1976 Fuji Catalog)

Considering this catalog image, and considering the components I just removed, I think this bike was 100% intact in terms of components (right down to the dia-compe plastic clips that held the brake cables on the top tube, the LARGE reflectors, kickstand, and the white vinyl bar tape)

I have worked on a few Fujis,(1979 Grand Tourer, 1977 Tourer, 1982 Sports 10 , and I really enjoy them. the "Sports 10" model was at Fuji's entry level at the time. Here is an excerpt from the ever reliable Wikipedia,

"Fuji bicycles began to appear under their own name in the United States. By 1971, Fuji America was established to distribute the brand's various models across the United States. Well-regarded for their reasonable price and excellent quality, Fuji America soon found a ready market for their machines. Their 10-speed gearing (two chainrings, five cogs), modern, slant-parallelogram SunTour derailleurs, and Sugino lightweight cotterless cranksets worked as well or better than equivalent European designs. In particular, many cyclists found Fuji's frame construction and build quality superior to much of its competition. From the entry-level Fuji America and Gran Tourer, to the mid-level S10-S and the magnificent Sports 10, to the high-end Fuji Professional, the company offered a road bicycle for nearly every rider." (wikipedia)

Shifters....those have to go

I have noticed that the brake drop required of Fujis seem to be more than other brands of the era. Will probably have to use long-reach calipers.

Steel spec

Check out that HUGE rear reflector

We finally have some snow-free weather here in Brooklyn, so I got this baby outside for the break down.

I was going to take pictures of the bike being disassembled, but it came apart so quickly and smooth that i forgot.

This headset needed to be overhauled and cleaned.

Now that's nice and clean

The loose headset pieces will be taking a bath in degreaser for a few days

Stripped and ready

Naked fork on the shop table

The wheels are built up using Velocity Deep V's, Velocity Track hubs and DT Swiss Double Butted spokes

46t, 170mm

Aforementioned hubs and spokes

Wheel truing

Pre-stressing spokes

The bars that came with this bikes, which I am taking to be original judging from the catalog shot, are Nitto Olympiads.

We used Continental Gatorskins

Working the bottom bracket in. Alot of time I have to chase the bottom bracket shell threading on older bikes, but this one was in such great shape it didn't need it.

Attaching chainring/crank

This headset originally had loose ball bearings, which I replaced with bearings in retainers.

The fork has interesting circular insets so that the hub nut would fit very snug.

As is custom, I had to drill out the forks rear "brake hole" to accept modern caliper brakes

Bike is complete, and it is raining pretty steadily.

Make sure to with that Brokks B17 saddle clean

A happy client, ready to ride off in the rain.

Pake Commuter 718_064

2010-02-27T18:11:00.003-05:00

This is a 2009 Pake C'Mute project bike that has been sitting around the shop, waiting for life to be breathed into it. The frame is essentially a cyclocross frame, so there are alot of options for mounting brakes, derailers, shifters, fenders, racks etc. It is quite a beefy frame, which handles NYC commuting quite well. I decided to build it as a single-speed, but this can be converted to a fixied gear or a geared road bike quite easily.

Initial (outdoor) mock-up, before it snowed 3 feet.

Rack installation

Tektro brake levers

Initial (indoor) mock-up.

Finished bike.

I used super tough Continental City Rider tires

I enjoy using Brooks saddles as I get great prices on them, the last forever, are (eventually) comfortable and look great on almost any build. Pictured is a classic Brooks B17.

I had alot of options with the frame regarding brakes. The fork is drilled for calipers, and there are also cantilever posts. I decided to go with Sinz linear pull brakes, as the cable pull for cantilever brakes would interfere with my headset stack.

I found this great adjustable stem, giving the rider some flexibility in cockpit position

Another issue was making sure that the brakes could operate freely of the rack assembly above it

Front hub, All-City Track...spokes laced with brass washers

Rear hub, All-City Track, with freewheel cog

Alex Adventurer rims, with DT-Swiss double-butted spokes and brass nipples

Getting proper clearance with tire, brakes and fender is always a challenge

Mission Valencia 718_069

2010-02-18T15:20:00.006-05:00

Here is a brand new Mission Bicycle frame. It was powdercoated out in SF by the guys at Mission and shipped to our shop in Brooklyn. The wheels are hand-built Velocity Deep V's, with a Pake crank, Dimension stem and Nitto bars. Like any good cooking show, I like to get the bike mocked up and check for component fit and tolerance.

