Bridgestone Bicycle (USA) Katalog 1992

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Ff TEE 319202 3% HPURCNY AUDI L CB cA TTA ET.0O0O GU FE TO ~ MAKERS OF FINE BICYCLES € ee ee , Oo aaa aaa aaa SOONER BB-lor LATER UND The xo-3 solves many problems of the conventional “hybrid”: Its “ARC” bars position your wrists more inward, for better climbing and sprinting, and an extra hand position. The top-mount shifters are easier to use than underbar shifters; and the round chainrings promote smooth pedaling. Shimano 300cx derailleurs and crank; Ritchey tires; and stainless-steel spokes. PRODUCTION QUANTITY: 3,000 SIZEs: 43, 461, 48, 52, 57¢M First YEAR Mabe: 1984 FraMeE Buitt In: JAPAN PRODUCTION QUANTITY: 1,200 Sizes: 38, 42, 46, 49, 52, 55CM In 1986 the MB-I was the first production mountain bike to come stock with many features that are now “industry standards,” including toe clips and straps, narrow handlebars, two-finger brakes, and sub 17" chainstays. The "92 model is our best and lightest yet. SunTour xc Pro derailleurs, Ritchey Logic™ crank, and Logic™ frame tubes. The xo-1 seems to have no weaknesses. It’s a fast, not merely passable road bike; it’s a super commute bike or touring bike; and its off-road capavilites will have you rethinking all that you “know” about mountain bikes. Shimano shifters, Sugino crank, Dia-Compe brakes, The World’s Most Expensive Fork Crown, and Moustache Handlebars. First YEAR MADE: 1992 FraMeE Buitt In: JAPAN PRODUCTION QUANTITY: 1,000 SIZES: 42, 48, 52, 55, 59CM The RB-2 has the same frame geometry and road handling as the RB-1, with less-expensive parts. No other bike in its price range—s575 to s600-can match the RB-2's ride or the quality, and if you can’t afford an RB-I, but insist on the same great ride, this is:your bike. Shimano drivetrain, Dia~Compe brakes, Ritchey tires. PRODUCTION QUANTITY: 1,500 SIZES: 50, 53, 56, 59, 62CM Last year in a review of 12 “mid-priced” mountain bikes, Bicycle Guide rated the MB-3 the best. All First YEAR Mane: 1987 Frame Butt In: Tarwan SIZES: 38, 42, 46, 49, 52, 55 CM PropucTION QUANTITY: 4,500 modesty aside, this didn’t surprise us in the least. The new . MB-3 will continue to win the $750-s800 price category. WHEELS: 26" Ritchey V- rims, Megabite tires, Wheelsmith spokes Components: Shimano Deore Dx with Dia~-Compe brakes The RB-2 has the same frame geometry and road handling as the RB-1, with less-expensive parts. No other bike in its price range-s575 to $600-can match _ the RB-2’s ride or the quality, and if you can’t afford an RB-I, but insist on the same great ride, this is your bike. Shimano drivetrain, Dia~Compe brakes, Ritchey tires. First YEAR MapE: 1988 Frame Buitt IN: JAPAN PRODUCTION QUANTITY: 1,500 SIZES: 50, 53, 56, 59, 62 CM Frame: Ritchey ao xpert / 5 dh ot ee ete LP (49cm) the MB-4 is just the bike Mabe: 1987 for a rider who Frame Burtt In: | wants foolproof TaIwAN shifting and PRODUCTION QUANTITY: .4,500 an MB-3. Our SIZEs: product 38, 42, 46, manager's 49, 52, 55CM favorite bike. First YEAR Frame: Tange butted CrMo WHEELS: 26" CoMPONENTS: fe son FRAME: lange butted CrMo WHEELS: 26" Ritchey V-Sport rims, Megabite tires CoMPONENTS: Shimano 500Lx & 400LX, with Dia-Compe brakes NJ RUE First YEAR Mane: 1987 Frame Buitt In: Taiwan PropuUCTION QUANTITY: 5,000 SIZEs: 38, 42, 46, 49, 8cM The mB-s is the only bike in its price range—s480 to $520- with top-mount shifters, round aluminum chainrings, and smart parts. With the same geometry and handling as Our most expensive models, you cannot beat this bike at this price. Ritchey V-Expert raceworthiness— |rims, Megabite tires, but cannot afford | Wheelsmith spokes $ s + Be Shimano Déore Lx with Dia-Compe Components: Shimano 105 derailleurs, Dia~Compe brakes, Ul bar-end shifters, and Nitto-built/Bridgestone designed “Mo e Handlebars.” Great bars. The xo-1 has no weaknesses. It is our pride and joy, a truly wonderful, versatile bike that will thrill even the unthrillable. PRODUCTION QUANTITY: 1,000 SIZES: 42, 48, 52, 55, 59CM (CHANCE This year's cB-1 is pretty much the same bike as the BB-I, but costs less due to a bolt-on rear wheel and eee can srsistent (not stainless) spokes. The upri andle- Three tubes CrMo ne Scone a relax- WueeLs: ing, upright body position 26" Araya rims, perfect br casual outings, Cheng Shin 1.9 knobbies | and the handling qualities of Components: this bike belie sosleey price. Shimano 300Lx. PRropucTION LEFTOVER: ~ 4,500 Top-mount shifters Sizes: 42, 43L, 46, 49L, 50, 56CM The rs-1 is everything we think a road bike should be. The laid-back seat tube angle, deep-drop handlebars, and classic good looks make this the right choice for anyone interested in a fine, inexpensive, raceworthy road bike. The rB-1 costs around $1,000, but with Shimano Ultegra drivetrain, Dia~Compe brakes, Ritchey stem, rims, and tires, it’s a steal. First YEAR Mane: 1988 Frame Butt IN: JAPAN _ PropucTIon QuANTITY: 1,500 SIZES: 50, 53, 54-5, 55, 56, 57:5 59, 62CM Frame: Three tubes CrMo Wueets: 26" Araya rims, Cheng Shin tires, stainless spokes Components: Shimano 300cx. Top-mount shifters For casual rides, the BB-1 is perfect. Though it looks a lot like a mountain bike, the BB-1's frame is designed specifically for riding on pavement and fire roads. Note the top-mount shifters and round chainrings: PropucTION QuanrTITY: 7,500 SIZES: 42, 431, 46, 49L, 50, 56CM First YEAR Mabe: 1990 Frame Buitt IN: JAPAN PropucTION QUANTITY: 1,000 SIZES: 50, 53, 56, 59, 62CM Unlike most pure touring bikes, the rs-T handles quite well unladen; unlike many of today’s eae artic tieel road bikes, it accepts tires up to 700 x 38c; and unlike virtually all of its competition, it is made in Japan by the company whose name is written on the downtube! Shimano drivetrain with bar-end shifters; Dia~Compe cantilever brakes. The MB-2 is always a favorite with BRIDGESTONE employees, shop employees, and smart racers. Its lugged frame is made in Japan in our own factory. PropUCTION QUANTITY: 2,500 SIZES: 38, 42, 46, 49, 52, 55CM Frame: Ritchey Logic (3 main tubes Prestige) WHuEeEELs: 26" Ritchey V-Comp rims, Z-Max tires Components: Shimano Deore x1/px mix, Specialized Crank, Dia~Compe #987 brakes. ED-N-ST O K FRAME: fp Tange butted CrMo WHEELS: 26" Ritchey V-Sport rims, Megabite tires CoMPONENTS: Shimano s500Lx & 400Lx with Dia-Compe brakes For a first good mountain bike that you won't outgrow as you polish your skills and your enthusiasm grows, you can't beat an MB-6. PRODUCTION QUANTITY: 10-12,000 SIZEs: 38, 42, 46, 49, 52, 55CM and shifter set-up are unique and smart. With 26" x 1.4" Ritchey road tires, Shimano drivetrain, and Dia-Compe brakes, this is our most Sele bike. First YEAR MADE: 1992 Frame Butt In: Tatwan PRODUCTION QUANTITY: 3,500 SIZES: 42, 48,52, 55, 59CM KR a i ks ‘ - se a ade | ceeiesiint i enti in aieainc a ieee Oe iia i mei) IF LILIES ARE LILY WHITE IF THEY EXHAUST NOISE AND DISTANCE AND EVEN DUST, IF THEY DUSTY WILL DIRT A SURFACE THAT HAS NO EXTREME GRACE, IF THEY DO THIS AND IT IS NOT NECESSARY IT IS NOT AT ALL NECESSARY IF THEY DO THIS THEY NEED A CATALOGUE. —GERTRUDE STEIN | | a Se — ae pe ULE AUT cA TET A LL. © % mL THE 2.2 PERCENT SOLUTION How Our BIKES ARE SPEC’D How To Buy A BIKE GETTING SIZED AND FITTED MANNERS FOR OFF-ROADIES Top-Mount-vs. UNDERBAR SHIFTERS FRICTION SHIFTING IN AN INDEXING WoRLD OBSERVATIONS AND OPINIONS ON. SUSPENSION THE Quick-RELEASE AND How To Use IT THE ART AND SCIENCE OF RECYCLING INNER TUBES ALTERNATIVE CHAIN LuBRICATION MB =I Amb WN 10 11 12 13 Contents MB-2 M B- 3 MB-4 MB- 5 M B - 6 BERATING THE RAGS AsoutT Our ADVERTISING CHOOSING APPROPRIATE TECHNOLOGY Goop BUSINESS oR Goop DESIGN? WONDERFUL WOOL FOR BEAUTIFUL PEOPLE It’s 1992-—Do You KNow WHAT yYouR Q-FACTOR Is? ReBeoel 3} S 7 ReBiaed: How To Get SPONSORED EVEN IF You AREN’T FAMOUS 30 AFFILIATIONS AND BENEFICIARIES 31 FAR-FORWARD FRAMES: FAD OR FASTER? 32 THE BENEFITS OF A LITTLE FRAME FLEX 34 MousTAcHE HANDLEBARS 35 XG ORSEI 36 OSD 38 Xx O-3 39 BB-I 40 CeBySer 41 FORGING AND CASTING 42 A TuBE-JOINING PRIMER 44 EIGHTEEN QUESTIONS 45 FRAME GEOMETRY/SPECS 47 & 48 Ty HE) By RelUD iG) ES) ty ORNGE RIOCWC iLO CATR AIL © G wis 1 9B9E2 The 2.2 Perce Solution THIS YEAR CLOSE TO TEN MILLION BIKES WILL BE SOLD IN THE UNITED States. Of those, about 2% million will be sold by independent bike dealers; the rest, by mass merchandisers. There are 7,000 independent bike dealers in the United States; fewer than 400, or 5.7 percent of those dealers sell Brivcestones. That’s eight per state, average. Of the 2% million bikes sold by those 7,000 dealerships, just 55,000—or 2.2 percent—are BripcesTones. We have 29 competitors. So in the big picture (the total U.S. bike market), we're microscopic; and in our 30-team league, we're merely small. This has advantages. For example, our small size allows us to be really. particular about our bikes. We're large enough to matter to component makers (and it probably doesn’t hurt that our parent company, BripGEestone Cycie Co., Lrp., Tokyo, is Japan’s largest bicycle manufacturer); but we're small enough so that our demand requirements are unlikely to exceed our suppliers’ capacity—a situation that would certainly lead to compro- mising our specifications. Though this next pronounce- ment may border on elitism or snob- _ bery, we offer it simply as fact: We don’t aspire to sell any of our bikes to a “typical bike buyer,” and our lineup does not include “something for everyone.” Here again, our small size allows us to choose the trends we want to pursue, to disregard the ones we disdain, and to be different when doing so will make a better bike. Having to sell only 1,500 of a par- ticular model, for instance, gives us the latitude to make it special. But this is not to say that BripGEsTONE bikes have limited appeal. We’ve been accused many times of going our own way, but in all instances it’s been for practical reasons that, more often than not, were ahead of their time. In the arena of production mountain bikes, for example, the list of BripcEsTone “firsts” includes two-finger brake levers, sub-17-inch chainstays, 73/71-degree geometry, toe clips, narrow handlebars, and racing saddles—all of which have since become “industry standards.” Likewise, we carried the torch for round chainrings, top-mount shifters, and cantilever brakes, even when it was not popular to do so. These examples are not rare, isolated, and carefully selected—they are typical. When we take a minority stance on a technical issue, we do so for sensible reasons. BRIDGESTONES are, if anything, sensible. We don’t claim to sell ex- citement or a lifestyle. Excitement, as you well know, comes from riding; and your purchases shouldn't define your lifestyle. A further benefit to our small size is that it gives us the freedom to select our dealers carefully. It’s not our policy to give our sales representatives quotas for opening new dealerships. Rather, they have both the freedom and the luxury of seeking out the best dealers in any area, which is one reason why the quality of BripcesTone dealerships exceeds, by a good margin, the industry average. (Two years ago more than 375 dealers applied for BRIDGESTONE dealerships; we selected 40.) The drawback to having so few dealers is that it’s quite possible you'll have to leave town to find one. We've seen to it that these bikes are worth the trip. Each ofour new models earned its place in our lineup, and compared with other bikes in their use-category, each is without peer. Small as we are, we beat the giants. And all others. . THE BRIDGESTONE BUINCWs COLRE® (CvAVTV ALL O.G UE 1992 How Our Bikes Are Spec’d MOsT PEOPLE ASSUME spec’ing bikes requires bike smarts and creativity. It doesn’t. Bikes are spec’d mostly by ricochet, default, and stub- bornness. Here’s how it works. DECEMBER-JANUARY: RUMORS AND CRUDE PROTOTYPES We hear rumors about the new parts in Decem- ber, and those rumors are confirmed or proved wrong in January, when we get faxes and visits from parts makers. Then we see crude proto- types, often handmade from wood or clay and usually labeled “no test,” meaning “fondle gen- tly, please.” Sometimes the prototypes are modified existing parts, in which case we can ride them around our parking lot. The produc- tion parts don’t yet exist. EARLY FEBRUARY: RESERVING PRODUCTION TIME AND REVIEW If we haven't reserved production time in the factories, we do so now. Then we review the current models, talk with our sales reps, review dealer comments, and decide what changes, if any, we should make. LATE FEBRUARY-EARLY APRIL: SPEC ING THE BIKES We start out idealistic, ruling out nonround chainrings, painted cranks, and cranks with high Q-Factors. After reality sets in, it becomes clear where we have to compromise. The more costly the bike, the less often we compromise. We find out what’s really available, as op- posed to what just happens to be on the parts makers’ menus. Parts makers generally prefer not to make a part unless they get lots of orders for it; and if we’re the only ones who order it, they may impose inconvenient ordering policies and delivery schedules, to guide us towards the same part everyone else is ordering. If we want the part badly enough, and we generally do, we put up with the restrictions. Special parts made just for us are another story. Our success depends on timing (handle- bars require less time than cranks) and our relationship with the maker. We generally bat about .650 