GIANT TCR TT Bike – Laurent Jalabert Team ONCE – 2000

Few years ago, I restored this amazing and unique Time Trial Bike GIANT TCR used by Laurent Jalabert “Jaja” season 2000 Team ONCE, with Campagnolo Record Titanium (Carbon) 10 speed groupset

This frameset was designed by Manolo Saiz (Team Manager ONCE) and Mike Burrows, this rare and unusual bike 650c (wheelset size) are used during season 2000, it was made ONLY for the Team ONCE.

Mike Burrows’s contribution to the design of the modern road bike cannot be overstated. If the British engineer hadn’t come up with the Total Compact Road — aka TCR — for Giant in the mid-1990s we might still be measuring ourselves up for a frame by straddling the crossbar and yanking it upwards. Burrows, having spent years in cycle design’s hinterlands with his monoblade forks, micro lo-pros and blobby monocoque frames, all regarded as too eccentric for the conservative world of road cycling, finally received mainstream recognition after Chris Boardman won the individual pursuit at the Barcelona Olympics in 1992 on the Lotus bike that Burrows had originally created. With his vision validated, Burrows found himself in demand and was snapped up by Taiwanese brand Giant, already by the mid-Nineties one of the world’s largest bike manufacturers.

It was a smart move on Giant’s part as before the advent of the TCR, road bike frames came in at least 10 sizes.

Burrows looked to the mountain bike boom, where most of the innovation in bike design was taking place and where frames with sloping top tubes were made in just three sizes: small, medium and large. He added to the mix his experimentation with tiny time trial frames that had long aero seatposts and created, at first out of an old mountain bike frame, what would become the father of the modern road bike.

The performance benefits were obvious: a smaller main triangle was both stiffer and lighter. The rear triangle was correspondingly smaller, enhancing power transfer. The Giant Mike Burrows carbon aero seatpost, that came in a number of different lengths and the Burrows adjustable stem meant that it was possible to achieve a bespoke fit. For Giant there were enormous economic benefits, namely that they didn’t have to make 10 frame sizes using 10 sets of tooling; they could mass-produce three.

In 1997 Giant took over bike sponsorship of the Spanish ONCE team. Sponsoring a pro team was the final piece of the jigsaw for Burrows and Giant. The radical sloping frame, which jarred aesthetically with the classic horizontal top tube, would need to win races at elite level before road cycling accepted it. And win races ONCE did. While the rest of the peloton toiled up hills on their conventional machines, ONCE attacked on their spiky yellow-and-black TCRs like a swarm of angry wasps. In team time trials they were unbeatable. It turned out that it wasn’t only the TCR that gave ONCE their biggest advantage, but that’s another story.

The Union Cycliste Internationale (UCI) initially objected to the Giant’s geometry but Hein Verbruggen and fellow Dutchman Jan Derksen, the boss of Giant Europe, sat down together and from that point on every new road bike design was influenced by the TCR. Today’s machines are less radically compact than the original TCR, but they can almost without exception trace their DNA back to Burrows’s innovation.

Laurent Jalabert during Stage Tirreno-Adriatico 2000 – Individual time trial in Ascoli Piceno

As said, this bike was used by Laurent Jalabert during Stage Tirreno-Adriatico 2000 – Individual time trial in Ascoli Piceno, JAJA (Laurent Jalabert is a French former professional road racing cyclist, from 1989 to 2002) won many one-day and stage races and was ranked number 1 in the world in 1995, 1996, 1997 and 1999. Although he never won the Tour de France, in which he suffered altitude sickness, he won the Vuelta a España in 1995; as well as the leader’s jersey, he won the sprinter’s jersey and climber’s jersey in the same race — only the third rider to have done this in a Grand Tour. With Petacchi, Eddy Merckx, Abdoujaparov and Cavendish, he is one of only five riders to win the points classification in all three grand tours.

