There was a time when bicycles were lovingly handmade by artisans who themselves loved the sport more than those for whom they built the machines. Lugs were filed to become Luggs; chain and seat stays were beautifully chromed for durability despite the grams it added to the frame’s final weight; spokes were chosen for their purpose and laced to hubs and rims in a pattern that suited the specific purpose the wheel was intended to serve. Throughout the process – from building the frame to manufacturing of the components – extra care was taken to make every element of the bicycle beautiful; these bicycles, when you are in their presence, radiate La Vie Velominatus.
As was customary at the time, components would be pantographed and frames repainted and rebranded, leaving behind little evidence of their origin. But hidden in the components and frames were symbols that the manufacturers stamped into their wares to preserve their identity; Colnago their Fiore, Cinelli their C, and Campa their Shield. These symbols have come to hold great meaning within the sport and we of a certain ilk scour the photos of our heroes’ bikes for evidence of their existence.
For a variety of reasons including cost, proprietary tube-shapes, and repeatability of production, these practices have largely died away in mainstream bicycle manufacturing; in fact, nearly every element in the art of bicycle building that requires attention and skill is slowing being eliminated from the craft. Ahead-set stems have replaced the need for a carefully adjusted headset and stem, sealed-bearing bottom brackets and hubs have eliminated the subtle touch required to hold a race in place with one hand while tightening the assembly with the other. By and large, the machines and riders are stronger than the terrain they race over, leaving little practical need for the attention to detail and customization that once came as a matter of course.
There is, however, one magical week of racing where the terrain is still stronger than the riders: the cobbled classics of de Ronde van Vlaanderen and Paris-Roubaix. This is the one week during which the Pros still require highly customized machines and we, as fans, can scour the photos of our heroes’ kit, looking for the symbols tucked away in the components to discern their origins. One such symbol is the brass badge affixed to the valve-hole on Ambrosio rims.
These rims are chosen by the Specialists for their strength on the stones regardless of what wheel sponsorship obligations might exist within the team. Their mystique is further deepened for those of us living in the States because they aren’t available here. It follows, then, that the Golden Ticket, as I call it, is something I’ve coveted for as long as I can remember (which, admittedly, isn’t very long and, upsettingly, keeps getting less long) but have never had a good enough reason to justify procuring from Europe. But Keepers Tour, Cobbled Classics 2012 provided the perfect justification to go about finding a set and I wasted no time in doing so. Upon arrival, the rims spent the better part of two weeks sitting in my living room or next to my bed, patiently waiting for me to pick them up and rub my thumb over the badge, just to reassure myself they were still there.
Not long after the rims arrived, I excitedly loaded a picture of Boonen in the 2010 Ronde and turned the laptop to show my VMH.
Frank: Hey, what do you see.
VMH: Boonen. Goddamn, he’s a stud. Don’t let me too close to him; I can’t be responsible for my actions.
Frank: What about his wheels.
VMH: What?
Frank: Don’t you see? He’s got my rims.
VMH: You can’t possibly know that.
Frank: Openly shows his exasperation by groaning audibly and rolling his eyes. Yes, I do. Check it. You can see the Golden Ticket on his back wheel. Its obvious as shit. What’s wrong with you?
VMH: Sighs, pours another glass of wine. Exits stage left. Hopefully not for good.
*Coincidentally, on the same day that this article was being written, Inrng published a similar (better) article on a related subject of hand-built wheels. Well worth the read: The Dying Art of Wheelbuilding
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View Comments
@mcsqueak
Not a big deal, actually just confused about what you're saying - should I call them value holes? And yeah, suppose I'm on the defensive with errors for obvious reasons.
Excuses for no golden ticket in the photo but I believe that since they were actually being used on a section of the Ronde van Vlaanderen in this photo everyone would let it slide.
Schwinn Approved
@Chris
There are great sources that don't require a class - we should put them in The Works. The one is The Art of Wheelbuilding by Gerd Schraner and the other is Sheldon Brown's How-to on Wheelbuilding. (Both of these references per Oli.)
@scaler911
Wow, that is just so awesome. That was a fun era, too, before index shifting and then brake/shifting integration started forcing us to stick with one brand (starting with Shimano's STI shifters - Shimano Total Integration). Before that, we could pick the best freewheel, best shifters, best brakes, best levers, best hubs...all if it was interchangeable.
Getting into Mountainbiking, that was one fo the really cool things about Bridgestone - they hand-picked all the bits for their bikes; it was one of the rare brands you could buy and not change a thing to the bike the day you bought it (other than seat/bar height) - it was already perfectly curated.
Cool times, cool times. And yeah, hindsight is 20/20, but it also helps us look to the future. Plus, if you ever get your hands on another project like that and build up a similar bike, it will have all the more sentimental value.
@razmaspaz
I recommend the Park TS-2. I've worked with lesser ones, but they don't hold the wheel right and you don't get a reliable true from them. Its expensive, but well worth it.
@j.king
Yes, but I'm disappointed at the tire style and choice! Seriously, though - awesome!! Can't wait to do it myself...
@frank
I still see Bridgestones around. My roommate in college had a X0(?). It was a great bike.
I think we all get giddy when we see a fancy new plastic bike (Colnago EPQ anyone? http://www.colnago.com/epq/), but I do pine for the days when you bought a frame set and hand picked every little bit of kit, then spent countless hours in the shop assembling it. Facing BB, lacing up a set of Mavics with Wheelsmith DB spokes to C-record hubs, pressing in a Stronglight headset. I think it gives you a touch more connection to the bike than just walking into the LBS, going on some test rides, then strapping the one that fits/ feels/ looks best to your roof rack.
Just making myself sound dated now............
Huge confession to make: I'd really like to be able to wheelbuild and do more things with my Machine, I am just terrified to go near it with a wrench and a book. For instance, I have a the most inperceptible clicking noise the comes from my drivetrain that probably emanates from my BB. It only manifests itself when climbing seated. It occurs at a specific point in the stroke regardless of gear, and is not related to left or right pedals. Meaning - I need to pull by crank and BB, maybe upgrade the BB while I have it apart, throw in some nipple lube (!) and reassemble.
This scares the shit out of me. Yes, I have some tools. Yes, I have Lennard's Book. But Merckx help me, if I fuck up my bike doing this, I'll go jump off the Alpe. And no self-respecting Velominatus will sign up for some dumb-ass CycleU class with chicks in commuter gear learning to change a tube.
Guess I need to HTFU. So I destroy a custom Ti frame. What could that cost?
@scaler911
My first real road bike (i.e., it had downtube shifters), which I bought when I was 12 with money saved from mowing lawns, was a Bridgestone. Loved it.
Oh look what I found...
@Frank-They may be clinchers but they have never failed me yet and they have seen many kilometers of kasseien.