in this game, but our strikeouts this year included cheaper bar-end shifters; bar-ends compatible with 16mm inside-bar diameters; low-priced, low-Q_cranks; and, lastly, a left (front) top-mount shifter that downshifts on the forward stroke. Maybe next year. THE E FACTOR When the specs are 98 percent final, we review them looking for a reason or excuse someone might give for not buying a particular model. Usually it’s something unusual about the bike. Examples this year include bar-end shifters on the RB-I and the Moustache Handlebars on our XO-1 and XO-2. Any obvious, unusual spec requires more explaining and scares off timid customers. For this reason, we call these bikes “high-e£ bikes,” and we seriously consider whether the functional advantage is worth the marketing risk. Usually it is, and our “high-r bikes” are the ones we’re most proud of. Everything about spec’ing encourages us to conform. Spec'ing bikes is like painting by num- ber: There seem to be many choices, but on closer inspection you discover your limitations. Sometimes getting the bike to turn out the way you want it to means making up your own rules and hoping you can pull them off; but time restrictions and practicality often don’t allow that, and our “first choice” is sometimes the least of several evils. Fortunately, many modern bike components work pretty well. EENy, MEENY, MINY, MO/CATCH A TIGER BY THE TOE/IF HE HOLLERS LET HIM GO/ EENY, MEENY, MINY, MO. My MOTHER TOLD ME TO PICK THE VERY BEST ONE— THE BEeRveDs Geb Syl OPNGE @ Bele Cae Golebies CeAt la Ags On GaUs Essel How To Buy A Bike E> SHOP FOR A DEALER, NOT A BIKE “2 Manufacturers design and spec the bikes and pick the materials, then depend on dealers to assemble this mass of potential into a high- quality, trouble-free bike. Bikes are unique in this way; the quality of the ready-to-buy bike of any given model varies from dealer to dealer. The best advice we can give you is to find a dealer you like and trust and who has a good reputation. WK PAY A LITTLE MORE The best dealers take the time to assemble and adjust your bike properly, and charge you for it. A higher price is usually a good sign. The term “false economy” was invented for poorly assembled, heavily discounted bikes. BUY SIMPLICITY AND PROVEN TECHNOLOGY Simple things have fewer parts, fewer potential problems, are easier to repair, and give you more quality per dollar. First production runs are notorious for problems. When in doubt, wait for * GET A COLOR YOU CAN LIVE WITH Trendy colors are best for cheap things you can replace when fashions change, or when the color starts to turn your stomach. Remember, too, that a new paint job costs at least $110. the sequel. Es” 4 WORD ABOUT PRICES a Up. Last year you could geta decent, modern, moderately lightweight, multi-speed bike for $300. In a’92 model the same $300 buys you an exercise in cost-down materials and manufacturing methods; a hollow image high on frills and features, low in quality. Such a bike is fine for basic utility rides and short commutes—and these are noble, legiti- mate uses indeed—but it’s probably overgadgetized for these pur- poses, and in any case itis not suited to hard, long-term, athletic riding. The least expensive 1992 BRIDGESTONES, our BB-I and X0-3, typically cost between $380 and $400. We have some leftover CB-1’s from last year, and they can be had for less. These are good bicycles. leet beReleDsGakssmisOuNee wa Belic YaCulsrenCcrAiwAnL O;GaURE 1.959°2 Getting Sized and Fitted Your correct frame size depends on the kind of bike, how and where youll ride it, and even, to an extent, your culture. For instance, the Pennsylvania Dutch ride bikes that most of us would consider to be two to three inches too big; yet they've adapted to these “too big” bikes, and find them perfect for their big-gear, slow-cadence riding style. Most riders, however, prefer smaller frames. FOOLPROOF FRAME-SIZING Wearing cycling shoes or normal shoes-something other than heels— straddle the top tube with your feet 12” apart. CS* On a mountain bike, your crotch should clear the top tube by 3 to 4”. C3" Ona road bike it should clear byrto 2%". ES” On a bike that’s neither a mountain or a road bike, size it somewhere in between. Generally, more athletic riding and rougher terrain require more clearance—for example, 4" ona mountain bike and 244" ona road bike. There’s a movement toward really undersized mountain bike frames with extra, extra long seat posts and stems. This stresses the frame unnecessarily and changes the bike’s handling. SIZING STEMS, HANDLEBARS, AND CRANKS c= Longer legs need longer cranks. cs Longer arms and torsos need longer stems. ES> Broader shoulders need wider (drop-style) handlebars. We match all these things to the frame size, so a box-stock BripcESTONE will most likely fit you pretty well. (For specific crank lengths, stem lengths, etc., on any given model and size, please refer to page 47.) Finally, if you want to change anything from the stock part, keep in mind that this is labor-intensive. Changing a stem length, for instance, means unwrapping the handlebars, trashing the tape, and undoing the brake and derailleur adjustments—which can easily take up to half an hour. Don’t hesitate to change these details if they aren't perfect, but be willing to pay for it. TeHOE) B_RoIeDiGeEsSsOUNTE BrlaGava ColpEws GrAciwAGLEORGRURE LOO? Manners for Off Roacles a DON’T RIDE IN MUD. IF YOU MUST RIDE IN MUD, don’t ride in clay-based mud, which sticks to your tires and makes riding impossible anyway. You wreak the most trail damage on this type of mud. <= IF YOU HAVE TO RIDE IN CLAY-BASED MUD, use tires from 1.25 to 1.4" with little or no tread. We ride Specialized Fat Boy™, Tioga City Slicker™, Tom’s Slick, and Specialized Nimbus™—and they all work better than big, fat knobbies because they don’t attract as much mud, and they’re easy to wipe off. & DON’T SKID. If you cannot descend without skidding, walk. If you can’t corner without skidding, slow down. If you can’t slow down... = BE QUIET. Whoops and yelps and howls make you sound drunk, drugged, rowdy, threatening— or all four at once. BE KIND TO ANIMALS. Carry your bike past horses unless the rider tells you it’s okay to ride. Don’t let the freewheel click—some horses mistake a clicking freewheel for a rattlesnake. Don’t scare cows, because scared cows run and are likely to trip. "a WEAR COLORS COMMON IN NATURE. Neons are fine for visibility in traffic, during deer season, and for beachwear, but they look out of place in the country. The idea is to minimize your impact not only after you've left, but also while you're riding. Bike magazine cover boys and cover girls are not good role models in this regard. INTERNATIONAL MOUNTAIN BIKING ASSOCIATION MEMBERSHIP APPLICATION A non-profit, volunteer. group, IMBA’s goal is to keep public lands open for recreational enjoyment of responsible off-roadies. It publishes Land Access Alert to keep members informed of current issues. Donations above $9 are tax deductible. INDIVIDUAL MEMBERSHIPS (check one) © Basic MemBeERsHIP (Annual). ....... $15 (): MEMBER OF AFFILIATED CLUB (Annual). . . $12 ( SupportinGc DonaTIon (Annual)... . . . $25 (-) SUSTAINING DONATION (Annual) . .$100 (J Founper DonarTION (Lifetime) . $1,000 Canada/Mexico add $5 for mailing. Outside North America add $10 for mailing. NAME ADDRESS City/State/Zip PHONE: HOME Work For bicycle dealer/shop, club and industry memberships, please contact IMBA. Make checks payable to IMBA and mail to Route 2, Box 303, Bishop, CA 93514. WIGtI MB RIC) GIF SH 7 CO) Whe BuiGay, Cola CTAML VASO GaUsEn 19,932 Top-Mount Mnillers Vs. Underbar Shifters SIMPLE, MINIMAL, RELIABLE WEIGHT Top-mounts weigh two to five ounces less than underbar shifters. VERSATILITY Top-mounts have a friction option and in the friction mode they work with any chain, free- wheel, freehub, cable, and cable housing regard- less of brand or country-of-origin. Most underbar shifters don’t have a friction option, so they work only with a narrow range of the same company’s drivetrain components. FUNCTION Since top-mounts have only one shifter per side, not two, they are less confusing. It’s easier to shift top-mounts with the heel of your hand— a benefit you'll appreciate when your fingers are cold and stiff or when you're wearing mittens. PRACTICALITY When underbar shifters are built into the brake lever, you can’t position them independently, and if you crash and break either of them—or simply wish to upgrade—you must replace both. Since having a one-piece shifter /brake lever com- bination offers no func- tional advantage, we pre- fer keeping them separate. AVAILABILITY Underbar shifters are available ina wide range of prices and qualities, but top-mounts are scarce in the price and quality ranges appropriate for $350 to $600 bikes. This forces manufacturers who would like to spec top-mounts either to severely upspec or severely downspec, and is one reason there are so few top-mount shifters on bikes in this price range. DSE~ Pro racers who are paid to use equipment will no doubt win a lot of races this year with underbar shifters, and you can read their testi- monials in advertisements. It’s possible that some racers prefer underbar shifters, but others use them as part of their promotional duties. Personally, we prefer top-mounts, so we spec them exclusively. “DOUBLE, DOUBLE TOIL AND TROUBLE...” —SHAKESPEARE, MACBETH IN ANYTHING AT ALL, PERFECTION IS FINALLY ATTAINED NOT WHEN THERE’S NO LONGER ANYTHING TO ADD, BUT WHEN THERE’S NO LONGER ANYTHING TO TAKE AWAY, WHEN A BODY HAS BEEN STRIPPED DOWN TO ITS NAKEDNESS. —ANTOINE DE SAINT EXUPERY SEVIS MIVA ID GIS HIrOwmwmis WUE vwEIiIs SCAWAILOE Ws WOO THERE ARE VERY FEW ACCOMPLISHMENTS OF ANY VALUE THAT CAN BE GAINED WITHOUT PRACTICE, AND THAT WHICH TAKES THE LEAST TIME TO LEARN IS USUALLY THE LEAST VALUABLE WHEN LEARNED. -TuHeE EaGLe Bicycle Co. CATALOG, 1890 SINCE 1987 PEOPLE HAVE BEEN CALLING FRICTION SHIFTING OBSO- LETE, ARCHAIC, IMPOSSIBLE TO SELL, DEAD—WHILE HERALDING IN- DEXING AS CYCLING’S SAVIOUR, THE SINGLE MOST IMPORTANT CYCLING DEVELOPMENT OF THE PAST QUARTER CENTURY AND THE SOLE REASON MILLIONS OF PEOPLE EVEN RIDE A BIKE. IT HESE DAYS MOST MOUNTAIN AND CITY BIKES DON’T HAVE A FRICTION-SHIFTING OPTION, AND NEW CYCLISTS ARE BEING RAISED ON INDEXING. WE THINK THAT’S BAD, BUT WE'RE EXTREMISTS IN THIS REGARD. IN ANY CASE, FRICTION FANS EVERYWHERE WERE STUNNED LAST YEAR WHEN SEAN KELLY (THE MOST SUCCESSFUL PROFESSIONAL ROAD RACER OF THE PAST 10 YEARS AND ALMOST A CULT HERO FOR TECHNOPHOBES) STARTED THE SEASON WITH INDEXING. OBEYING SPONSORS’ ORDERS OR NOT, THAT’S LIKE Bos DYLAN FORGETTING THE WORDS TO “BLOWIN’ IN THE WIND” OR RALPH NADER PUNCHING A TIME CLOCK FOR CHRYSLER. AND IT MAKES EVEN THE MOST STUBBORN FRICTION-SHIFTING FAN RE-EVALU- ATE THE REASONS FOR... Friction Shifting In An Indexing World Indexed shifters have click-stops which tell you exactly how much to move the shift lever to shift; and if everything is properly adjusted, you can’t miss a shift. That’s the appeal, but it’s also the drawback. You learn when to shift, but since the mechanism shifts for you, you don’t learn how. Friction shifting makes more clear the relationship between lever movement and derailleur movement, teaching you shifting concepts and fundamentals that will make you shift better with any type of shifter. This isn’t of concern to experienced riders who were raised on friction shifting, but it should matter to beginners who wish to develop a valuable skill. Friction shifting isn’t foolproof, but it doesn’t graduate fools, either. FRICTION SHIFTING IS AS EASY AS Just move the lever until the chain engages on the cog you want. Ifyou slightly overshift or undershift, you'll hear the chain rub, but pushing or pulling the lever a wee bit (“trimming”) centers the derailleur directly beneath the correct cog and stops the rubbing. Sometimes on hills you have to “sneak in” a shift: Accelerate briefly, and when your left pedal is nearing the bottom of the stroke, shift. Then “float” the pedals until the shift takes, usually within a half-a-pedal revolution. You might not succeed on your first attempt, but it’s not the headache the Indexing Brigade claims it is, either. With just a little conscious effort, your skills will improve rapidly. Dee BERGE GIEESeiRORNe Em Beli Cava Pir) | CyAMIWATIONG) ULE) 119192 CLICK-CLICK...KA-CHUNK! SILENCIO... MOVING THE RIGHT THE DERAILLEUR PULLEYS ARE NOT SHIFTER SLIGHTLY—IN THIS CASE, DIRECTLY BELOW THE ENGAGED COG. TOWARDS YOU—SOLVED THE PROB- A MINOR PROBLEM, EASILY SOLVED. LEM. THIS IS “TRIMMING.” IT’S EASY. FRICTION ROLLS WITH THE PUNCHES Friction shifting works with every brand of derailleur, cable, housing, and gear cog ever made, from any country, in any combination. It’s not nearly as sensitive as indexing to kinky cables, blown-out cable housing, creative cable routing, misaligned frames, wear and tear, and time. That’s why you see old, cheap, beat-up, ugly bikes still shifting fine in friction. Friction shifting is tough and tolerant; it doesn’t cry “foul!” when things aren’t perfect. FRICTION SHIFTING IS MORE HUMAN, LESS MECHANISTIC Indexing makes you dependent upon the mechanism instead of yourself. When indexing fails for any reason, a friction option and your own shifting skills will bail you out. FRICTION PUTS YOU IN CONTROL You get the blame when you blow it and the satisfaction when you don’t. And