We are using Cane Creek SCR-3L brakes, which are a good fit both aesthetically and geometrically.

Here are the bars (Nitto RB-021, 38cm), brake level and stem mocked up.

Pake 46t, 170mm, 1/8"

The client initially choose a powder coating color that was not in stock. A substitute was selected

The saddle is a Soma Ensho (glitter) model

For bikes with a threadless fork, I like to press the cups so that I can fit/cut the fork to size before the build session.

First time using my new Park Tools press. I was using a cheaper one for all of last year, and its cheapness finally led to failure. I guess it wasnt made for 60+ bikes

Cups, pressed

This was also my first use of a new Park Tool crown race setter.

Cockpit mock-up

Profile

I built up Velocity Annodized Gun Metal Blue rims for this build

Final mock-up before build day

As with all powdercoated bikes, some material gets into the threading of the bottom bracket shell. This necessitates tapping/chasing the treads to make them all smooth again

Smooth

Build day is here, and since it is still cold we are building inside.

Final shot. The colors on this bike came out far better than I had envisioned.

1973 Le Tour

2010-02-13T15:36:00.006-05:00

Built a bike this morning with a client who acquired the frame. Its a (I believe) 1973 Schwinn le Tour. This bike was well cared for over the years, as was evident in the ease in which it was disassembled. This frame was "Schwinn Approved", and made in Japan. I think this was one of their first batches where they began outsourcing frame construction.

Here is the bike in its original condition (reversed photo)

Here is a pic I found online of a similar model...

Apparently Schwinn started producing them in 1973, but the didn't appear in their catalogs until 1974. (lemon yellow model in foreground, baby blue in background). The background also looks like the set of Sesame Street

We used hand built Velocity Fusion rims on Velocity track hubs.

My biggest fear in vintage frames is the removal of crank arms and bottom bracket cups. Again, this one came apart easily.

Headset in great shape, so it wasn't messed with

Fortunately, the client choose not to paint this frame. The marking and quality of paint is in great shape, considering its 37 years old.

In Progress mock-up

The front brake drop requited a longer brake reach than usual; we used the trusty Tektro 556

The original handlebars has a real interesting antler flair to them

Washer debate in wheel building

2010-02-03T19:37:00.003-05:00

I have heard both sides in terms of using brass washers at the spoke/hub connection in wheel building

(for washers)
"In order to prevent the play which causes damage, professional
wheelbuilders use brass washers.
The result is a spoke hub joint free of play. You seldom see a
professional wheel without washers."
Gerd Schraener, The Art of Wheelbuilding

(against washers)
"very thin flanges can lead to spoke breakages. One solution is to use
brass washers as packing between spoke and hub flange. This was common
old old generation hubs, but all of today's aluminum hubs have
adequate flange thickness, making the use if washers unnecessary"
Roger Musson, Professional Guide to Wheel Building

AIDS Ride Wheel Build for Team Lope

2010-02-01T21:00:00.012-05:00

I am fortunate enough to have been asked by my buddies at Team Lope to build wheels for this bike and this ride. The ride is from SF to LA, andno one rides it fixed.....except Team Lope. These wheels will have Soma Hubs, H+Son Black Rims, black DT Swiss Double Butted spokes with the blackest of brass nipples.

The hubs came in today, rims in 2 days

The rims and spokes finally arrive...waiting on the doorstep

The H+Son Rims come in these nice little "rim baggies"

Rims naked

Only brass nipples will do, and for this particular job, only black brass nipples will do

DT Swiss Double Butted Spokes, black (2.0/1.8)

Got the front wheel strung, but only hand-tightened. ALOT of care in involved in not scratching the rim with the threaded end of the spoke while spoking. This is a classic 3X pattern, with 269mm Double Butted (2.0/1.8) spokes.

Got the rear wheel strung this morning,

The process has only just begun, as the truing process is what I would consider where 80% or so of the effort goes.