Bianchi Cromovan Gianni Bugno – Gatorade 1993

The bicycle of a unique champion, Gianni Bugno, Bugno is a Legend, this bike used in the 1993 season during the Giro d’Italia. This bike is unique, unique details, built by Bianchi for Gianni season ’93 in Team Gatorade.

The world of racing has always been Bianchi‘s playing field, outside of a brief and recent reflective pause. For its return to racing the brand from Treviglio has launched a renewed production of frames and racing models by creating a new company, the Bianchi Reparto Corse Srl, that has the stated goal of designing and production the line of bicycles destined to be ridden by professionals and those who desire a bike of this level. The continuity of the traditional characteristics of each piece is assured by the structure of the Reparto Corse, that is equipped with the most modern research and development technology available. Frame production is instead trusted to the human element, where the experience and sensibility of an artisan cannot be substituted by a computer.

This machine is called “Cromovan Dura Ace“, and the name of course is made up from the tubing and component group chosen for the occasion (by which can be substituted upon request). The frame is assembled with Oria Cromovan tubing, a blend of steel with chrome, molybdenum and vanadium. It is a cold drawn tube, double butted with wall thicknesses that range from .5mm to 1mm, depending on the location. The center sections are slightly ovalized, in particular the top and down tubes, whose elliptical sections are oriented opposite each other. The contrasting forces should resist twisting and loss of power through flex, assuring the rigidity of the parts subjected to torsion and lateral hits: all without neglecting the right flexibility to absorb impacts from the terrain. The profile of the down tube increases the torsional rigidity necessary for sprinting and steering stability, limiting its work to compression and traction. A subtlety of Cromovan tubing is accompanied by a high strength (120 kg per cubic mm): the result is a frame that weighs between 1600 and 1800 grams, plus 650-700 grams for the fork, depending on the size (this complete bicycle weighs under ten kg). It saves a few hundred grams in respect to the standard, which are useful to the rider who rides thousands of kilometers during the year, and all this without affecting the stability and durability of the bike.

The qualities of the Cromovan tubing that permit both a rigid frame with the appropriate flexibility for comfort are maintained by the choice of Tig welding.

This Cromovan is equipped with Shimano Dura-Ace 7400, the Dura Ace STI with Dual Control shift/brake levers: these shift onto an eight speed, 12/21 Hyperglide freewheel and the new crankset (the big ring has six shifting ramps on the inside that facilitate upshifts; also the bb axle has been narrowed, resulting in a smaller distance between pedals) with 175mm arms and 39/53 teeth. The dual pivot brakes are very effective, while the pedals are LOOK ARC PP 196. The saddle is Selle Italia mod. Flite Titanium, stem ITM 400 and handlebar ITM Mod. Super Italia Pro 2 with tape SILVA Ambrosio.

Pinarello Miguel Indurain – Tour de France 1995

Proudly presenting this iconic Pinarello Banesto steel machine, made by master framebuilder Dario Pegoretti used by Miguel Indurain during Tour de France 1995.

The frameset is work of art, shinning in Banesto paintjob, made of Dedacciai / Oria steel tubing, featuring the perfection and attention to details to providing the best performance you might expect from mid 1990s racing machine. Many special touches spotted on the frame like fork crown, rear brake bridge, front derailleur braze on pin, drop-outs, bottom bracket shell, all marked with Pinarello sign or logo. Only the best parts are good enough for this eye-catching beauty: Campagnolo Record 8s groupset with iconic Campagnolo SIGMA wheels, stem ITM 400, Time Equipe Magnesium EQ Mag bioposition 8.5 pedals, Selle Italia Turbo – Pro Team 95 sadle, so No much words needed.

Dario Pegoretti was responsible for Banesto’s racing bikes, working for Pinarello, as their contractor for their very high-end bikes.