just as there are photographers who don’t use point-and-shoot cameras, flyfishers who fish nymphs without bobbers, and cooks who shun microwaves, there are cyclists who enjoy the intimacy with their bike and the improvement of personal skills that friction encourages. THEE BeRSE DIG EsSuiOsN Dee Bel) Gaya Celebs CoA mi Aula On GAUGE muon oe2 Observations and Opinions On Suspension © @ © ALL BIKES HAVE IT. IT’s IN ALL PEOPLE HAVE IT. WHEN SOMETIMES YOU NEED MORE THE TIRES; AND BIG, FAT YOUR JOINTS FLEX, THAT'S SUSPENSION THAN TIRES AND TIRES RUN AT LOW PRESSURE SUSPENSION. WHEN YOU BODY JOINTS PROVIDE, WHICH HAVE LOTS OF IT. TRAIN YOUR JOINTS TO FLEX IS WHY RUBBER BUMPERS, EVEN STEMS, BARS, AND WITHOUT CONSCIOUS EFFORT, HYDRAULICS, AND SPRINGS STANDARD FORKS ABSORB THAT’S TECHNIQUE. YOUR EVOLVED. EACH HAS ITS SOME SHOCK. TECHNIQUE IMPROVES THE ADVOCATES. MORE YOU RIDE. *§ © Tue RupBeR BUMPER : “BicicLemp nutAne -»- PEOPLE list as their strong points ROPER simplicity, reliability, low cost, and no oil to leak. C° THe SPRING PEOPLE cite greater up and down travel than rubber bumpers, lower cost than hydraulics, and no oil leaks. CS" THe HyprauLic PEOPLE say that rubber bumpers and springs don’t dampen; they just compress under load, then deliv- Circa 1915 BIANCHI MILITARY BIKE WITH FRONT AND REAR SUSPENSION. Courtesy oF Biancu! U.S.A., INc. er the energy back. They say only hydraulics truly dampen shocks. Cs” JOINING THE FRAY, some experts claim you need only front suspension, because front impacts are the ones you feel the most. Still other experts recommend front and rear suspension. Many proponents of suspension have motorcycle backgrounds, and believe bicycle engineering and design is archaic—or at the very least, in dire need of updating. Bicycle loyalists point out that since motorcycles weigh 450 pounds, good technique and cushy tires can’t help much, so they need extra suspension; but bikes don’t, since they are lighter. Undeniably there are trails, terrain, events, and riding styles that require something other than a standard bicycle to get the best results. But these situations are the exception, not the rule. For most riding, the important things to look for in a mountain bike aren’t its capacity to neutralize bad technique in a boulderfield or shave seconds offa downhill time trial, but its ability to carry you safely and enjoyably over the trails you ride every day. TECHNOLOGY IS IMPOSED ON THE LAND, BUT TECHNIQUE MEANS CONFORMING TO THE LANDSCAPE. ONE FORCES A PASSAGE, WHILE THE OTHER DISCOVERS IT. THE GOAL OF DEVELOPING TECHNIQUE IS TO CONFORM TO THE MOST IMPROBABLE LANDSCAPE BY MEANS OF THE GREATEST DEGREE OF SKILL AND BOLDNESS SUPPORTED BY THE LEAST EQUIPMENT. —Doue Rosinson, Great Paciric IRON WorKS CATALOG, 1974 ie HE Ee ba Rele Di Gee SiO NNGE = Bel. .C.Yac Li Es CeAwI Al, O'G.UE 19:92 The Quick Release and How to Use It In AMERICA before the Bike Boom of ’71 only racers and outcasts rode bikes, and only racing rather, its purpose is to prevent the wheel from dropping out of the fork if the q/r is not closed bikes had quick-release (q/r) wheels. properly. The arguments against these devices As competition between manufactur- L ers heated up after the Boom, quick-release mbt fos) wheels found their way onto increasingly less expensive bikes.: Now almost all decent bikes have q/r wheels, and the expanded pool are that they interfere with the critical con- tact between the hub Ss 2 and fork dropouts; they turn the quick- release into a “slow- release”; and that they give a false sense of security as well as dis- courage Owners from of quick-release own- ers includes people who use it incorrectly and crash when the front wheel comes off. Often, they sue. Sometimes seven years after the fact. This is troubling. - In recent years most manufacturers have resorted to supplying their bikes with “positive front-wheel retention devices” (PFwWRD) which negate all benefits of the quick-release. This measure is not meant to compensate for any deficiency in the q/r itself (only an act-o’-God can open a properly closed q/r during a ride); THE Q/R LEVER OPERATES A CAM. TENSION IS REGU- LATED BY THE OPPOSITE-SIDE NUT/CONE. learning how to use the q/r. But the number of accidents is growing, and even manufacturers who are philosophically opposed to prwrn’s are now spec’ ing them, albeit reluctantly. The q/r is a boon to anyone who uses it correctly. The accompanying illustrations show how, but they are no substitute for the hands-on instruction your dealer will be happy to provide at no charge. With or without a PFwRD, don’t ride your bike without the q/r securely closed. WITH THE LEVER STICKING STRAIGHT OUT, SCREW THE OPPOSING CONE IN UNTIL IT STOPS AND THERE ARE NO GAPS BETWEEN THE DROPOUTS AND Q/R. IT SHOULD REQUIRE FIRM PRESSURE TO CLOSE THE LEVER COMPLETELY. NOTE THE GRIP AND THE FINISHED LEVER POSITION. Do IT RIGHT! Ty HOE) BY Rely DEGSE S-TOFNEE Bele CuyaCalae CrAU TWAS ORGRUSERaonon2, The Art and Science of Recycling Inner Tubes ‘THORNPROOF TUBES, tubeless tires, tire liners, and self-healing tubes are fine, but you'll never be completely comfortable on a bike until you can fix your own flats. Fixing flats is easy, and prevents waste. You'll need: a leaky inner tube, tire levers, a patch, some glue, anda piece of sandpaper. (Get a repair kit.) c= Pry the tire off the rim, then remove and inflate the tube and find the leak. Two small holes suggest a pinch-flat, caused by riding underinflated tires over bumps. 4 Abrade an area slightly larger than the patch. It’s easier to abrade if you roll the flat tube around your pump. Discard the crumbs. Es Spread ona thin, even layer of glue. Be quick, not compul- sive. Inflate the tube; escaping air will mark the hole. Then deflate it and let the glue dry completely. “E41 Holding the clear backing, press the patch over the puncture. To seal it tightly, rub a hard, smooth edge back and forth over the clear ES”. Leave the clear backing on or peel it off from the inside out. Inflate to check for leaks. If it holds, put talc or dirt on the patched area to pre- vent excess glue from sticking to the tire. Put- ting talc all over the tube prevents time and heat from sticking the tube to the tire, too. C= Before putting the tube back in, check the inside of the tire for anything that may have caused the punc- ture. Put the inner and inflate it just enough to remove wrinkles. Starting from the valve, work both beads onto the rim simultaneously, pulling and stretching the tire as you go. Sometimes the last part is hard to remount. If so, use tire levers. The Var style (illustrated) works particularly well. THE COST OF CONVENIENCE: A TYPICAL DISCHARGE FROM A CO, CARTRIDGE RELEASES THE SAME AMOUNT OF GREENHOUSE GASES INTO THE ATMOSPHERE AS DRIVING A CAR 100 MILES. Tene bee BERole DE Gabe smlaOuNeE se bilnc .¥aCalsk ms CreAMm AsO) GUE. 19/92 Alternative Methods of Chain Lubrication O: c= WITH WAX 4 WAXING IS WONDERFUL. Everything the chain touches stays clean. You will need: DOUBLE BOILER Just a small handleless pot inside a larger pot. PROCEDURE mi Degrease the chain with biodegradable solvent; dry thoroughly. = Fill the big pot with 3° of water, put the wax into the small pot, and put the small pot into the big pot. CAUTION: WAX IS FLAMMABLE; ALWAYS USE A DOUBLE BOILER. <_ Boil the water, which melts the wax so.it’s almost the consistency of water. Stir the chain to aid penetration. —@ Letit cool. When the wax is as thick as syrup, remove the chain with a spoke or piece of coat hanger bentin an “S’. Hang it up to dry. BREAK OFF THE CLINGING CHUNKLETS, work the chain a bit to make it flexible, and put it back on. It may skip in the first one to two minutes of easy pedaling, but it'll be ready to ride again after three or four minutes, and in dry conditions will last 400 to 700 miles. Best of all, everything the chain touches, from calves to derailleur pulleys, stays clean. After several rewaxing cycles the wax gets dirty and needs replacing. Note: SHIMANO HyYPERGLIDE CHAINS SHIFT WELL, BUT ARE TRICKY TO REASSEMBLE. LET A BIKE SHOP DO IT, OR SAVE YOUR WAX JOBS FOR STANDARD CHAINS. 1 LB. PARAFFIN Grocery stores keep paraffin with the canning supplies. Note: We are experimenting with a beeswax/butter mix but the results aren't in yet. Pure beeswax 1s too sticky. 6©- PETROLEUM-FREE POSSIBILITIES “= 4 WE ARE NOT TRYING to infuriate chainlube- manufacturers and we are not officially recommending this—but: Olive, sesame, or peanut oil, or hot, melted butter will keep your chain lubri- ‘cated for at least 300 miles under dry road conditions. You can drip it onto the chain from a water bottle. If you buy regular chainlubes and degreasers, insist on those that biodegrade and have mini- 22 eS mal, recyclable & Sey y A VIRGIN. packaging. They cost OL \ iz no more than 07) | | fj is other chainlubes and degreasers, Oi and most bike shops sell them. ~ THE BRIDGESTONE BICYCLE CAC) ACL.O1G.U E10 93992 JIM DANDY THROUGH AND THROUGH —- WI ESs-i —_ This is our best mountain bike. It’s light, strong, and always a favorite with racers who have to buy their bikes (as opposed to sponsored ones who get theirs free). This year’s MB-I has the latest versions of what we believe to be the best components of their type and price range: Sun Tour xc Pro derailleurs and shifters, Ritchey crank, SunTour MicroLite hubs, the cheap but strong SunTour Alpha freewheel, and Ritchey Z-Max tires. CS Uses: Athletic off-road riding and racing; general transportation. Use road tires for pavement. US” Coror: Pearl tusk THE RircHey LoGic™ CRANK IS LIGHT, STRONG, Dta-Compr’s NEW #987 BRAKES ARE LIGHT, HAVE A LOOKS GOOD, AND HAS A LOW Q-FAcTor. NEW CABLE CLAMP, AND LOOK BEAUTIFUL. bem TECHNICAL DATA bes” PGRADES FROM MB-2 SIZEs: 38, 42, 46, 49, 52, 55cm Ritchey crank has lower Q-Factor, more natural pedaling position. FRAME WEIGHT: 4.4 LBS. (49cm) Frame is full Logic™ Prestige, for less weight. Fork WEIGHT: 1.5 LBs. (49cm) Kevlar beaded tires weigh less, accelerate faster. Bike WEIGHT: 24.7 LBs. (49CM) Heat-treated stem weighs less. ete se BeReleDEGeEr Sein OPNGEBaliCaY, CLs C/AuiwA LOG ULE 19192 ALMOST AN MB-I —- MBS-2 — 9mm 1.0mm ‘THE CROSS-SECTION REVEALS THE SECRETS OF THE RITCHEY LOGIC™ FORK. Since 1987, the MB-2 has been our “pet” bike, meaning we work extra hard to make it a super deal. This year it has Shimano px shifters and hubs, xt cranks, Dia- Compe’s new #987 cantilever brakes with ss-5 brake levers, Ritchey handlebars, stem, rims, rubber, and a wonderful new gravity- cast and forged, low Q- ID ALE tO se Specialized crank— the st-4. The lugged, Japanese frame has three Logic™ Pres- tige tubes anda Logic™ fork. High quality and very smart throughout. CS Uses: Athletic off- road riding; racing; general transportation and com- muting ES" Coxor: Purple metallic bese TECHNICAL DATA Sizes: 38, 42, 46, 49, 52, 55cm FRAME WEIGHT: 4.6 LBs. (49cM) Fork WEIGHT: 1.5 LBs. (49cm) BIKE WEIGHT: 26.2 LBs. (49cm) ba [PGRADES FROM MB-3 Specialized st-4 crank has lower Q-Factor and weighs less. Lugged, Japanese frame has 3 Logic™ Prestige tubes. Very expensive. Ritchey wes tires weigh less than standard tires. Deore xT derailleurs, butted spokes, purple paint. 16 THE BRIDGESTONE BilnCaye Calae OARALO GWE WOO 2 THE NEXT BEST THING T0 AN MB-2 — REES-s eS) ae) In 1990 and 1991 the MB-3 sold out faster than any other model; and this year’s MB-3 is the best ever, with Dia-Compe brakes, Shimano Deore px derailleurs, Shimano px hubs and shifters. If you can spend around $800 for a mountain bike, you won't do better than the MB-3. _ ©” Uses: Off-road riding and racing; general transportation and commuting ES” Cotors: Red or blue bem TECHNICAL DATA Gam” PGRADES FROM MB-4 SIZES: 38, 42, 46, 49, 52, 55cM Ritchey Logic™ CrMo frame tubes - FRAME WEIGHT: 5.0 LBS. (49CM) Ritchey Logic™ fork Fork WEIGHT: 1.5 LBs. (49cm) Deore px drivetrain Bike WEIGHT: 26.7 LBS. (49CM) Dia-Compe #986 brakes iether BERD Gibns tn OVNeE eb elaCuyaculsbeCrAul ANI ONG ULE) 119.92 LOW Q-FACTOR; LOW PRICE —- IE ES-s% — A good choice for part-time racers or anyone else who wants the best mountain bike available for around $650. The MB-4’s unique mix of Shimano, Dia-Compe, Sugino, and Ritchey parts makes it our product manager’s personal favorite. This is the one we recommend to close friends and relatives. Unless you blossom into a famous racer, you won't outgrow this bike’s capabilities. C= Uses: Off-road riding and some racing—possibly sport class to expert; general transportation and commuting ES" Coxors: Dark blue metallic or pearl white bese TECHNICAL DATA bee PGRADES FROM MB-5 SIZEs: 38, 42, 46, 49, 52, 55cm Sugino crank has lower Q-Factor and weighs less FRAME WEIGHT: 5.3 LBs. (49¢M) Better and lighter brakes and levers (Dia~Compe x-1 and ss-s5) Fork WEIGHT: 1.75 LBs. (49cm) Ritchey bar and stem Bike WEIGHT: 27.6 LBs. (49cm) Wheelsmith spokes THE BRIDGESTONE ana ie J RS Cas HNOwOwmD CAWAUMOG WIS 29 Y 7 A TOP VIEW OF THE — DEEs-S — The MB-S is slightly lighter than the MB-6, largely due to its aluminum chainrings—a rare treat on bikes of this price. The top-mount shifters are another unusual spec. If you look around, you'll notice that most mountain bikes selling for less than s600 have underbar shifters, either Shimano’s Rapidfire™ or SunTour’s X-Press™, while the same manufacturers’ more expensive models have top-mounts. This might lead you to believe that underbar shifters are somehow