Whenever I work on things that are black and gold, I think of Rocky's 1977 Trans Am from Rocky II
"There aint gonna be no rematch, Rock"

At this point, the spokes only hand-tightened and awaiting a session on the TS-2D

OK, for spoke tension, ever rim is different. I consulted the rep from H+Son, and he told me that a range from 110psi to 130psi will work.

Joe, You can use 110-120. The rim can handle up to 130 without any problems.
Best,
-Tzusing

I am aiming for 120psi, in case the client wants to bump them up to 130psi someday. So, to tension spokes correctly, I consult the reference card that came with my Park Tool Tensionometer. For 1.8mm spokes, to achieve 120psi tension my meter needs to return a reading of...

...23....

Its in the truing stand for the front wheel. I spend some time getting it into the ballpark, but not to final tension just yet.

What I like about deep sectioned wheels (these have a 42mm section) is that the start and stay pretty true...what I dislike is that they are hard to adjust.

Oh, its time for the .1mm gauges.

These guys help get to a fine grain of detail...in keeping lateral and radial run-out below .5mm

Ready for shipping

1970's Centurion 718_066

2010-01-31T11:34:00.004-05:00

Here is a 1970's Centurion that came in from a previous client (see his bike). The task with this one is to restore this bike in all its 10-speed glory. Work involved includes new bottom bracket, new chain, drop stem a few inches, new bar tape, new tape/tubes/tires and new brake and derailer (see Sheldon Brown's article about the spelling of this word) cables, wheel truing and a general cleaning.

(Did I mention its like 14 degrees outside)

These shifters will move from the stem to the bottom tube

Nice old headbadge

Here I am measuring the distance the chain-rings extend from the frame, as a I am looking to install a new sealed bottom bracket and want to ensure exact clearance.

Chainring and crank arms came off without a problem

Original bottom bracket spindle, measured for the same reasons as above

Lowering the quill stem 3"

New tape/tubes/tires

Progress so far

Modern sealed/cartridge Shimano Bottom Bracket installed. The spindle length was longer on this bike ( 122.5mm) than on fixed gear bikes as this bike is to retain its multi-chainring. This requires more distance from the frame.

The shifter was moved from the stem to the down-tube. Initially, we were going to try and re-use the original shifter, but one didnt fit, and the other was damaged. The interesting thing about this shifter that the the left (front) if friction, and the right (rear) is indexed

New tires, chain and Bottom bracket. Adjusted the front derailleur and now working on the rear. With a nice clean up, this bike will soon sparkle

718_063 1969 Schwinn Varsity

2010-01-18T21:18:00.000-05:00

Here is a 1969 Schwinn Varsity, @ 50.5 cm.

As is usual with American bikes of this era, they were built with an "American" standard bottom bracket shell/housing. To use modern cartridge bottom brackets and 3 piece cranksets, the bottom bracket needs to be removed and converted.

The original bottom bracket cups are in very good condition once I took the 1-piece crankset out

718_039 The Brown Bomber

2010-01-18T11:08:00.002-05:00

Here is a classic early 1970's Schwinn Suburban. This picture depicts its condition as purchased. Note lack of headset and "American" sized bottom bracket shell.

This frame also didnt have a seat post clamp, so I fitted a new one

The Schwinns of this era were built with a single (Ashtabula or "American") crank, thus have a wider bottom bracket shell. in order to fit a modern bottom bracket and crank to this frame, a bottom bracket conversion kit is used (converting from "American" to "European")

This baby once graced the streets of Simi Vally, California

Chicago made

I am fitting this bike with hand built Velocity Fusions.

Since this bike didn't come with its original headset, I had to retrofit one with my surplus of Schwinn headset parts. Better than new.

A Schwinn Approved seat from this era.

Fitting the crankset on the bottom bracket conversion

Lacing the Velocity Fusions rims with Velocity Hubs and DT Swiss Double-Butted Spokes

Mock-up with wheels

There is a pretty deep drop from the fork to the braking surface on the rims. A dop this large requires brakes that have an extra ling reach.

718_062 Raleigh Technium

2010-01-17T16:20:00.004-05:00

This is a classic Raleigh Technium that has been in the shop before. What makes this frame special is that it is an early aluminum frame. First time through a few months ago, we built up a Velocity B43 Rear wheel.

This time around we installed a new bottom bracket, crank, pedals and chain.

