Web directory, archive
Search web-archive-uk.com:

Find domain in archive system:
web-archive-uk.com » UK » C » CLASSICLIGHTWEIGHTS.CO.UK

Total: 805

Choose link from "Titles, links and description words view":

Or switch to "Titles and links view".
  • Campagnolo Delta Brakes
    to catch up with Shimano who had raced ahead in the technology stakes probably due to their greater involvement in the mountain biking scene Although the brake appears to have beautiful engineering the end result was initially not so clever and Campag introduced five versions to eradicate some technical problems The last two though were in the main to take account of the new Ergo lever idiosyncracies The first serious glitch was that it was impossible to secure the cable in the clamp and a slipping inner means no brakes at all The Delta was so complex that it would be next to impossible to correct this on the road Setting up the brakes is very tricky an engineering degree is a good starting point It pays to set the brakes up with a certain amount of slack compared to twin pivot brakes This slack allows the internals to operate at their maximum potential This is essential as the pads are on the small side compared with some other brakes The earlier brakes needed a 3 5mm allen key to do the adjustment These are said to be hard to get hold of but I m sure I have seen

    Original URL path: http://www.classiclightweights.co.uk/campagdelta.html (2016-02-09)
    Open archived version from archive

  • The CLB Story: Braking French Style
    the alloy brakes of the period they are the most effective a fact I attribute to the thickness of the arms and the quality of the alloy which reduced flexing The brakes soon became a favourite with top racing cyclist in France and BLRC riders in this country CLB brakes were offered as an option by Paris and Stallard to name but two of the more progressive builders The Competition High Life have a distinctive profile a unique quick release with a cable adjuster and brass bolts see images below A variant of the Competition was the Professional introduced in the mid 50 s Two images of the ALP CLB Competition brake showing unique QR mechanism Images courtesy of Peter Lowry These are the classic CLB brakes and at the time the best stoppers available The quick release enabled rapid wheel change and they proved themselves on the early post war Tour de France races many of the roads still suffering from war damage Their only design weakness was that under repeated heavy breaking the central bolt could bend CLB also made a range of basic side pulls model 650 700 800 The larger the number the bigger the drop With the introduction of Mafac centre pulls in 1951 2 CLB popularity suffered a serious decline As period photographs show Mafac rapidly became the brake to have Tour riders very quickly adopted them as did many riders in this country The more conservative British rider stuck to GB leaving a very small market share for CLB As a result of competitor developments CLB were no longer in the forefront and played second fiddle to Mafac Levers CLB levers left until the late 50 s have the clip as part of the lever body This was also a feature of Lam

    Original URL path: http://www.classiclightweights.co.uk/components/clb-griffith-comp.html (2016-02-09)
    Open archived version from archive

  • Classic Lightweights UK
    frame builders Restoration Classic riders Photo Gallery Ride calendar Links to related sites Hobbs Lytaloy brakes Hobbs of Barbican A pair of the very rare Hobbs Lytaloy calliper brakes in superb condition These were sold from 1947 1950 The manufacture is believed to have been out sourced by Hobbs to be built to their own high standards resulting in a brake superior to most others at the time Lytaloy components

    Original URL path: http://www.classiclightweights.co.uk/hobbslytaloy.html (2016-02-09)
    Open archived version from archive

  • Mafac 1
    to 1967 in a design similar to Top 63 model identified by the ball type fitting for the cable which has no quick release a single pivot alloy arm in medium and short arm versions You cannot adjust straddle cable length if the straddle is not the correct length it may foul the brake arms Cantilevers were very popular with Cyclo cross riders the distinctive profile of the arms at 90 degrees to the forks can be seen in may Cyclo cross pictures tandems and tourists They had a special appeal to the rough stuff rider in that they were far less prone to clog up with mud than with a conventional brake Some specialist builders fitted the rear braze on facing forward to avoid the arms fouling pannier bags I have seen this done on Jack Taylor Tony Oliver and Wester Ross frames Full range of Mafac cantilevers and proprietary brake levers 1964 Click for larger image The importance of this design cannot be overstated copied by Japanese manufacturers and lead to the development of the Vee Brake so ubiquitous on modern mountain and hybrid bikes Weinmann also copied these brakes in the 70 s until they ceased making a cantilever The other huge advantage of these brakes compared to the Resilion cantilever was that they were very easy to set up They had a built in quick release for wheel removal and were multi adjustable so the correct angle could be obtained for the brake block Mafac brake blocks three four or five studs were an excellent balance between being durable effective and not too hard on rims Dural forge Racer The classic centre pull design In 1952 the Racer centre pull left was introduced The earliest reference I have found is in the CTC Gazette November 1952 their review of the Paris show The advantages of these brakes were many a Quick release straddle cable giving easy wheel removal b Blocks were multi adjustable in both the vertical and horizontal plane The could also be angled a great advantage when using a rim such as the Constrictor Asp whose braking surfaces were not parallel c Wide drop 50 to 75mm which could accommodate most frames brakes were made in two depths achieved by varying the drop on the rear plate d As the length of the straddle cable could easily altered so could the mechanical advantage of the brake e A consequence of the design of lever clamp was that the lever body could be removed without untaping the bars A very useful feature if you wanted to swap the hood or tighten up the pivots which can be done with a few taps of a hammer f Easy to disassembly and service especially if using Mafac tools The adverting slogan was braking with one finger sufficient The only design weakness was the front brake hanger which was rather flexible and worked best wedged against the top headset race This was easy to do with headset such