better for low-priced bikes, while top-mount shifters are better for more expensive bikes. Actually, we strongly believe that top- mounts are better, period, and on page 7 of this catalogue we tell you why. This year the top-mount shifters on our MB-5 are Shimano MT-625’s, bike spec’er talk for Shimano Deore px. These are the same shifters as on this year's MB-3, and they are far more costly than the price of the MB-5 would ordinarily warrant. CS Uses: Off-road riding; general transportation and commuting ES" Cotors: Dark green metallic or red SHIMANO DEorRE DX TOP-MOUNT SHIFTERS ARE THE SAME SHIFTERS WE USE ON THE MB-3. EXCELLENT AND RARE ON SUCH A LOW-PRICED BIKE. bee TECHNICAL DATA Sizes: 38, 42, 46, 49, 52, 55, 58cm FRAME WEIGHT: 5.5 LBs. (49cm) Fork WEIGHT: 1.75 LBs. (49cm) BIKE WEIGHT: 28.7 LBs. (49cM) bes [PGRADES FROM MB-6 Lighter, 32-hole wheels Aluminum handlebars and chainrings Better and lighter shifters Cable hanger on headset instead of through stem WASIR WIM ID GIS IY OIMIZ WIE Vo EIG In OFLA MN IL @) tiny a(0)0)7 OUR MOST POPULAR MODEL Last year the mB-6 was our biggest seller, maybe because it was the only bike in its price range with top-mount shifters. At this writing we can’t say if that will again be the case, but the mB-6 has more to offer than just good shifters. It has the same geometry and ride as our most expensive models, and just a fraction of the cost-saving tricks found on other mountain bikes in this price range. The only thing remotely unhip about it is its lack of toe clips and straps. If you ride off-road, and enjoy keeping your feet on the pedals on bumpy descents, spend another sio or so and put them on yourself. US Uses: Off-road riding (with toe clips); general transportation and commuting CS" Coors: Dark red or dark black TOP-MOUNT SHIFTERS ARE A RARE TREAT RITCHEY TIRES, STAINLESS STEEL SPOKES, PRESTA VALVES—ALIL ON A LOW-PRICED MOUNTAIN BIKE.. EXCEPTIONAL FEATURES ON A BIKE IN THIS PRICE RANGE. bee TECHNICAL DATA bese |) /FFERENCES FROM BB-1 & CB-1 Sizes: 38, 42, 46, 49, 52, 55cm Full CrMo frame and fork, suitable for lots of off-road riding FRAME WEIGHT: 5.5 LBs. (49CM) Geometry and parts detailing more suited to off-road riding Fork WEIGHT: 1.75 LBs. (49cM) BIKE WEIGHT: 29.3 LBs. (49cCM) cee ee EE Ree GP )21I) LIN 1) GID HG © WIZ IWC Ww © Ib 1s (CUAC AG in OR GU PE ealaom on AN UNFAVORABLE REVIEW IN AN INFLUENTIAL MAGAZINE CAN NEUTRALIZE THE BEST DESIGN, THE BEST SPEC, ANY ADVERTISING CAMPAIGN. No MANUFACTURER WANTS TO MAKE A MAGAZINE'S HIT LIST; SO TURNING THE TABLES ON THEM, AS WE RE DOING HERE, MIGHT BE FOOLISH. HOWEVER, IT’S BEEN A LONG TIME COMIN’... beRating the Rags BICYCLING 133 E. Minor, Emmaus, PA 18049; suBSCRIPTION $19.97/12 ISSUES; CIRCULATION ABOUT 375,000. BicycLinG PLus MounraAIN BIKE $29.97 According to the company profile, the readers are “fast recreational riders,” and new cyclists and weekend warriors will learn a lot from Bicycling. There's some friction between us, however, dating back to the July ’90 issue, when it unflatteringly called us “retro-grouches” and accused us of stifling techno-progress by not specing many of the new components whose main benefit seemed to be that they were new. We disagree with Bicyc/ing’s view that cycling’s major attraction to new riders is new technol- ogy. Overall Bicycling is well-written, occasionally stimulating, and it deserves praise for its role as a leader in cycling advocacy. BICYCLE GUIDE 711 BoytsTon St., Boston, MA 02116; SUBSCRIPTION $14.90/9 ISSUES (TIP: GET A BLOW-IN CARD FROM ANY ISSUE AND PAY HALF PRICE); CIRCULATION 165,000. In June ’84 six editors and two ‘ad salespeople from Bicycling quit to start Bicycle Guide as a general interest magazine for riders who wanted more nitty-gritty than Bicycling provided at the time. The focus hasn’t changed much since; Bicycle Guide is written for people who already know a fair amount about bikes and don’t re- quire a lot of hype to maintain their interest. Criticisms: The covers are too glitzy for our tastes, and the vocabulary is at times a bit challenging. One of these days we'll look up “nascent” and “extant.” But not today. MOUNTAIN BIKE ACTION 10600 SEpULVEDA BLvp., Mission Hits, CA 91345; SUBSCRIPTION $14.98/12 ISSUES; CIRCULATION 64,000. Mountain Bike Action is the most outspoken of the cycling publications, and it sometimes states opinions as facts, a combination that frequently gets it into hot water with advertisers and indus- try people who don’t share its opinions. MB/’s parent, High Torque Publications, also pub- lishes Motocross Action and Crash and Burn, and the influence is unmistakable. 724 doesn’t tol- erate road-bike traditionalism, and it fawns over gadgetry too much for our tastes, especially if the gadget has motocross roots. On the plus side, MBA is frequently the only publication to take on a controversial issue, and its disregard for advertisers’ feelings is refreshing, if some- times misguided. MOUNTAIN & CITY BIKING Box 16149, NortH HoLLywoop, CA 91606; SUBSCRIPTION $12/12 ISSUES; CIRCULATION 35,000. Last year MCB said of our bikes, “You either love ‘em or you hate ’em!”, a statement that left us bewildered—and required some explaining to our parent company in Tokyo. In any case, we think the tag is more self-descriptive. For our taste, MCB’S editorial is too chatty, it overuses quote marks and exclamation marks, it’s too quick with praise, and it rivals Bd in its use of flash-frozen, neon-clad Southern Californians wearing brand new cycling togs and expensive plastic sunglasses. However, it has improved a _lot in the past two years, and John Olsen’s technical column—if you can get past his silly nickname-o’-the month—is quite good. SURO WIRMIO GMOS WOM WUC WIS (ING NIG O Giijjye s1OO7 ADVERTISING... PERSUADING PEOPLE TO BUY THINGS THEY DON’T NEED, WITH MONEY THEY DON’T HAVE, IN ORDER TO IMPRESS OTHERS WHO DON’T CARE, IS PROBABLY THE PHONIEST FIELD IN EXISTENCE TODAY. —Victor PaPEnEK, DesiGn For A REAL Wor_tD | AD [ () Ad {] WE WRITE OUR OWN ADS. We try to have fun ABOUT THIS CATALOGUE with them, but we recognize that they are our only direct communication with you, so we take them seriously and keep them as honest and hyperbole-free as possible. We lay out the ads on a Macintosh 11 cx computer with Aldus Pagemaker software. To create a new ad, we call up an old one, write over the copy, and save it as anew one. This works for us because we keep the same ad formats ad after ad, year after year. Our 1992 ads will have a new look, but the same for- mat. It’s convenient, and easy enough for us to do in-house. Occasionally our ads elicit hate. mail. Usually it’s when we show a helmetless rider, and the critic accuses us of having a disregard for human lives. And last year when a rider/model in an ad had red fingernails, lots of people accused us of sexism. To set the record straight, we care about human lives; most of us wear helmets most of the time; "we are not sexist; and we don’t yet have a firm policy against fingernail polish. YOUR ADVERTISING HAS ASSURED ONE THING: I’LL NEVER Own A BRIDGESTONE BICYCLE. (D.K., Los ANGELES... DIDN’T LIKE US REFERRING TO GEEKBARS AS GEEKBARS IN AN RB-1 AD) ADVERTISING SIGNS THAT CON YOU INTO THINKING YOU'RE THE ONE THAT CAN DO WHAT’S NEVER BEEN DONE THAT CAN WIN WHAT’S NEVER BEEN WON MEANTIME LIFE OUTSIDE GOES ON ALL AROUND YOU. —Bos Dytan, It’s Att Ricut, Ma (I'M ONLy BLEEDIN’) It’s printed on Domtar brand “Sandpiper,” which is made from 100 percent post-consumer waste paper. The term “post-consumer” de- scribes paper that has already been used, as opposed to “pre-consumer” waste—printer's trimmings that haven't left the printer's, but nonetheless qualify a paper as “recycled.” Sand- piper paper has not been de-inked because de- inking pollutes. The small dots you see are redistributed ink from the original paper. (For more information on this:paper, fax a re- quest to 516-365-2726.) The printed with soy-based catalog is ink, as opposed to pe- troleum-based ink. This further reduces pollution, though to be honest, the substitution is only about 12 percent. (More than that and the ink doesn’t dry well. But they're working on it.) We hope to print all our consumer ads on the same paper, and to discourage waste, we've tried to make this catalogue a keeper. In any case, it is recyclable. ELEVEN OUT OF ELEVEN RIDERS AGREED THAT YOUR AD IS REALLY DUMB. ONE WAS EVEN A DOCTOR. | | (NAME WITHHELD, COLORADO POSTMARK) BRIDGESTONE ADS ARE THE BEST IN THE BUSINESS. (J.M.K., M.D., SHELBURNE, VT) THEE: aByReleD)iG) Essai OUN) Ee 1B) le Caxg CaLge CARMAILO GW LOO? Choosing Appropriate Technology YEARS AGO PRO RACERS AND NONRACERS rode equipment that was similar in concept, if not cost, and the equipment knowledge gained in races carried over to recreational equipment. But in the specialized world of modern racing, equipment plays a bigger role than ever before, and many modern frames and components are being designed specifically for a competitor's special needs. These innovations are not always right for recreational riders, no matter how fit or fast. In the real world of weekend rides and commuting to work and school, a component designed to shave seconds in time trials, though glamorized in pro racing, may not be your best choice. RETHINKING PERFORMANCE There is so much emphasis these days on racing, winning, and achieving one’s personal best. In fact, a lot of people define performance only in terms of speed and physiology. But real performance includes fundamental all-around skills like shifting, braking, cornering, and threading your way across town and through traffic safely, legally, and without scaring anybody. Performance is more than aerobics, aerodynamics, biomechanics, and computer readouts. Good Business or Good Design? MoOsT NEW BICYCLE and component designs are idea is that you can then concentrate on the task aimed at new and would-be cyclists because, as at hand, usually maximizing your personal po- a group, they spend the most money. There’s a tential. The pleasure of interacting with simple problem here, though. When attracting new _ tools notwithstanding, the problem with these people to a sport, one uses the universal appeals parts is that they’re hard or impossible to repair, of convenience and instant results. Often, quali- because repairability wasn’t a design criterion. ties such as durability, repairability, and inter- WHY REPAIR WHEN REPLACING COSTS LESS? changeability are lost on new riders. You don’t value repairability until you break something or wear it out. Most new cyclists, quite under- standably, can’t yet appreciate this. BEWARE OF “USER-FRIENDLY” “User-friendly” usually means “easily learned and mastered,” and the “mastery” is achieved by the mechanism itself. All you need do is push a button, which activates a Rube Goldbergian chain of events hidden by a plastic console. The When parts are cheaper to replace than repair, a repairperson’s skills are artificially devalued, no longer worth passing onto others, and eventu- ally become extinct. Repairing saves resources, reduces pollution at its main source—manufac- turing—and recycles functional equipment, rather than sending it to our bulging landfills. Buy things that are repairable. Look for metal instead of plastic, bolts and screws instead of rivets, simplicity rather than complexity. — WII WIRIID GIG GH IrOmwIy wit r.wEejeiy CossusVje@(eiWiy jst Wonderful Wool for] Beautiful People IS YOUR CYCLING JERSEY PETRO OR RETRO? YOU CAN WEAR a wool jersey for five straight days of two-hour rides, and the armpits still won'tstink. Synthetics, on the other hand, stink to high heaven after one ride, and after two they're revolting. Test this yourself. WOOL CYCLING JERSEYS LAST A LONG TIME Just as the best'and most durable rugs are wool, so, too, are the best jerseys. With regular use and normal care, a fine wool jersey should last you at least five years. (Mothballs are toxic, by the way; if moths are a problem, use cedar.) NO WARS FOR WOOL People fight over sheep, but not to the extent that they fight over oil. Synthetics are made from oil. WOOL IS VERSATILE Wool has a tremendous comfort range, and compared with synthet- ics, is much less depen- dent upon layering to be A WOOL FIBER HAS OVERLAPPING SCALES WHICH TRAP DIRT NEAR THE SURFACE, WHERE IT IS EASILY WASHED OUT. comfortable in wide temperature ranges. A single layer of wool can substitute quite nicely for a synthetic layering system. Of course you can layer over wool, too, but so often it’s not necessary. A wool jersey makes a cozy pajama top, yet it’s appropriate attire in the fanciest grocery stores, most restaurants, and on any mountain. A fine wool jersey is a versatile garment even if you don’t ride a bike. righthanded helix cell membrane complex THE ORIGINAL HIGH-TECH FIBER WASHING AND DRYING WOOL Since wool doesn’t stink and cleans itself, you don’t have to wash it so often—which means you spend less time, energy, and water caring for it. Wash it in the shower, the machine, or the sink. Use mild soap (not detergent), agitate gently, rinse well, squeeze out the excess water (if using EACH WOOL FIBER HAS A SPIRALLING CRIMP WHICH LETS IT STRETCH, THEN BOUNCE BACK LIKE A MINIATURE it out to dry. SPRING. a sink or shower); then roll it in a towel, stomp onit, and hang WII UII GIO HIwwo wii Wie veoeiweiy CARA © GW OO 7 It's 1992—Do You Know t What Your Q-Factor Is? FIGURE 1 Q-FACTOR IS THE DISTANCE