You may also notice that this bike has no brakes. On all bikes that we build from scratch, brakes are standard equipment, as it is technically illegal to ride brakeless in NYC. However, this bike was more of a repair/retrofit, and the client didn't want brakes...

25 degree commute

2010-01-06T18:43:00.001-05:00

Not that I am complaining, but it was very cold on the ride today. 25 on the way in, 30 on the way home...with a great sunset on the Brooklyn Bridge

2009 Salsa Casseroll (718C_060)

2010-01-03T12:42:00.004-05:00

Full Image Gallery

This project is a fixed-gear build using a 2009 Salsa Casseroll frame

The wheels are TI Grey Velocity Fusions. Velocity was having a dealer sale this month where it was actually cheaper for me to have the wheels assembled by them as opposed to buying the components separately and building myself. On this frame, the rear wheel spacing is 130mm, instead of the 120mm I generally see on older road frames. This increased width helps the frame accommodate larger tires and fenders.

Just received the frame, here is an initial mockup

Using a headset press, the pressed cup are installed

It was a cold one today, so we built inside

Hand sewn leather toe-clip covers (sewn by client)

16 tooth cog

Hakkapelitta 10 bad-ass studded tires on Velocity Fusion rims

Final image

Brooks bar tape to match saddle

718 Cyclery

1975 Centurion (718_059)

2010-01-01T18:54:00.009-05:00

Complete Photo Gallery

This bike (1975 Centurion...history) came into the shop as a trade-in. A woman had initially wanted to convert this frame to a fixed gear (all 40lbs of it), but she then fell in love with a track bike we had in stock so she traded in this classic. It was in pretty good shape, albeit dirty. Also, it had 2 low quality u-locks attached that I had a tough time removing. This frame has been reserved for an upcoming, so I have started the prep process.

Lots of grime after living untouched in a basement for 20 years, but below teh surface was a great lugged frame.

I removed the headset and set them in my hi-tech parts washer (a used sushi tray with de-greaser solution). These will soak for a few days before the parts are removed and polished to their former glory. I try very hard to reuse headset components, as the original parts have grown old together with the frame. introducing a new headset is like introducing a new organ into the body, sometimes its rejected.

The frame itself needed a good scrubbing, so again de-greaser solution and a soft wire brush

A sort of mockup

The fork had a decent amount of surface rust and dirt on the lower chome part...a Dremmel with a steel brush attachment makes short work of it

(left ="before, right = "after")

Getting a good seatpost fit is always a challenge on vintage road frames, as the generally is some frame warp over time. I usually have a wide selection of seatposts, just for this occasion. This guy turned out to be a non-standard 25.8mm

I built up these wheels using Velocity Razor rims, All-City hubs and DT Swiss double-butted spokes (294mm)

On many vintage frames, the threading on the fork has some damage or wear which makes fitting a headset difficult after restoration. Here I am chasing the fork threads; cleaning and re-cutting the threads where damaged.

Similarly, and more prevalent, is damage to the fine threads inside the bottom bracket shell. Again, here is the process of chasing the threads so that the new BB cartridge can fit snugly.

It was 20 degrees today, so we moved the build indoors

Build in-progress. the client choose to reuse the stem, bars and brake levers.

Final Photo

In the end, this was a great build with a fantastic client. A steel frame was saved and reused

718 Cyclery Website

New wheels for my old Bottecchia

2009-12-27T08:54:00.000-05:00

Low-Tech Parts Washer

2009-12-20T16:54:00.000-05:00

On older bikes, I like to recondition the headset as opposed to installing a new one. In my experience, the pieces of a headset and the frame usually "grow old together", warping, flexing and fitting so right. Introducing a new headset is like introducing a new organ into the body, sometimes it rejects it.

My reconditioning process is simple and low tech...a soak in degreaser for a week and carful scrubbing usually reverts the parts to near new condition.

Bike Update

2009-12-20T16:46:00.001-05:00

Here is a bike we did about a month ago....with client upgraded grips.

Link to original build gallery

1977 Centurion

2009-12-19T12:05:00.006-05:00

718 Cyclery Website
1977 Centurion Full Build Gallery

It's getting cold, so this was an indoor build. I came across this frame on Craig's List; bought from a building manager who was cleaning out his building's basement.