Dario Pegoretti (18 January 1956 – 23 August 2018) was an Italian frame builder, out of Trento, Italy, and then later in Verona, Italy. He was widely considered to be one of the great contemporary steel and aluminum bicycle frame builders and a pioneer of lugless TIG welded frames. Pegoretti started to build frames back in 1975 apprenticed with master builder Luigi Milani, who was his father in law. They were a great friends and partners, they build frames for legendary road racers like Indurain, Pantani, Cipollini, Roche, Battaglin, Chiappucci, Tafi, Fondriest and many others. When his father-in-law passed away in the ’90s, Dario continued on, building as a contractor for various brands, also for Pinarello Reparto Corse (racing department). Later Giorgio Andretta convinced him to venture into producing frames with his own name on them. Thus, the Pegoretti brand began, and he’s been building his own frames ever since.

Wilier Triestina Marco Pantani – Tour de France 1997

Marco Pantani rode for the Mercatone Uno team in 1997, sponsored by Wilier at the time.
Their best frames for pro teams were made of Easton Elite 7005 aluminum with ProGram Taperwall tubing, and were arguably the best aluminum at the time. The frame of the Wilier is adorned with the Easton label like a badge of honor. The frames were manufactured in Van Nuys, California. In those days, aluminum was the preferred material for professional teams.

We proudly present one of the most iconic bikes in cycling history, the Wilier Triestina Easton Alpe d’Huez 1997 Marco Pantani bike.

Selle Italia hubs Alpina Slim RS-16 on the front and rear hub Alpina RR-1 with Ambrosio Nemesis rims with Vittoria tubulars. Only the top components were good enough for such a machine: Selcof Titanium seatpost, “The Pirate” saddle, custom Selle Italia TCS Kevlar, Stem 3TTT Pro Titanium Ahead, LOOK PP286 Road pedals, used by Marco Pantani during the 1997 Tour de France.

“Marco climbed the Alpe d’Huez in 37 minutes and 35 seconds, which is still a record for climbing,” says Gastaldello, Wilier’s CEO. “It was a very good time for Wilier, a big boost to our growth in the international markets as everyone was watching this stage and this guy and looking at this bike. The frame weighed 1,200 grams was one of the first TIG-welded frames.

Inside George Hincapie’s Trek SPA proto Paris-Roubaix 2006

When George Hincapie was pounding the pave’ in Sunday’s Paris-Roubaix, the American had a little help from his bike sponsors Trek…. Sure, it was mostly Hincapie’s legs that got him there, but he may have been fresher because his Trek prototype bike was using some new suspension technology from the Wisconsin outfit called SPA (Suspension Performance Advantage). Trek says that the SPA technology reduces road shock and provides increased traction for a more efficient transfer of power, thanks to a lightweight suspension unit built into the seatstays.
Originally developed by Gary Klein in 2001, the SPA system is a simple microcellular elastomer spring that is placed in the wishbone seatstay. It provides 13mm (1/2 inch) of travel and doesn’t rely on articulating pivots for suspension action.

There were some questions whether the SPA prototypes would pass the UCI technical inspection before Roubaix, but Discovery Channel team with the team manager Johan Bruyneel and the race officials reached an agreement on the bikes and Big George rode the Trek SPA prototype to a superb second place podium finish in the 103rd edition of Paris-Roubaix (2005), in the 2006, bad luck struck Hincapie in the cobbled sector of Mons-en-Pévèle, when the steerer tube of his Trek snapped, leaving him dangling with no handlebars and crashing heavily. He was near the lead group but had to abandon the race.

“I wonder if he would have used this bike how it would have gone… He was so strong that day!”

George Hincapie’s Trek back-up bike in the Paris-Roubaix 2006

Hincapie’s Trek is obstensibly a modified Trek 5200

The S.P.A. (Suspension Performance Advantage) elastomer shock will equip all Discovery Channel bikes in this year’s Paris-Roubaix.

Something borrowed – the Bontrager OCLV carbon fork is in fact an item borrowed from Trek’s Satellite range because of its slightly more laidback rake and aluminium steerer.

Bontrager accessories abound, naturally.

Brake hoods sit high on Hincapie’s machine to provide as much leverage as possible.

The most controversial item on Hincapie’s Roubaix proto is Bontrager’s Aeolus 5.0 tubular wheels.