BETWEEN THI OUTSIDE OF THE CRANKS AT THE PEDAL HOLE. IT DETERMINES HOW FAR APART YOUR PEDALS ARE, WHICH IN TURN DETERMINES HOW FAR APART YOUR FEET ARE WHEN YOU PEDAL, WHICH OF COURSE AFFECTS \ERODYNAMICS, BIOMECHANICS, AND PEDALING FEEL. TeHee BERSISD GEE Se OPN DE WIG we ib ( FIGURE 2 AS TAS TAO GSU IES 9919/2 Five years ago a typical touring or mountain bike Q-Factor was 154mm. Finally, the chain- stays on many modern bike frames are wide at Most modern triples are the point by which the Lerr: COLD-FORGED CRANK TYPICALLY HAS SMALLER RADIUS, LOWER Q. RIGHT: MELT-FORGED CRANK HAS LARGE about 162mm, and some crank arms pass. (See A, prestigious ones go as Figure 1, facing page) high as 182mm. WHAT HAPPENED? First, unfavorable currency ex- change rates have made it necessary to reduce crank manufacturing costs in order to meet certain “price points.” To maintain strength with less costly materials and methods, thicker crank arms and larger radii between the crank arm and the spi- der have become necessary; these increase Q. (See Figure 2.) Second, some modern front de- railleurs are so wide they require a chainring-to-crank arm gap of 13.5mm. (On older cranks this gap was as small as 7mm.) A bigger gap, increases Q. (See Figure 3.) Third, increasingly wide rear overlocknut dimensions require that the front sprockets be set out farther from the seat tube—to keep the chain angle reasonable—and this leads to higher Q-factors. The first mountain bikes had 126mm over- locknut dimensions; this climbed to 130mm (we stayed there), and now most are at 135mm or 140mm. Spacing the rear cogs farther outside encourages manufacturers to move the chainrings farther out- side, too—to keep a good chainline. This is done with a longer crank spindle, and increases Q-factor. RADIUS, INCREASING Q. FIGURE 3 MODERN “WIDEBODY” FRONT DERAILLEUR DOESN’T FIT WELL BETWEEN THE CRANK ARM AND CHAINRING OF A LOW-Q_CRANK. SOLUTION: NARROWER FRONT DERAILLEURS! FIGURE 4 Lert: MELT-FORGED CRANKS ARE THICK, INCREASING Q. RIGHT: COLD-FORGED CRANKS ARE SKINNY, KEEPING Q_ Low. Crank makers like their cranks to clear all frames, so they design up to ro.5mm of offset in the crank arms—measured vertically from the dustcap to the outside pedal hole. This increases the Q-Factor. CAVEAT FOR SHORT RIDERS! For any given Q-factor, a rider with shorter legs is more spread-legged than a rider with longer legs. Logic suggests that pedaling with your feet farther apart isn’t as aerody- namic or as powerful as pedaling with your feet closer together, and our experience suggests that you can hurt your knees by riding with your feet too far apart. Years ago custom bicycle builders in Japan recognized the merits of a low Q-Factor, and se- lected the narrowest cranks—usu- ally the French T.a. brand—for their short-legged customers. At the turn of the century in England and America, the pedal-to-pedal distance was known as “tread,” and a narrow tread” was highly prized. “Q-Factor” isn’t a new concept, just a highly ignored one. The media is doing a fine job of keeping the “Q-Factor” issue alive, and crank design should improve in the next few years. nN vw RAD DRUID GBSROMND BUICK CHD CATRALOGWIS LODZ THE PROVEN, LONG-LASTING ALTERNATIVE TO CARBON-FIBER —- RS-i — bee TECHNICAL DATA bes /PGRADES FROM RB-2 sizes: 50, 53, 54.5, 56, 57.5, 59, 62cM Lighter frame and seamless tubing FRAME WEIGHT: 4.2 LBs. (56CM) Lighter fork, with investment cast crown Fork WEIGHT: 1.3 LBS. (56CM) Ritchey stem Bike WEIGHT: 22.5 LBS. (56CM) Ultegra drivetrain Leather saddle ba COLORS RED OR YELLOW AND WHITE Lighter wheels, Wheelsmith spokes TeHSe ee BeRSIODIGEE STOP NEE BuliGay Gye -CrA TAL O.G ULE 19/92 We believe that in the past two years the RB-I frame has been ridden to more U.S. amateur victories than any other production frame. We know full well that riders, not bikes or frames, win races; but the RB-I frame is all the frame any rider needs. The RB-I is the best-handling production bike you'll ever ride; and unless your body pro- portions are extreme, a custom builder will be hard-put to improve on it. The geometry has been refined over many years, and now it’s as perfect as we can make it. Ifyou must MosST RACING FRAMES DON’T ACCEPT : FAT CLINCHERS. THE RB-1 IS MORE ride a domestic handbuilt, VERSATILE BECAUSE IT DOES. please feel free to take the RB-I geometry to your custom builder for approval. This year the RB-I is equipped with Shimano Ultegra components, except for the brakes, which are Dia-Compe 300. We much prefer these traditional, high-quality, lightweight brakes to the newer, heavier, dual-pivot sidepulls. WHAT? HANDLEBAR-END SHIFTERS? Until we tried them six years ago, we thought bar-end shifters were only for elderly tourists. We've been riding them for five years now, and finally have the nerve to spec them on a bike. They take a ride to get used to; and as many an elderly tourist will tell you, they're wonderful. WHY NO CLIPLESS PEDALS? Any of the popular clipless pedals would have added s80 to $160 to the price of this bike, and for that price we thought it best = to let you do your own picking. The stock MKS Sylvan pedals have a proven Noecent weigh just 260 gr. per pair, and will last the average rider 12,000 miles, no problem. The excellent chromed steel Christophe toe clips are a classsic touch from a bygone era. WHAT YOU NEED TO KNOW ABOUT ISHIWATA TUBING The tubing for the RB-1—Ishiwata o19£, 0228, and 0248, depending on frame size and application (on some sizes we mixed tube sets)—is Ishiwata’s best-quality seamless tubing, and the equal of any chrome-moly in the world. It was developed in 1982, and its conventional shape and diameters have remained unchanged through years of marketing hype, triathlon influence, and the oversize craze. It’s the same tubing we used on last year’s RB-I, but with a new decal. (Bicycle trivia fans note: Freddy Maertens won the 1976 World Championship on a frame made from Ishiwata tubing. The tubing we use on the RB-I is an improvement over that.) nN ™N THE BRIDGESTONE BICYCLE GAT ALIOIG UE 199972 LOW BUDGET, HIGH SPEED The RB-2 has the same geometry and road qualities as the RB-1, with onlya slightly heavier frame and less expensive parts. It’s a beautiful bike, a pleasure to ride, and just the ticket for low-budget racing, medium- budget training, and athletic road rides. Like the RB-1, it accepts fat, 28mm wide clinchers (typically labeled “zoo x 32¢’). The RB-2 is the only bike in its price range with a lugged, Japanese- built frame. Cs" Uses: Athletic road riding; some fire trails (with fatter tires); low- budget racing Sucino AC CRANK HAS A LOWER Q-FACTOR THAN E : OTHER Mippricep cranks. !=8 Coors: Purple metallic or blue and tusk bee TECHNICAL DATA bee COMPARED WITH THE RB-1 Sizes: 50, 53, 56, 59, 62cM Slightly heavier gauge tubing, seamed (like True Temper) _ FRAME WEIGHT: 4.4 LBs. (56CM) Less-expensive parts Fork WEIGHT: 1.5 LBs. (56cm) Same geometry and ride; but no 54.5 or 57.5cm sizes BIKE WEIGHT: 23.6 LBS. (56CM) 28 BW IID WITIID GIS Ose OW Is WIG WCIEIZ (ING INIE ) (1 jy sly, BETTER AT EVERYTHING —-RE-sr — THAN A STANDARD “HYBRID” The RB-T doubles as a fire-road bike, triples as a road bike for hilly areas, and quadruples as a cyclo-cross pit bike. It carries loads like a trooper, but rides well unladen. If you can buy only one bike, you want a bike that can do a lot of things really well, and you can’t afford our XO-I, get this bike. CS” Uses: Day rides in the hills; loaded touring; some fire trails ES" Conor: Dark green metallic bem TECHNICAL DATA bee })IFFERENCES FROM X0-2 AND RB-2 Sizes: 50, 53, 56, 59, 62cm Lower gears and more gears than the RB-2—better for hills, carrying FRAME WEIGHT: 4.6 LBS. (56CM) loads, and off-road use. It’s faster‘on the road than an XO-2, but perhaps Fork WEIGHT: 1.75 LBs. (56cM) not as good off-road. The RB-T responds more quickly than most full- BIkE WEIGHT: 25.4 LBs. (56CM) touring bikes, but still carries loads exceptionally well. TeHeE ee BeReleDEGEry sea OmNTe BuleCavaCeLabmaCrAgleAGlsORGAURE 1° 95,952 How To Get Sponsored Even If You Arent Famous aL TRY TO GET ON A DEALER’S TEAM. Dealers often ask manufacturers to sponsor their teams, and these requests have an edge over requests from individuals. SEND A WRITTEN REQUEST FOR THE COMING SEASON NO LATER THAN SEPTEMBER 1, Most companies dole out sponsorships at the trade shows in late September and October. This is your competition. ADDRESS IT TO THE PERSON RESPONSIBLE FOR SPONSORSHIPS, AND SPELL HIS OR HER NAME CORRECTLY. “To Whom It May Concern” and the popular “To: Sponsorship Director” make the same impression as “Dear Occupant.” <& MAKE YOUR PROPOSAL LOOK ONE-OF-A-KIND. Type it on a typewriter, print it on a laser printer, or write it freehand; just avoid dot-matrix letters and photocopies. = CALL A BIKE A BIKE—NOT “PRODUCT.” “Product” can refer to bikes, sunglasses, Power Bars, or pig snouts. Referring to (whatever) as “product” gives your proposal that generic, mass-produced touch. Don’t OVERESTIMATE YOUR INFLUENCE, It probably doesn’t extend beyond your immediate peer group, and the sponsor realizes this fact of life. "a SEPARATE “NEED” FROM “WANT.” Any sporting, athletic, fun, exhilarating use of a bike, sunglasses, or a pig snout eliminates you from the true charities. If you , push the “need” aspect, make sure your motives are truly altruistic. ss BE BRIEF AND SPECIFIC. and I’d like an RB-7 and $1,000 for the ’92 season” is a good first sentence. Don’t make the reader wade though your personal history, top-1o finishes, and 2,500 words to find out what you want. And by all means ask for something specific. “Feel free to contact me to discuss the details” puts the burden of talking turkey on the sponsor. The burden is yours. ABOUT TESTING AND “GIVING FEEDBACK.” “My name is Reputable makers employ engineers and quality controllers to find problems early. Your feedback is valuable, but a given, and may not arrive in time to affect new models. Lo YOUR PROPOSAL SHOULD READ WELL OUT LOUD. Your proposal should sound perfect and natural, as though you were talking directly to that person. Take the time to make it sound articulate, intelligent, sensitive, and natural— the way you'd like to sound in person. aa REMEMBER, FOR MOST RIDERS, BIKE RIDING OR RACING IS A HOBBY. Do you request free photographic equipment because your hobby is photography and you promise to espouse it to others? Or free cane rods because you like to flyfish? Manufactur- ers count on se//ing equipment to hobbyists, not giving it to them. os ‘ DON’T TAKE THE MONEY AND RUN. Report often during the season, and don’t ask for more freebies. Offer to give customer clinics and demonstrations, or to lead rides. Don’t just show up at the door next sponsorship season wearing your mask, snorkel and swim fins. WIE IIL ID GISDH WOW IZ Wie vei ys CMI ANIL OE wy ao, Affiliations And Beneficiaries WE'D PLANNED TO SPEND THE SAME ON SPONSORSHIPS IN 1992 AS WE DID IN 1991, BUT WE VE DECIDED TO BORROW FROM OUR SPONSORSHIP BUDGET TO SUPPORT CYCLING ADVOCACY AND THE ENVIRONMENT. BELOW ARE SOME OF THE GROUPS TO WHOM WE ARE CONTRIBUTING, AND WE HIGHLY RECOMMEND THEM TO YOU, BIKECENTENNIAL P.O. Box 8308, MissouLa, MT 59807 (406) 721-1776 MembBersHip = $22 America's largest non-profit recreational cycling organization. We're “Recycling America’s Backroads.” (not literally) CALIFORNIA Trout, INc. 870 MARKET STREET, SUITE 859 SAN Francisco, CA 94102 (415) 392-8887 MEMBERSHIP = $25 Non-profit conservation organization dedicated to protecting and restoring wild trout, native steelhead, and their waters in California. CAMPAIGN FOR NEW TRANSPORTATION PRIORITIES 900 SECOND STREET N.E., Suire 308 WASHINGTON, D.C. 20002 (202) 408-8362 CNTP is a coalition of 37 environmental, consumer and labor organizations nationwide working to change Federal transportation policy to give greater funding priority to mass transit, bicycling, walking, intercity passenger rail and other alternatives to driving alone. Fossit Fuets ACTION/ALLIANCE FOR A PAVING MORATORIUM P.O. Box 8558 FREDERICKSBURG, VA 22404 (703) 371-0222 MemBeErsuHiP = $30 Since November 1990, created to promote and put an end to the construction of new, paved roads, and parking lots. It works with environmental groups and individuals to communicate and lessen the problems caused by paving. GREENPEACE USA 1436 U Street, N.W., WASHINGTON, D.C. 20009 (202) 462-1177 MemBersuHiP = $30 Dedicated to the preservation of our environment and making the public aware of environmental problems. INSTITUTE FOR TRANSPORTATION AND DEVELOPMENT Po icy (ITDP) 1787 CoLumBIA Roap, NW. WASHINGTON, D.C. 20009 (202) 387-1434 MeMBERSHIP = $30 A non-profit organization which promotes sustainable, non-motorized transportation systems (bicycles, cats, etc.) that meet basic human needs and empower the poor. Also known as Bikes Not Bombs. Highly recommended! LEAGUE OF AMERICAN WHEELMEN 190 West OsTEND STREET, SuiTE 120 BALTIMORE, MD 21230 | (301) 539-3399 MEMBERSHIP = $22 | Founded in 1880, the LAW is the national organization of | bicyclists. It publishes Bicycle USA, an almanac of national bicycling activities and touring information. It represents bicycling interests, lobbies on behalf of cycling, and carries out numerous educational activities THE NATURE CONSERVANCY 1815 NorTH LYNN STREET ARLINGTON, VA 22209 | (703) 841-5300 MEMBERSHIP = $25 Since 1951 The Nature Conservancy has worked to preserve plants, animals, and natural communities by protecting the lands and waters where they live. It manages more than 1,600 preserves throughout the U.S., the largest private system of nature sanctuaries in the world. RaILs-TO-TRAILS CONSERVANCY | 1400 SIXTEENTH STREET, N.W. Suite 300 | WASHINGTON, D.C. 20036 || (202) 797-5400 MemBERSHIP = $18 The Rails-to-Trails Conservancy is a non-profit organization devoted to converting abandoned railroad rights-of-way into trails for public use: In partnership with citizen groups, public agencies, railroads and others, the Conservancy is working to build a coast-to-coast network of trails for all future generations of Americans to enjoy. THE Aips FOUNDATION BOX 426182 SAN Francisco, Ca 94142 (415) 864-5855 Not strictly a cycling or environmental cause, The Aids Foundation specializes in AIDS research, education, and support. WoRLDWATCH INSTITUTE 1776 MASSACHUSETTS AVENUE, N.W. WASHINGTON, D.C. 20036-1904 (202) 452-1999 Non-profit organization founded in 1975 to inform policymakers and the public about the interdependence of the world economy and the environment. Excellent research papers on various topics Six issues of WorldWatch magazine, $15. 