I really liked the 70's Japanese blue and silver "centurion" feel, so I built Velocity Deep V Ti Grey wheels, and found a Soma crank that had nice exposed details on the chain-ring. I used a Nitto stem and Soma Track bars.

Its 57cm, with a wider wheelbase. As with other Japanese bikes of this era 9Fuji, Nishiki, etc), the fork hole for the brake was a great distance from the braking surface of the 700c wheels, necessitating the use

of Tektro 556's, which have a pretty deep reach

See full component list below:

Velocity Deep V Rims, Ti Grey, Machined Front, Non-Machined Rear
Velocity Track Hubs
DT Swiss Double Butted Spokes/brass nippples
Hutchenson Nitro Tires 700x28
Nitto Stem
Soma Track Drops
Soma Hellyer Crank, 46t, 170mm, 1/8"
All-City Track Pedals
KMC "rustbuster" Nickle plated chain
Soma 16t cog
Velocity Lock Ring
Dimension Alloy Seat Post 26.2mm
Velo Plush Saddle

Winter Wheel Building

2009-12-16T21:38:00.001-05:00

Spent the evening building 2 wheel sets

Pratt at December dusk

2009-12-14T17:04:00.000-05:00

718_057

2009-12-13T16:47:00.007-05:00

www.718c.com

Tough build in the 40 degree rain...used the canopy and had a client was wasn't afraid of a few raindrops. This bike was a Mission Valencia frame, 59cm in a matte black finish. We went with black components when available, and used a silver chain, silver/brass nipples and machine surfaced rims to accent the darkness.

I built up the Deep V's with black double-butted spokes, black velocity hubs and silver nipples. We built it as a single speed, so the age-old challenge of routing the rear brake cable was present. The method I have settled on is to use small brackets.

Components include:

Mission Valencia frame/fork, 56cm
hand-built Velocity Deep V rims
velocity Hubs
DT Swiss double-butted spokes
brass nipples
SRAM 48t/170mm crank
Cane Creek headset
Dimension Stem
Tektro 710 brakes
Tektro Sabre brake levers
Soma 16t alloy cog
KMC "rustbuster" chain
All-City Track pedals, with half toe clips

This may be the last one of the calendar year, which would bring our collaborative build total to an even 52.

718C_056

2009-12-06T22:00:00.000-05:00

Just finished this one in the 35 degree cold:
see full gallery @ http://www.718c.com/images/718_056/index.html

This bike was commissioned by an artist who like a previous/similar bike we had done a few weeks ago. This was supposed to be a fixed gear, but at the last minute he wanted it to be a single speed. I feel pretty strongly that singlespeed bikes require 2 brakes. The issue was aesthetics, in that the front wheel has a machined surface, but the rear does not. I offered to replace either wheel so that the braking surfaces match, havent heard back.

Rack of shame

2009-11-15T10:07:00.002-05:00

This bike rack seems to have every lock type known to man....with none of them succesfully securing a bike

Rack of Tears

2009-11-15T10:06:00.001-05:00

1960 Cararro complete

2009-07-11T20:15:00.000-04:00

Powder Coating results

2009-07-11T10:02:00.000-04:00

1960 Carraro

2009-06-20T08:19:00.000-04:00

718C_018 takes shape

2009-05-25T19:15:00.000-04:00

718C_011 95% complete

2009-05-24T09:49:00.000-04:00

718C_010 Complete

2009-05-23T08:28:00.000-04:00

718C_009 Complete

2009-05-23T08:27:00.000-04:00

718C_010 Graphics

2009-05-22T19:45:00.000-04:00

718C_009 Graphics

2009-05-22T19:44:00.000-04:00

718C_013 75%

2009-05-21T20:44:00.000-04:00

718C_010 85%

2009-05-20T13:59:00.000-04:00

718C_009 95%

2009-05-20T13:58:00.000-04:00

718C_010 gets wheels and tyres

2009-05-19T21:04:00.000-04:00

718C_009 at night

2009-05-18T21:33:00.000-04:00

718C_009 Gets Wheels and Tyres

2009-05-18T19:38:00.000-04:00

718C_010 New Wheels

2009-05-15T17:46:00.000-04:00

Night OPS

2009-05-14T22:01:00.000-04:00

718C_009 Progress

2009-05-14T18:13:00.000-04:00