14 gauge bladed spokes are laced to Swiss made hubs.

The massively oversized bottom bracket cluster.

A 12-23 rear cluster will be matched with 44/53 tooth front chainrings.

Hutchinson’s 23mm Carbon Comp tubulars.

Shimano’s 57mm long-reach Ultegra-level brake calipers allow that little extra tyre clearance required when things get muddy.

Trek’s BuzzKill bar plugs have a suspended aluminium rod running through them; when the vibration hits, the weight starts to activate and is claimed to cancel out the shockwave.

George Hincapie’s Trek Paris-Roubaix special. Paris-Roubaix 2006 “Hell of the North”

OLDBICI Review: Tom Steels’s Colnago C40 MK2 Mapei Quickstep

OLDBICI presents the classic Colnago C40 of Tom Steels used in the Tour 2000

When Ernesto Colnago released the Colnago C40 he started a revolution.

Before, carbon fibre has been seen as the future of cycling and there have been loads of experiments going on since the 1970s. But to that point no carbon fibre bike proved so safe and light at the same time, that it was suitable as a professional team bike. Well constructed enough to equally compete in the mountains and the classics of Flanders.

1994, to celebrate the company’s 40th birthday, the C40 was first presented to the public. A construction of profiled carbon fibre tubes, fitted together by well proportioned carbon fibre lugs and steered with a high tech Columbus steel fork. And it became available in an unbelievable amount of paint schemes. All paintjobs were carried out by hand and found the company some extra fame.

However, the frame had yet to prove that it was capable of being a threat to the aluminium and steel bikes in the hard races pro teams have to attend. Ernesto outfitted the Team Mapei as the first squad to race his prestigeous machine. They proved that the bike was capable of coping with the roughest conditions. And how they did!

Mapei’s Franco Ballerini won the 1995 Paris-Roubaix and suddenly everybody was aware of the fact that the demise of Aluminium frames might have begun. The next year ultimately made the frame a legend, when Johan Museeuw, Andrea Tafi and Gianluca Bortolami crossed the line at the Roubaix velodrome as first second and third of the race. As if this would not have been phenomenal enough, Team Mapei repeated the triple in 1998 and 1999. 1996 is the year that Tom Steels joined the Team Mapei.

His best season was 1998 when he won the national championship for the second time and returned to the Tour de France to win four stages. The point jersey would also have been his, as the people in front of him all admitted to doping. He was also national champion in 2002 and 2004 and won five more stages in the Tour.

Major wins :
Tour de France, 9 stages
Belgian National Road Race Champion (1997, 1998, 2002, 2004)
Gent–Wevelgem (1996, 1999)
Omloop Het Volk (1996)

Steels retired from racing at the end of the 2008 season, during which he raced for Landbouwkrediet – Tönissteiner. In October 2010 it was announced that he would work as a coach for Quick Step.

Here is the full info on the Tom Steels Colnago bike from the Mapei team of 2000.

Frameset: Colnago C40 MK2; Carbon fiber lugged Carbon fiber tubing

Groupset: Shimano Dura-Ace 7700
Crankset: Shimano Dura-Ace – 175mm, 53/39
Stem: ITM Millenium – 120mm
Handlebar: ITM Millenium – 42cm
Hubs: Shimano Dura-Ace – Cassette 11-27
Rims: Ambrosio TQB – 32 holes
Seat Post: Shimano Dura-Ace EASTON – 27.1mm
Saddle: Selle San Marco mod. Rolls
Handlebar Tape: Colnago Mapei
Pedals: Shimano Dura-Ace 7700

Bike Size:
Seat Tube (c-c): 55 cm
Seat Tube (c-t): 56.5 cm
Top Tube (c-c): 56 cm
Head Tube: 15 cm

Finishing touches: Mapei Enervit water bottle and Elite Ciussi Bottle Cages!

How to measure crank / chainrings size BCD

How to measure Bolt Circle Diameter BCD ?