    Original URL path: http://www.classiclightweights.co.uk/components/mafac1-comp.html (2016-02-09)
    Open archived version from archive

  • San Giorgio brakes
    almost sixty years Beretta and Penney had already introduced Gnutti chainsets and quick release hubs to the bike racing fraternity a year earlier and these soon gained in popularity especially with League riders With very little competition for a few years these brakes were probably in vogue for only a brief period and are now quite rare The advert from Cycling shown here reveals a fairly crude alloy lever with

    Original URL path: http://www.classiclightweights.co.uk/components/san-giorgio-brakes.html (2016-02-09)
    Open archived version from archive

  • Universal brakes
    Coppi appears to be using this simple version when he won the Paris Roubaix in 1950 and preferred to wrap tape around them The calliper was probably identical to the model 51 in general terms as suggested in the 1950 Bozzi catalogue where the callipers are stamped BREV 5501 Model 51 Right has a shallow front calliper and long standard rear incorporating the new sliding arm QR mechanism The earliest models have wrap around return springs as previous models The callipers are stamped UNIVERSAL EXTRA on one side and BREV 453949 on the other side of the pivot bolt Later examples have springs restrained on pegs at the back of the callipers These have BREV 453949 stamped on the QR mechanism and probably occur from the 1960s onwards This feature also appears on the Super 68 model Early QR mechanisms are plain or stamped MADE IN ITALY The earliest levers probably had pointed ends to the castings and were crimped like the model 39 Shortly after the levers become fatter and have completely open backs The third group with pointed ends are strengthened with the casting folded round at the back where it hinges to the body They also feature a full rubber hood Essentially the same lever was used later on the models 61 and super 68 However most levers seem to just taper off at the ends but these may also stem from the 1960s onwards because the 1950s catalogue shows only the pointed versions Strangely there is a photograph of Fiorenzo Magni having broken his collarbone riding in the 1952 Giro with similar tapered levers but these may be MAFACs used in cobnjunction with the 51 calliper The threaded cable adjustment pillars on the body of the levers have their own protective conical rubber covers on later examples The early versions have an adjuster with raised knurled sides made of rubber that is too fat to receive such a cover A famous photograph of Coppi riding to victory in the 1953 World Championship road race at Lugano shows this type of lever with the fatter section and pointed ends Rubber hoods are generally brown coloured or translucent with the word UNIVERSAL moulded into the sides sometimes painted but they also came in white and these are now very rare Early conical covers are thought to be brown whilst later ones are coloured black This model that retained its long rear calliper continued to be favoured by top Italian riders such as Felice Gimondi as late as 1967 The brake set cost 47 6 in 1955 and remained in the Holdsworthy catalogues until at least 1976 The Sport Model is not listed in APC Bowles adverts from the 1950s but it does appear in the Universal catalogue They are stamped UNIVERSAL on the calliper both sides of the pivot bolt have wrap around return springs and no QR mechanisms in early versions A Rebour drawing from a page in a 1952 Le Cyclist shows a very similar brake

    Original URL path: http://www.classiclightweights.co.uk/universal.html (2016-02-09)
    Open archived version from archive