31 THE B ReljD!G Ey Si) OU NGE® BC YC LE CATALOGUE One Far-Forward Frames Fad or Faster? BY LENNARD ZINN A FEW YEARS AGO triathletes discovered they could ride faster if they moved their saddles much farther forward. They won races in this position, others copied, and soon bicycle frame builders started building forward-position frames designed specifically for this far-forward position. What appeared to some to be just another triathlon fad was “legitimized” a couple of years ago when American pro road racer and ’84 Olympic gold medalist Alexi Grewal started winning road races in this forward position. Alexi had problems with lower back and hip pain to the point that he considered retirement, though, and the far-forward position relieved his pain. The motive for moving the saddle forward is sound. Aerodynamic drag increases geo- metrically with speed, and at race speeds of 30 mph or so, aerodynamic drag is by far the largest speed-robbing force. To be aerodynamic, and therefore competitive, you must keep your up- per body low and flat. If you happen to have a stiff pelvis, or tight hips or hamstrings, your lower back will arch when you try to get low and aerodynamic on a standard bike. A far-forward position opens up the angle between the thighs and the torso, thereby flattening your back even if you're stiff. Often triathletes are less able to tip their pelvises forward because they are new to cycling, and it takes time to become flexible. The top European pros in the Tour de France, though, stay low and flat, even though their saddles are far back. Ittookthema long time to develop that position, and they have fundamental technical reasons for staying back, well behind the cranks. Going far-forward on a standard bike (by reversing your seat post, moving the saddle forward and using any of the triathlon-style bars) changes your weight distribution. Weight distribution is key to good handling, though, and throwing it off makes the bike harder to ligt webaRele Di GElnsminOuNee: control around high-speed turns, in traffic, or in a pack of riders. Riding far-forward on a frame designed for this position is better. Bicycles tend to handle best with about’55 percent of your weight on the rear wheel; and you can achieve this on a frame designed with an extra long top tube, extra short chainstays, and a few other extras—but there’s a cost. With more weight on your arms, steering is sluggish, becoming even moreso when pedal- ing, since your arms are brac- ing you from pushing forward off the nose of the saddle on the downstroke (which is now BICYCLE CATALOGUE THE CLASSIC, SUPPLE PEDALING STYLE DISTRIBUTES 1992 racing tire. A small tire is a fast tire, but that’s its only merit. Small tires are not suitable for rough-road riding, longer rides, or carrying loads. Unless your bike is strictly a race bike, at some point you're sure to want the versatility you get with a larger tire. Far-forward pedaling emphasizes a strong downstroke powered entirely by the quadriceps. While triathletes may favor this sort of style due to its similarity to running, it has its weak points for both road racers and nontriathletes alike. To do the same amount of work in one crank revolution as a classic down and back). This may be POWER MORE EVENLY OVER pedaler, the far-forward rider acceptable on a closed-course THE ENTIRE PEDAL CIRCLE. must generate a much higher time trial or triathlon, but for : peak pedaling force, compen- general riding it’s not. WHICH IS WHY 11'S BEST FOR sating for the reduced force at When using the smallest MOST RIDERS. other points in the stroke. Lac- or largest rear cogs, the short chainstays of a far-forward frame cause the chain to leave the front chainrings at avery sharp angle. This makes for noisy, imprecise shifting and will accelerate wear on chains, cogs, and derailleurs. Also, current front derailleurs are designed for 72- to 75-degree seat tube angles, and the 78- degree—and steeper—seat tube angles on these bikes move them as much as an inch ahead of ideal, resulting in slower shifting. What's more, the bottom of the trailing edge of the cage is rotated forward on the crank circle, and when the chain is on the inner chainring and any of the two or three smallest rear cogs, it will drag on the bottom of the front derailleur cage—reducing the number of available gears. The extra short chainstays create their own problems. Since the rear tire is so close to the bottom bracket, it interferes with the front derailleur cable. To avoid this, the cable must be routed in a circuitous (and higher friction) course. Poor chainstay clearance caused by the short chainstays limits you to a small-volume tic acid buildup in muscles is greater at peak forces, so unless you're accus- tomed to far-forward pedaling, you may get tired faster. (A triathlete with an up and down pedal stroke may be equally inefficient farther back—and perhaps less aerodynamic—so the forward position may be his or her best choice.) The classic, supple pedaling style distrib- utes power more evenly over the entire pedal circle, which is why it’s best for most riders. If you compete, particularly in triathlons, and for physiological reasons are unable to pedal as aerodynamically in a smoother, more power- ful position farther back, then a far-forward position may be just the ticket. And it might be right for you if a majority of your rides are solo time trials on flat-to-rolling terrain. But for most riding, from racing to commuting to ath- letic weekend group rides on a variety of courses and terrain, youll do best with a traditional frame and classic pedaling form. Lennard Zinn 1s a custom framebuilder from Boulder, Colorado. He has a degree in physics, 1s a former member of the U.S. National Cycling Team, and has been building frames for over ten years. THE BRIDGESTONE BelnCoya Gels CARINILEO® EWI 1OO?7 The Benefits of alittle Frame Flex AND OBSERVATIONS ON OVERSIZED TUBING A BIKE FRAME IS A SPRING, so it’s supposed to flex. Just as a spring can be too springy, a bike frame can flex too much, which is why the Myth of Stiffness originated. Since too much frame flex is obviously bad (the bike shifts by itself when you climb steep hills and feels soft, whippy, and hard to control on severe descents), it’s easy to sell people on the notion that all flex is bad. But a /ittle flex does a lot of good. It increases frame life by dis- tributing stress that would other- wise concentrate at the joints; it adds comfort; and it makes a bike feel alive, like a muscle. The Stiffness Sellers say the energy that goes into flexing the frame is energy diverted from the job of propelling you forward— an idea that seems to make sense, and one that certainly convinces a lot of people. After all, it’s hard to jump high from a bed of soft, cushy foam. But you can jump higher from a sprung wooden floor than from a rigid cement floor, because the little amount of spring aids your effort. A bike frame flexes under the pressure of pedaling, and, as it recovers from the flex, releases some of that energy to help you go. Obsession with stiffness is an American phenomenon. In Europe the toughest races, fastest sprints, and most demanding cyclo-cross battles are won on frames that, by the rigid standards prevalent here, would be considered downright whippy. The most efficient frame for you is one that flexes the right amount for your weight, pedaling style, and the terrain you ride. Part of what makes our bikes ride as well as they do is the controlled amount of flex we design into the frames. INNER: 31.8MM—ORIGINAL OVERSIZED DOWN TUBE. OUTER: 34.9MM— TOO FAT FOR US. OVERSIZED FRAME TUBING: THEN AND NOW , Oversized frame tubing makes a frame stiffer and stronger, but at some point the drawbacks outweigh the benefits. When the first mountain bikes were made in 1979, the designers recognized that frames for off-road riding ought to be more robust than frames for road riding, so they increased the top tube from 1" to 24" and the down tube from 1%" to 14". This original oversizing, about 12 percent, trans- lates to an even higher increase in strength and rigidity. It remained unchanged for several years be- cause it worked well. _ Really fat tubing makes sense in aluminum; in fact, it’s an engi- neering requirement. Since alumi- num generally isn’t as strong as steel and has just one-third of steel’s inherent rigidity, it needs to be larger in diameter to compensate. What's more, alumi- num frame tubes require relatively large-radius welds for strength. That’s why all welded alumi- num bike frames are so fat. But in steel, once the strength and rigidity requirements are met, as we believe they are with the original oversizing, further increases in diameter add unnecessary weight. For mountain bikes, we prefer the original oversized tubes, but it’s not wise to choose any bike solely on the size of its frame tubes. Look at the entire bike as a package, and buy the package that makes the most sense to you. Meanwhile, terrain, riding styles, and body proportions haven’t changed much since 1979, and for most riders the original 12 percent over- sized mountain bike tubes continue to make as much sense and perform as well as ever. WII WILT ISH IPOMIZ WISGyvSibis CMAN OE Wis sWHHy Moustache Handlebars WHEN THE MOOD HITS, GRAB THE HOODS CLIMBING AND SPRINTING For CASUAL H pm) RIDING i El HISTORY AND DESIGN MANY SCHOOL DISTRICTS in Japan forbid stu- dents to commute with drop bars, because they think drops encourage fast, crazy riding. So to appeal to the kids who like drops, “semi-drop” bars were developed. We rode “semi-drops” a few hundred miles and found them to be a blessed alternative to the single-hand place- ment constraints of regular flat bars. But we improved them. Using “semi- drops” as our base, we designed Moustache Handlebars with a larger forward radius to better fit our adult- sized palms. We rode 2,800 km on road and dirt with four prototypes before settling on the final moustache shape. It’s just what we wanted. Lert: TYPE 1 FITS ROAD LEVERS AND BAR-CONS. RIGHT: Type 2 FITS MTN LEVERS, SHIFTERS, GRIPS. HOW GOOD ARE MOUSTACHE HANDLEBARS? Nor PERFECT. Any drop-bar fan will miss the next-to-the-stem hand position. The advan- tage over drops is quicker access to the ends of the brake levers, making Moustache Han- dlebars equally good for quick braking and pow- erful braking, just like mountain bike brake levers. The advantage over flat bars is having more hand positions. You can ride Mous- tache Handlebars for hours without grop- ing, and you'll appreci- ate them even on a quick trip to the store. And the Moustache Handlebars look good, too. The retro-attractive curves go well with any bicycle. Moreso, we think, than the angular, afterthought look of bolt-ons. Moustache Handlebar Weights and Measures: 2 versions. Bar diameter —Ferrule diameter Compatible with Compatible with Width Weight (mm) (mm) bar-end shifters? mountain shifters? (mm) (g) Type 1 (as on X0-1) 23.8 26.0 yes no 51.0 295 Type 2 (as on X0-2) 22.2 25.4 not quite yes 52.5 320 GUI MWRUMOGMSWLOMD WUSWELD CAMRMAILOGWS WOY2 THIS — Z@O-i —_ IS A TERRIFIC BIKE The x0-1 is the most versatile, most exciting bike we’ve ever made; and under the legs of a strong, skilled rider, it can do almost anything. It excels on long, fast road rides; it’s the best commute bike we've ever ridden; add a third chainring, if necessary, and the XO-I becomes a dandy touring bike. What’s more, with drop bars and Specialized 26" x 1" Turbo™ tires, we can’t imagine a better road bike for short people than a 42cm XO-I. The XO-1 has road geometry, because we wanted it to handle like a road bike; road tubing, to keep the weight down; and standard reach sidepull brakes, because they work well and look good. Please look at the fork crown. Our Japanese staff originally designed it fora touring model called At/antis. It’s the only quality fork crown we've seen with internal clearance sufficient for tires up to 1.6"; and it has an elegant, intricate design that helps make it the Most Expensive Fork Crown In the World. We hope you appreciate it, because it increased the price about $30 over a unicrown fork, and about $25 over that of a pressed-and-welded crown. The most glaring feature of the