  • "A Real Engineering Job" - The Resilion Story
    brake by attaching a 6 lb weight to a lever and challenged the public to try and move the bike forward 5 According to the CTC Show reports the bike was immovable From a poetic advertisement Fit a cantilever Live life s allotted span Stop just where you want to And not just when you can Resilion brakes are better than insurance policies they ensure you remain alive Cycling 14th September 1934 p17 The brakes were expensive and Marr realised they were out reach of many cyclists in the impoverished 1930 s His response marketed a cheaper simplified version the Cantilette Also known as the B this was about 30 cheaper Introduced in 1931 but only supplied to cycle manufacturers for the first two years the sheet metal stampings were replaced by lightweight malleable castings and the brake blocks were shorter By the mid 30 s they employed over 200 staff The success of Resilion is very much linked to the presence of Marr He was clearly the driving force behind the company After he died in 1936 there was no further real innovation There are some parallels with Constrictor and the direction the company took after the death of Leon Meredith The next change in design was not until 1948 when they introduced a part alloy version 6 The cantilever was somewhat complex but very well designed The lever fulcrum was such as to maximise mechanical advantage In fact so powerful was the lever that cables if they broke at all would be at this end The cable was in fact three cables soldered into a small flat brass block which slide within its casing when the lever was pulled At the stirrup end the cables were attached to brake side plate for extra rigidity The long brake blocks twice as long as a normal block dramatically improved the braking It had a reputation of being difficult to set up and maintain This was something Resilion sought to counter by stating it could be fitted within five minutes When fitting the following needed to be considered 1 Size of frame larger frames needed a longer cable for the rear 2 Fitting to forks and seat stays specific to their design eg round D section oval etc This means the brakes were not interchangeable It is essential that anything fitted to the forks would not come loose as this could cause a serious accident so the fitting needed to be correct 3 Width between stays forks opposite rim Resilion offered proprietary brake blocks in three thicknesses to achieve the correct rim clearance Fibrax provided the following 3 inches long for Cantilevers and 2 inches for Cantilettes No 251 No 253 No 260 deep 7 16 deep 5 16 deep Another factor was in use with 1 inch and wider tyres wheel removal could be a problem as there was no quick release One innovative option was to modify the brake block and shoe to enable swift removal of the brake shoe This was done by J J Cooper a small East London builder of frames under The Upton marque A headless screw was fitted to the open end of the brake shoe and then a knurled nut which could be unscrewed and the brake block would slide out See below Resilion produced a multi purpose tool about 6 cm long for fitting the brakes They also provided dealers with a wooden box approx 12cm by 10cm by 4cm which had two levels of compartments to hold the specialist fittings required Supplied with the brakes were steel cable clips for attaching the rear brake cable to the frame The action of the brake was extremely smooth quite different in feel to the later Mafac cantilever The levers work well with other brakes and are one way of improving the effectiveness of pre war brakes It did not need the fork crown or seat stay bridge to be drilled Often frames built for Resilion brakes have the rear undrilled as a mudguard fitting could be clipped on over the seat stay bridge In the 1949 Holdsworth Aids it is claimed Resilion will stop a bus Amongst the range are special versions for tandems an extra 2 6 An indication of the complexity is provided by the following note When ordering Resilion brakes specify whether the front is required for D oval or round fork blades and if rear is for or 5 8 diameter seat stays The main problem with the Resilion was that there was no way of adjusting to compensate for an out of true rim As the brake blocks wore it was quite complex to adjust As a consequence of the specific fitting for forks stays the brakes were not interchangeable This meant dealers had to carry stocks for the different types of fork and stay fittings It also means when retro fitting them to a frame they will only be fully effective if the correct fittings are used something I have found out to my cost Handlebar grips During the 1930 s they also made a handlebar grip manufactured like the saddle top from a combination of leather and rubber Dynamic Coupling In 1932 Resilion introduced a means of activating two brakes with one lever The two brakes were linked by a Bowden cable This became very popular with tandem riders as it enabled three or even four brakes to be fitted often combined hub and rim brakes It became the subject of correspondence in the CTC Gazette and the overwhelming view expressed that it was a great step forward but with the proviso that it was not for the novice the system was too powerful According to the December 1932 CTC Gazette the coupling worked as follows in its commonest and perhaps best form it consists of two hub brakes The hand lever is only applied to the front brake and the arm of that brake instead of being anchored to the front fork is connected by

    Original URL path: http://www.classiclightweights.co.uk/components/resilion-story.html (2016-02-09)
    Open archived version from archive

  • Constrictor components
    really keen racing enthusiasts as it was more common to use grease for hubs and bottom brackets The attraction of oil was the reduced friction it offered but the downside was that the bearings would need regular lubrication probably every week for the keen owner Perhaps it should be said that Conloy refers to the special Conloy alloy used to make Constrictor components The catalogue also lists their New Quick Release Drop Out Conversion Set It goes on to say A form of wheel drop out that holds the wheel securely and without fear of slip The existing hub cones nuts and washers etc are retained but the spindle is replaced with a hollow one Carrier slides are fitted to the fork ends and a steel skewer is passed through the whole and locks the wheel in position A derailleur can be fitted and this remains undisturbed when the wheel is removed The wheel also goes back automatically into its correct position and does not need centralising Finished in polished chrome and cadmium The catalogue doesn t make clear if this conversion can be used with all makes of hub or whether it will work only with their own hubs Constrictor Circum Spoking The sheet says CIRCUM is our new and patented device for wheel building Having two spokes in one length you do away with the trouble of having the heads broken off and the wheel therefore getting out of truth Each double length of Spoke right has a 3 8 diameter circle in the middle and this is placed round bumped or protruding collars of which there are ten on either side of a Rear wheel This enables one to use a smaller Spoke and the tangent comes further along the Spoke and when tied and soldered as we do all our wheels you get the most rigid wheel possible For this season we have designed special Hubs both in Alloy and Steel so that our flanges or discs can be riveted on and we shall fit and supply complete We were anticipating when we first patented and introduced this new method of Spoking that we should adapt it to an ordinary type of Hub but we prefer to go along with a complete unit for this season With the Front Hub left the flange is not so wide as from our experience of experiments a rolling wheel does not want this rigidness and at the same time it gives us better alignments of spoking The double spokes were sold in 15 16 and 17 gauge The Constrictor Asp rims both HP and Sprint were the first choice for many of the top Clubmen of the era but many were built with Harden or Airlite hubs For some reason the Constrictor hubs were not so popular and for this reason there are not many of them in circulation today Constrictor also produced their own wingnuts right which again are very rare I guess a collecter s dream could

    Original URL path: http://www.classiclightweights.co.uk/components/constrictor-components.html (2016-02-09)
    Open archived version from archive

web-archive-uk.com, 2016-10-23