xo-1 is the Moustache Handlebar. Read about it on page 35. Regardless of what other bikes you already own, the xo-ris the bike you'll ride most of the time. Limited production of 1,000. CS Uses: Everything except road or mountain bike competition. Cs" Coxors: Purple metallic or pearl tusk bee TECHNICAL DATA bem PGRADES FROM X0-2 Sizes: 42, 48, 52, 55, 59cm Lighter frame, seamless tubing FRAME WEIGHT: 4.2 LBs. (52cm) Lighter fork, with World’s Most Expensive Fork Crown Fork WEIGHT: 1.5 LBs. (52cm) Lighter wheels, crank, and leather saddle BIKE WEIGHT: 24 LBs. Nitto-built Moustache Handlebars Made in Japan ; DieHe Der Beale DEGersselROMNeE ee BeleC i yaCalsbesCrAnl Av) OnG Usk. 1.9192 a ’ 7A OL XO oe : ; THE BRIDGESTONE-DESIGNED MoustTacHEe HANDLEBARS WITH ; FORK CROWN LOOKS GREAT AND BAR-END SHIFTERS ARE HANDY { ACCEPTS TIRES UP TO 1.6". AND COMFORTABLE. x SD I = Ara THE BRIDGESTONE BICYCLE CATALOGUE 1S R92 “XO” IS NOT “CROSS-OVER” 11'S “HUGS AND KISSES” “hybrid”: The xO-2 has multiposition Mous- tache Handlebars for more comfort, speed, and power; 26" x 1.4" Tom Slick road tires for more secure cornering, longer wear, and reduced rolling resistance; and 26" Ritchey rims for more strength and less weight. It’s quite versatile. CS Uses: Commuting, touring, fire trails—any distance, flat or hilly. Cs" Corors: Dark green metallic or pearl white MoustTACHE HANDLEBARS LET YOU PUT YOUR HANDS ANYWHERE YOU LIKE. GRAB THE GRIPS TO SIT UPRIGHT, OR REST YOUR HANDS IN THE CURVES TO GO FAST. bem TECHNICAL DATA Sizes: 42, 48, 52, 55, 59cm FRAME WEIGHT: 4.8 LBS. (52cm) Fork WEIGHT: 1.75 LBs. (52cm) BIKE WEIGHT: 27.1 LBs. (52cm) Dee [/PGRADES FROM X0-3 Full CrMo frame Alloy, Moustache Handlebars and Deore px top-mount shifters Shimano soocx crank with aluminum alloy chainrings Shimano 400 Lx derailleurs ‘simian a itt Here BeRaleDsGekySelnOUNeE Bele Cav iCalak 1 CrAwIwASLIO.G UrEs 19.92 A REAL PAVEMENT PIRANHA = KOo-3 — BETTER THAN YOUR AVERAGE “HYBRID” ARC Bars: A BEAUTIFUL SHAPE THAT ADDS COMFORT AND IMPROVES CLIMBING. bes TECHNICAL DATA Sizes: 43, 46L, 48, 52, 57cm FRAME WEIGHT: 5.5 LBs. (52cM) Fork WEIGHT: 1.75 LBs. (52cM) Bike WEIGHT: 28.7 LBs. (52cM) Dae COMPARED WITH A TYPICAL “HYBRID,” THE X0-3 HAS More traction, thanks to tires with road tread. A lower standover height, for more crotch clearance. A shorter top tube, for a more upright position. Less weight. The best-designed, best-fitting z00c-wheeled bike of its type, and strong competition for anyone’s $400 “hybrid.” The x0-3 has a lower standover height than most hybrids with 7ooc wheels, so it fits short- legged people better. It has a shorter top tube, for a more upright riding position. The XO-3’s road-tread tires grip better than any knobbies. The ARC handlebars are the XO-3’s single neatest feature. We've retrofitted several of our personal bikes with them. They're really nice. ES Uses: Casual-to-athletic rides of up to 25 miles, flat-to-hilly terrain, pavement to moderate fire trails. Our answer to everybody else’s 7o0c- wheeled “hybrid.” ES” Coors: Red or blue 39 THE BRIDGESTONE BICYCLE CATALOGUE 1 9-9) 2 IT LOOKS LIKE A MOUNTAIN BIKE — Be-i —_ BUT DON'T BE FOOLED TOP-MOUNT SHIFTERS ARE LIGHTER, FASTER, EASIER, AND MORE RELIABLE THAN UNDERBAR SHIFTERS. “BB” stands for “Basic BripcesToNe” or “Best Buy,” whichever you prefer. The BB-Tis our least expensive new model. (We have a few ’91 CB-1’s left, and they can be had for a bit less.) Its strong points are its lightweight frame, chrome-moly fork, round chainrings, and top- mount shifters with friction option. The frames on the BB-I and CB-1 are identical, with our own size-specific geometry for a better fit and ride, Cs" Uses: Casual rides of up to 15 miles, flat-to-rolling terrain, pavement to moderate fire trails. Versatile and fun to ride, CS” Corors: Red or black bee” TECHNICAL DATA Sizes: 42, 43L, 46, 49L, 50, 56cm FRAME WEIGHT: 5.7 LBS. (50cm) FORK WEIGHT: 1.75 LBs. (50cm) FRAME WEIGHT: 29.8 LBS. (50cm) beam [|PGRADES FROM CB-1 Quick-release rear wheel Round chainrings Stainless-steel spokes TRHSERB I RUGDEGsEES TONNFE) @BliG YaCsL aE CG Aci A LiO:GiU EB. 19:92 CAN YOU SAY —- &B-i — “ENCORE”? We have about 4,500 of last year’s CB-1’s left over, and since it escaped the significant parts price increases of this year, this bike is a bargain. It has the same frame and quality of parts as the BB-I but with a nutted rear hub, stain-resistant spokes, Biopace chainrings, and medium-rise handlebar. CS” Uses: Casual rides of up to 15 miles, flat to rolling terrain, pavement to moderate fire trails. Like our BB-I, it’s versatile and fun to ride. The upright handlebars allow a more upright, relaxed position. ES” Conors: Red or black Oa” TECHNICAL DATA ° bee P|FPERENCES FROM BB-I Sizes: 42, 43L, 46, 49L, 50, 56cm More upright handlebar FRAME WEIGHT: 5.7 LBS. (50cm) Biopace chainrings Fork WEIGHT: 1.75 LBs. (50cm) Theft-resistant rear wheel Bike WEIGHT: 29.8 LBs. (50cm) 41 js WIR) EID GS WO We BeleCnya Calek C/ARAILOOWIs 109 2 BELOW WE DESCRIBE FOUR COMMON PROCESSES USED FOR MANUFACTURING ALUMINUM ALLOY BICYCLE PARTS. THERE ARE TRADE SECRETS INVOLVING MINUTE DIFFERENCES IN HEAT, TIME, AND ALLOY, BUT THE BASIC PROCESSES ARE THE SAME REGARDLESS OF WHO’S DOING THE WORK. Cold Forging Dia-Compe #986 CANTILEVERS BEGIN AS BAR STOCK 6061-T6 ALUMINUM. FirsT, THEY RE CUT, BENT, AND PREPPED FOR FORGING... IN COLD-FORGING, the alloy is warmed to a temperature just below the point at which the crystalline structure is changed, then bashed into shape by means of forging dies (like molds). Brakes can be formed in one or two bashings of up to 330 tons each, but more complex and massive parts—crank arms—require up to six whomps of up to 660 tons to reach final form. ... THEN SMASHED TWICE. IN THIS CASE, THE SECOND AND FINAL SMASHING COMPLETES THE SHAPE. Top: AFTER THE FIRST STOMPING. MippL_e:. AFTER THE SECOND STOMPING, SHOWING EXCESS. BoTTom: EXCESS REMOVED, READY FOR FINISHING. Cold-forging alloys are high-strength to begin with (cold-forged cranks are often made from 7075-16; 74,000 psi), and the forging process adds grain structure along the curves of the piece, much like the grain in a crooked tree branch. Cold-forged parts are typically thinner, lighter, stronger, more accurately made, and more expensive than cast parts. hot Torging IN HOT-FORGING, a slightly lower-strength alloy (for cranks, around 65,000 psi) is heated, softened, then stomped into shape with one fell blow. Hot-forged cranks cost less to make than cold-forged cranks mainly because the tooling lasts longer and fewer dies are needed. x y Nore: IN THE DESCRIPTIONS, “WHOMP,” “STOMP,” “BASH, »“ SMASH,” AND “FORGE” ARE USED INTERCHANGEABLY. matt ict + Ailes ic iets als ate te Dek BeReeDEGariseleOsNsE s Bl CuveCelLiE we CLA A L1O)G.U EE 1:9.92 Gravity-Casting THE ALUMINUM IS MELTED... In Gravity-CasTING, still another alloy (typi- cally AcIB-T4; 42,000 psi tensile strength) is melted, then poured into a mold and allowed to cool naturally. During the cooling, air bubbles gravitate upwards and out—hence the term. The alloy isn’t as strong as that used for hot- or cold- forging, but it is about 30 percent stronger than the alloy used in melt-forging. Compared with melt-forged parts, gravity-cast parts tend THEN POURED INTO A MOLD... AND ALLOWED TO COOL NATURALLY. to be more expensive, stronger, lighter, and less brittle (not that brittleness or strength are prob- lems with well-made melt-forgings). Gravity- castings, like hot- and cold-forgings, can be anodized, and consequently the -finished pieces can be difficult to distinguish from hot- or cold- forgings. Some cranks, such as the excellent Specialized sT-4, are gravity-cast and then, for added strength, whomped once in a forging die. Melt-Forging THE ALUMINUM IS MELTED AND THEN FORCED INTO A MOLD UNDER HIGH PRESSURE... i | AND COOLED QUICKLY WITH WATER. MELT-FORGING is high-pressure casting, in which molten ac4c-T6 aluminum (tensile strength approx. 32,714 psi) is forced into a mold under roughly 11,378.4 lbs. of pressure. This eliminates bubbles much faster and more economically than in gravity-casting. The “forged” piece is then cooled quickly with water. To compensate for the lower strength of ac4c-T6 (only 50 percent of typical crank cold-forging alloys and 75 percent of crank gravity-casting alloys), the parts tend to be chunkier. Since ac4c-T6 cannot be anodized, melt-forged parts never display the fine finishes possible with hot-forgings, cold-forgings, or gravity-castings. Still, melt-forging has made relatively lightweight, attractive, reliable components affordable to people who would otherwise ride steel. 43 THE BRIDGESTONE BICYCLE CL/NAVINIE OO) WIS alo © 7 ATube-Joining Primer TIG-WELDING TIG-WELDING BECAME ACCEPTED through mountain bikes, because the road-tubing lugs available in the early ’80’s wouldn’t work for mountain bike frame geometries and larger tube diam- eters. TIG-welding is a lugless process, | and has proven itself worthy. INSIDE: NOT MUCH BEEF, TINY OVERLAPPING PANCAKES a ce : BUT IT’S STRONG. LOOK CLEAN AND TIDY. T1G-welding’s strong points are its light weight (no lugs or brass), strength, and ease of fabrication. There’s little room to cheat with a T1G-welded joint; the miter has to be perfect and the quality of the joint is clearly visible. T1G-welded BRIDGESTONE models include: MB-3, 4, 5, 6; XO-2, 3; BB-I, and CB-I. LUGGED JOINTS IN A TRADITIONAL lugged joint, the lug serves as external butting, increasing the strength at the joint. The integrity of the joint depends on the accuracy of the tube miter, which is hidden by the lugs; the dimensions of the lug; the fit between THE LUG SERVES AS EXTERNAI CAPILLARY ACTION DRAWs the tube and the lug; and of course the ee Seas ae a a or ar ea tHE skill of the builder. It’s often mentioned, particularly with regard to mountain bike frames, that lugs are confining; that a builder has to build to fit the available lugs. That’s not an issue with us; if lugs we want aren’t available, we have them made. Lugged Bridgestones include: MB-I, MB-2; XO-I; RB-I, RB-2, and RB-T. PILLET-BRAZING IN FILLET-BRAZING (pron. “fil-let,” not jil-lay’) the joint is created by flowing molten brass around the tubing junc- tures. Usually the hardened brass is slightly irregular, and most builders then file or sand it to create a smooth, appealing joint that when painted gives MOLTEN BRASS FLOWS THE LARGE RADIUS DISTRIBUTES the bike an intriguing, one-piece look. A INTO AND AROUND THE STRESS AND GIVES THE JOINT A JOINT. ONE-PIECE LOOK. high-quality fillet might create the strongest of all frame joints, but there’s no way to tell the quality just by looking. Anybody can puddle” brass, but a skilled builder uses aminimum of heat and time to do it; others torch away, then cover their mistakes with putty and paint. on i SOUR TeHebee Bekele DsGekeSisO INGE BalnCaya Cask COAMTWASROIGEUTE 19.92 Lighten Questions PLEASE FILL OUT THIS QUESTIONNAIRE (OR A‘PHOTOCOPY THEREOF) AND MAIL IT BACK TO US. WE'LL PUT THE COMPLETED QUESTIONNAIRES INTO A TUB AND DRAW 20 NAMES BIMONTHLY, FROM JANUARY THROUGH SEPTEMBER, 1992. WINNERS WILL RECEIVE A T-SHIRT, A BICYCLE OF OUR CHOOSING, OR ANY OF SEVERAL OTHER PRIZES. a How many hours will you cycle in 1992? (FEWER THAN 50 O51 - 100 O rol - 250 (] MORE THAN 250 How many times per week do you commute (at least one way) by bike? OC ZERO O1 O2 O 3+ <B How many times per week do you shop/run errands by bike? 0 ZERO O1 O2 0 3+ & Why do you ride? (Check all that apply) O FITNESS/ HEALTH O) FUEL CONSERVATION Ouritiry O PLEASURE/ RECREATION How many bikes do you own? O) ZERO O1 O2 O 3+ List the brand/model of your newest road bike: "a List the brand/model of your newest mountain bike: = When do you think you'll buy your next road bike? O) WITHIN I YEAR 0 2 - 3 YEARS 0 4-6 YEARS O When do you think you'll buy your next mountain bike? 1 WITHIN I YEAR 12-3 YEARS O4-6YEARS . Oo When do you think you'll buy your next “hybrid” or other bike? O) WITHIN I YEAR 2 - 3 YEARS O 4 - 6 YEARS O a How much are you willing to spend on your next bike? O LESS THAN $400 XO $400 - $500 0 $501 - $750 OC) MORE THAN $750 (CONTINUED ON NEXT PAGE) THE i= What brands or models are you considering? - How much influence do each of the following have over your decision ? (= a lot, 2= a little, I= none) DEALER FRIENDS MAGAZINE REVIEWS ADVERTISING PRICE COLOR FAME/PRESTIGIOUS RACE WINS TECHNICAL DETAIL/RIDE QUALITY OTHER at Which cycling magazines do you read? BRIDGESTONE BICYCLE CEARIVAGL O,GRULE in 9Ror2 15 Rank in order of importance the qualities you seek in a bicycle dealer: (3= very important, 2= somewhat important, I= not important) ieePRICE ____ CONVENIENCE ____ FRIENDLINESS ____ SELECTION _._- TECHNICAL KNOWLEDGE ____ SERVICE ____ OTHER LG How far are you willing to travel to your “ideal” dealer? OUP TO 5 MILES 0 6 - Io MILES O1r - 20 MILES O a7 Where did you get this catalogue? O DEALER O MAIL O OTHER O BICYCLING 0 NONE 3 O WINNING 0 MOUNTAIN BIKE ACTION 1s CO) MOUNTAIN AND CITY BIKING List your nearest BRIDGESTONE dealer, 0 BICYCLE GUIDE if known: 0 VELONEWS O) OTHER NAME CITY STATE In the event that we draw your name, we will need to contact you. Please fill out the following information: NAME ADDRESS STATE ZIP AGE SEX SHIRT SIZE ROAD BIKE SIZE THANK YOU. MOUNTAIN BIKE SIZE GOOD LUCK. (ede eee eReleDAGeey Seis OMNeE BalsGnyeGHilr CATALOGUE 1992 sii ani cei actor Post: 27.2 { actor Post: 27.2 tor: Post: 26.2 Post: 26.2 ‘actor 8 Post: 26.2 ‘actor Post: 26.2 Post: 26.2 Frame Geometry 24 Length } BB Drop: 40 BB Height: 297 7 5 140 Overlocknut: 130 BB Height: 297 3 BB Height: BB-Height: 295 OFactor: 1 Seat Post BB Height: 295 QFactor: Seat Post: 26.2 8B Height: 292 ‘actor: 1 Seat Post: 26.2 BB Drop: BB Height: 279 Subject to change without notice A: Top tube B: Rear center C:Front Center D: Wheel base E:B.B. drop F: Off set a: Head angle b: Seat angle V:Trail W: Stand-over height v X: B.B. height Y: Setback Z: 2 S: Stem 48 THE BRIDGES TONE BeleCuyYaceals CATALOGUE Specifications 1 OO) 7) Ritchey Logic CrMo Frame 100% Ritchey Logic Prestige CrMo Ritchey Logic Prestige; CrMo rear half Fork Ritchey Logic Ritchey Logic Ritchey Logic Headset Shimano Deore DX Shimano Deore DX Ritchey Logic F. Derailleur SunTour XC Pro Shimano Deore XT Shimano Deore DX R. Derailleur SunTour XC Pro Shimano Deore XT Shimano Deore DX Shitters SunTour XC Pro, top-mount Shimano Deore XT, top-mount Shimano Deore DX, top-mount Ganks Ritchey Logic; 46 x 36 x 24 Specialized ST-4; 46 x 36 x 24 Shimano Deore DX; 46 x 36 x 24 | Bottom Bracket Sugino; 120mm spindle Specialized; 126mm spindle Tioga, sealed; 122.5mm spindle | Pedals Sakae Lowfat Comp Sakae Low-fat, alloy track cage Sakae Lowfat, alloy track cage Freewheel SunTour AP 7-speed (cassette) Shimano Deore DX 7-speed | (cassette) Shimano Deore DX 7-speed 13-15-17-19-21-24-28 13-15-17-19-21-24-28 13-15-17-20-23-26-30 Chain D.I.D. Lanner Shimano Hyperglide Shimano Hyperglide | Hubs SunTour MicroLite Shimano Deore DX 32H Shimano Deore DX | Rim Ritchey Vantage Comp 32H, silver Ritchey Vantage Comp 32H, silver Ritchey Vantage Expert 32H, silver Tire Ritchey ZMax WCS, kevlar, 2.1 Ritchey Z-Max, 2.1 Ritchey Harddrive, 2.1" Tube Very light, presta valve Very light, presta valve Very light, presta valve Spoke Wheelsmith, butted 15 ga. Wheelsmith, 15 ga. Wheelsmith, 14 ga. ; Brakes DiaCompe #987 canti; SS-5 lever DiaCompe #987 canti; SS-5 lever DiaCompe #986 canti; SS-5 leve Saddle Avocet racing, leather Avocet racing, leather Avocet racing, leather Seat Post y Ritchey Logic; 300mm x 27.2mmi Sakae MTE-300; 300mm Kalloy #243; 300mm | | Handlebars Ritchey Force; 6° x 54cm Ritchey Force; 6° x 54cm Ritchey Force; 6° x 54cm Stem Ritchey Force Comp; butted Ritchey Force Ritchey Force Grips i Ritchey Ritchey Ritchey Weight 24,7 Ibs. (49cm) 26.2 Ibs. (49cm) 26.7 Ibs, (49cm) Frame Ishiwata CrMo; 019E, 022E, 024E Ishiwata CrMo; triplebutted Ishiwata CrMo; triple-butted | Fork Ishiwata 019E; CrMo cast crown Ishiwata CrMo; pressed crown Ishiwata CrMo; pressed crown ] ‘Headset Shimano Ultegra Hatta Vesta, sealed Hatta Vesta, sealed; Ritchey hanger } F. Derailleur Shimano Ultegra Shimano 400EX Shimano RX100 R. Derailleur Shimano Ultegra Shimano 400EX Shimano RX100 Shifters Shimano Ultegra bar-end; (DT bosses) | Shimano 400EX Shimano Ultegra bar-end; (DT bosses) Cranks Shimano Ultegra; 53 x 40 Sugino DAC; 53 x 40 Sugino TGP; 50 x 40 x 28 | | Bottom Bracket Shimano Ultegra Bolt typé Bolt type Pedals MKS Sylvan track; alloy MKS Sylvan track; alloy Sakae Lowfat; alloy track cage Freewheel (cassette) Ultegra 7-speed 13-14-15- (cassette) Shimano 7-speed 13-14-15 |. (cassette) Shimano 7-speed 13-15-17- | 17-19-21-23 17-19-21-23 19-21-2428 Chain Shimano Hypergtide Shimano Hyperglide Shimano Hyperglide ni | Hubs Shimano Ultegra Shimano Exage 500EX Shimano 500EX | _ Rim Ritchey Vantage Comp 32H, grey Araya 20A 32H, silver Araya VX-400 36H, silver Tire Ritchey Road Force 700 x 28C Ritchey Road Force 700x28C Avocet Duro 700 x 32C % Tube Normal weight, presta valve Normal weight, presta valve Normal weight, presta valve Spoke Wheelsmith, butted 14 ga. Stainless, 14 ga, Wheelsmith, 14 ga. Brakes DiaCompe BRS 300 sidepull & lever Dia-Compe Blaze sidepulls & lever DiaCompe XCM canti; Blaze re | Saddle Avocet racing, leather Avocet racing, vinyl Avocet touring, vinyl Seat Post Sakae CLE 100; 220mm Sakae CLE 100; 220mm Sakae CLE 100; 220 mm | Handlebars Nitto, modified #165, deep drop Sakae, aluminum, NOT Modolo-style! Sakae CTB aluminum; round bend Stem Ritchey Force Road Sakae aluminum, meltforged Sakae #301 eee | Grips White plastic padded tape White padded plastic tape White padded plastic tape Weight 22.5 lbs, (56cm) 23.6 Ibs. (66cm) 25.4 Ibs. (56cm) Subject to change without notice 100% Tange CrMo; double-butted BRIDGESTONE BIG Y CUE CEA TP ANI O; GUE Specifications 100% Tange CrMo; double-butted 100% Tange CrMo; double-butted 1992 CrMo main CrMo, 1 1/8" oval blades CrMo, 1 1/8" oval blades CrMo, 1 1/8" blades CrMo, 1" blad Fa Ritchey Logic Steel Steel Chrome-plated stee! cae “Shimano Deore LX Shimano 400LX a SunTour XCM Lite Shimano 300LX 55 z "Shimano Deore LX Shimano 400LX SunTour XCM Lite Shimano 300LX real himano Deore DX, top-mount Shimano Deore DX, top-mount SunTour XCM Lite, top-mount Shimano 300LX, top-mount "|_| Sugino TGP; 46 x 36 x 24 Shimano Deore LX; 46 x 36 x 24 Sugino XE-D; 48 x 38 x 28 Shimano 300LX; 48 x 38x28 ee Sealed; 122.5mm spindle Bolt type Bolt type Nutted type j || |WSakae Lowfat; alloy track cage Sakae MTP-170; steel and plastic Victor 870; plastic with CrMo axle Victor 870; plastic with Criv a (cassette) Shimano 7-speed _. (cassette) Shimano 7-speed SunTour AP 7-speed 13-15-17-20-23- (cassette) Shimano 7-speed 13.1517. | - 1315-17-20-23-26-30 13-15-17-20-23-26-30 2630 1921-2428 apa himano Hyperglide Shimano Hyperglide D.LD. Lanner Shimano Hyperglide [aa Shimano Deore LX Shimano 500LX SurTour XCM Shimano 300LX 8 Ritchey Vantage Sport 32H, silver Ritchey Vantage Sport 32H, silver Araya VP-20 36H, silver Ara ya VP-20 36 Ritchey, Harddrive, 2.1" Ritchey Harddrive, 2.1° Ritchey Force, 2.0" Cheng Shin lormal weight, presta valve Normal weight, presta valve Normal weight, presta valve Normal weight schraeder valve eelsmith, 14 ga. Stainless, 14 ga. Stainless, 14 ga. Stainresistant, 14 ga iaCompe X-1 canti; SS-5 lever _DiaCompe XCE canti & lever . DiaCompe XCM canti & lever Shimano 300LX canti & lever Avocet racing, vinyl Avocet touring, vinyl Avocet touring, vinyl Ae yay aya aaa ea aa Kalloy #243; 300mm Kalloy #242; 300mm Kalloy #242; 300mm | Kalloy #200; 220 RitcheyForce(Taiwan); 6° x 54cm HsinLung; aluminum, 6° x 54cm Hsin Lung; steel, with rise | Hsin Lung; stee Ritchey Force (Taiwan) Hsin Lung #128-1; CrMo Hsin Lung #115G-1; steel Hsin Lung #115G-11; steel itchey Ritchey Ritchey . Bridgestone “Maguro” £ [e76 Ibs. (49 cm) 28.7 Ibs. (49 cm) 29.3 Ibs. (49cm) 29.8 Ibs. (50cm) Ishiwata CrMo; 019E, 022E, 024E Tange CrMo; butted Tange CrMo; high+tensile stays Tange CrMo; high+t CrMo; Bridgestone Atlantis cast crown CrMo; 1” blades, unicrown CrMo; 1” blades, unicrown + CrMo- 1 Nitto-built Moustache Handlebar Hsin Lung-built Moustache Handlebar Hsin Lung Arc Bar; steel | Hsin Lung #110; steel, flat pee 90° road stem Hsin Lung 18000-1;1152, CrMo Hsin Lung 115G-1; steel Hsin Lung seis steel White padded tape Ritchey w/padded tape ’ Ritchey w/padded tape Ritchey Shimano Ultegra Chrome plated steel Chrome plated steel Chrome ~ | [JStimano 105 Shimano 400LX Shimano 300LX Stimano 3001X eS | Shimano 105 Shimano 400LX Shimano 300LX Shimano 300LX mits | Shimano Ultegra bar-end (DT bosses) | Shimano Deore DX, top mount Shimano 2006S, top-mount Shimano 2006S, top mount zs Sugino GP; 50 x 36 Shimano 500CX; 50 x 40 x 30 Shimano 300CX; 50 x 40 x 30 | Shimano 300CX;50x40x30. | [ Sealed, bolt type Bolt type Bolt type | Nutted type aR a MKS Sylvan track; aluminum Sakae #170; steel and plastic Victor #870; plastic with CrMo spindle | Victor #870; plastic w Mio Si fi . Shimano Deore DX 7-speed | (cassette) Shimano 7-speed 13-15-17- | (cassette) Shimano 7-speed 13.15-17- | (cassette) Shimano 7- speed 131 ‘|e 13-15-17-19-21-24-28 19-21-24-28 19-21-2428 20-23-2630 | Shimano Hyperglide Shimano Hyperglide Shimano Hyperglide Shimano Hyperglide Shimano RX100 Shimano 500LX Shimano 300LX Shimano 300LX, both Q/R / _ | [Arava RW7 32H, siver Ritchey Vantage Sport 32H, silver Araya PX45 36H, silver Araya MP-22 36H y y ~ |__| Tioga City Slicker, 26" x 1.25" Ritchey Tom’s Slick 26" x 1.4" Ritchey Tom's Slick 700 x 38C Cheng Shin 26°x1.9", k Q 3 Normal weight, presta valve Normal weight, presta valve Normal weight, presta valve Standard, with schraeder valve ar > S| plese tee: Stainless, 14 ga, Stainless, 14 ga. Stainless, 14 ga. s hk el | DiaCompe BRS 300 sidepulls & lever DiaCompe XCE canti & lever Shimano 200CX, canti; 200GS lever Shimano 200CX canti; 200GS lever < cil Avocet racing, leather Avocet touring, vinyl Avocet touring, vinyl wide, cushy, vinyl : < Sakae CLE 100; 220mm Kalloy #242; 230mm Kalloy #242; 230mm | Kalloy #200; 230mm L lL le y ¥ \ 24 Ibs. (49cm) 28.7 lbs. (62cm) 29.8 Ibs. (50cm) Subject to change without notice = 27.1 Ibs. (52cm) 49 The MB-s5 is the only bike in its price range-s480 to s520—- with top-mount shifters, round aluminum chainrings, and smart parts. With the same geomet! and handling as our most expensive models, you cannot beat this bike at this price. Frame: Tange butted CrMo Where s: 26" Ritchey V-Sport Frame Buitt In: Tarwan rims, Megabite tires PRopucTION QUANTITY: Components: Shimano 5,000 5OOLX & 400LX, with SIZES: 38, 42, 46, 49, (), Dia-Compe brakes 52, 55, 58CM First YEAR Mane: 1987 The xo-2’s handlebar, brake and shifter set-up are unique and smart. With 26" x 1.4" Ritchey road tires, Shimano drivetrain, and Dia~Compe brakes, this is our most versatile bike. CAREER First YEAR MADE: 1992 Frame Burtt In: Tarwan PRODUCTION QUANTITY: 3,500 SIZEs: 42, 48, 52, 55, 59CM First YEAR MADE: 1992 Frame Buitt In: Taiwan ProDucTION QUANTITY: 7,500 SIZES: 42, 43L, 46, 49L, 50, 56CM For casual rides, the BB-I is perfect. Though it looks a lot like a mountain bike, the BB-1's frame is designed specifically for riding on pavement and fire roads. Note the top-mount shifters and round chainrings; both are rare on bikes in this price range. Shimano 300cx components, ound HES top-mount shifters. First YEAR Mabe: 1992 Frame_ Burtt In: Taiwan * PropuUCTION QUANTITY: 3,000 SIZES: 43, 46L, 48, 52, 57¢M The xo-3 solves many problems of the conventional “hybrid”: Its “ARC” bars position your wrists more inward, for better climbing and sprinting, the top-mount shifters are easier to use than underbar shifters, and the round chainrings promote smooth pedaling. Shimano 300CX decllenss and crank; Ritchey tires; and stainless spokes. First YEAR Mane: 1987 Frame Buitt In: TAIWAN PRODUCTION QUANTITY: 4,500 Sizes: 38, 42, 46, 49, 52, 55CM FRAME: Tange butted CrMo WHEELS: 26" Ritchey V-Ex ert rims, Megabite tires, Wheelsmith spokes Components: Shimano Deore Lx with Dia~Compe brakes | At 27.6 lbs. (49cm) the MB-4 is just the bike fora rider who wants olocoesatine and raceworthiness-but cannot afford an MB-3. Our product manager's favorite mountain bike. = CIBLE N pr The RB-1 is everything we think| a road bike should be. The | laid-back seat tube angle, | deep-drop handlebars, and Frame: Ishiwata classic good looks make this the right choice for anyone interested in a fine road bike. | First YEAR Mabe: 1988 Frame Butt In: JAPAN ComPoNneEnNTS: PropucTIoNn QuaNTITY: Shimano Ultegra with I,200-I,500 Dia-Compe pane SIZES: 50, 53, 54-5, 56, 57-5 Ritchey stem seamless CrMo WHEELS: 700 x 28¢, Ritchey rims and tires, Wheelsmith spokes For a first good mountain bike that you won't outgrow as you polish your skills and your enthusiasm grows, you can't beat an mB-6. SunTour drivetrain, Dia~Compe brakes. PRODUCTION QUANTITY: 10-12,000; SIZES: 38, 42, 46, 49, 52, 55CM FRAME: Tange butted CrMo WHEELS: 26" Ritchey V-Sport rims, Megabite tires ComPONENTS: Shimano 500Lx & 400Lx with Dia~Compe brakes Last year in a review of 12 eid peice mountain bikes, ) Bicycle Guide rated the MB-3 the best. This was no surprise. The MB-3 is always excellent, and the ’92 model is the best yet. | Frame: Ritchey Logic WHEELS: 26" Ritchey V-Expert rims, Megabite tires, Wheelsmith spokes Components: Shimano Deore px with Dia~-Compe brakes First YEAR Mabe: 1987 Frame Butt In: TAIWAN PRODUCTION QUANTITY: 4,500 SIZEs: 38, 42, 46, 49, 52, 55CM Q) aaa @ W\ sure MB3 eet: U |__| eee | | eee |___ el Sa | Ce Eu e Mera ue _ARIDGESTONE Bripcestone Cycie (U.S.A.), Inc. West: 15021 Wicks Boulevard San Leandro, California 94577 Telephone: (510) 895-5480 East: P.O. Box 49 Belleville, New Jersey 07109 Telephone: (201) 482-6420 BripGestone Cycte Co., Lrp. No. 3-5-14 Nihonbashi, Chuo-ku, Tokyo 103 Telephone (03) 3274-3411 MANY PEOPLE CONTRIBUTED TO THIS CATALOGUE. THANK You, Lisa, GreG, Epiz, MALiA, RAPHAEL, GEORGE, Lew, Kozo anb SuGINO, NaoTo AND YosuiGai (D1A-CompPeE To you), Eric, Tom, ALBERT, ERNIE, MAynaArD, MAsA, KrisTEN, ARIADNE, BSC; AND N'yuki K.—ourR FEARLESS LEADER, WHOM WE'LL DEARLY MISS. NOW YOU CAN RETIRE AND PLAY GOLF EVERY DAY, THIS CATALOGUE IS DEDICATED TO YOU. All rights reserved. No part of this book may be reproduced, in any form or by any means, without permission in writing from the publisher. Printed in U.S.A.

Bridgestone Bicycle (USA) Katalog 1992


Von
1992
Seiten
56
Art
Katalog
Land
Amerika
Marke
Bridgestone Bicycle
Quelle
Heinz Fingerhut
Hinzugefügt am
01.07.2020
Schlagworte
Als Gast hast Du Zugriff auf die Vorschau in reduzierter Qualität, als Vereinsmitglied des Historische Fahrräder e.V. kannst Du auf die höher aufgelöste Standard Qualität zugreifen.
Standard (9,5 MiB) Publikationsqualität anfordern wird später freigeschaltet

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