Bolt Circle Diameter or BCD is the diameter of the circle that goes through the center of all of the bolts on your chainring. On bicycle chainring this dimension is usually measured in millimeters. It is critical to know the BCD of your crankset when you are selecting a new chainring for your bike. In many cases the BCD is printed right on the chainring, sometimes it is stamped or engraved on the back side of the chainring.

If it is not labeled on your chainring you will need to measure it. On a chainring with 4 bolts the BCD is the distance between two bolts across from each other. Alternatively you can measure the distance between two adjacent bolts and use the table below to determine the BCD.

Classic methos how to measure BCD is :

Chainring with 5 bolts -> distance (mm) between the two holes X * 1.7
Chainring with 4 bolts -> distance (mm) between the two holes X * 1.4

Alternatively at this slow and tedious measurement you can print this template (file .pdf)

Pdf file that you have to print without editing, making sure that your print settings do not reduce or enlarge it. You just have to put your chainring on the sheet, make the holes match and read the number, easy!

We visited Marco Pantani’s museum in Cesenatico

Few days ago we visited Marco Pantani Museum in Cesenatico, city where Marco was born.
In Cesenatico, in the hometown of Marco Pantani, near the railway station premises, there is a section called Spazio Pantani, entirely dedicated to the Champion Romagna. Inside it is possible to trace the career of the “The Pirate” through the display of photos, memorabilia, bikes, jerseys and audiovisual materials.

The structure is divided into 3 areas of about 100 square meters each, named with the names of the mountains that Marco Pantani won (Mortirolo, Alpe d’Huez and Sala Bocchetta).

Spazio Pantani was born thanks to the desire of Pantani family, Municipality of Cesenatico and Fondazione Marco Pantani of creating a structure to keep alive the memory of the Champion of Romagna and his enterprises. The museum was opened to the public in October 2006 and is managed by the Pantani family in order to generate profits to be donated for beneficence. Also tha gadgets sold in this site contribute to realization of our charitable activities.

Spazio Pantani is open to visitors seven days a week and also it provides the possibility of special openings for large groups or special events such as conferences, book presentations, musical performances, departures for tours by bicycle.

It was an awesome day, an amazing emotional experience! Ride in Peace Marco!

Bicycle maintenance – OLDBICI’s Checklist

Most people who ride bicycles want to keep them in good shape, but first they need to know where to begin.

Everyone understands the importance of regular preventative maintenance on an automobile, but many folks ignore this concept when it comes to their bicycle.
A bicycle is a big investment and it’s important to keep it in sound working order not only for top performance, but also for the safety of the rider and those riding around him/her. You might say you should get into the habit of caring for your bike like your life depended on it…it does!

* Each Ride: Note-These procedures are necessary to ensure your personal safety. Failure to perform these checks could result in serious injury. I borrowed an acronym from the League of American Bicyclists and added a slight variation to help you with your daily safety check…don’t overlook it, it’s important!

ABC Wheel Quick!

A = Air: ensure proper tire inflation and check for tire wear
B = Brakes and Bars: check proper brake function (proper cable tension and pad alignment). Check handlebars for cracks which indicate an impending failure
C = Chain and Cables: check for tight links and fraying cables

Wheel = Check for trueness and spoke tension/damage
Quick = Quick Releases (Ensure QRs are fully seated…do not close against the fork, seatstay, or chainstay which may prevent full seating of QR)

OLDBICI‘s Checklist

Before Every Ride:

  • Check tire air pressure
  • Check brakes and cables
  • Be sure your crank set is tight
  • Be sure quick release hubs are tight

After Every Ride:

  • Inspect tires for glass, gravel shards, and cuts on tread and sidewall
  • Check wheels for true
  • Clean the bike’s mechanical parts as necessary. Once a week or every 200 miles: Lubricate chain (with dry lube; or every other week or 400 miles with wet chain lube)

Once a Month: (Note-These procedures will maximize your performance and minimize future costly repairs)

  • Completely clean the bike, including the drivetrain if necessary
  • Inspect chain and freewheel. Measure the chain for wear, check for tight links and replace the chain if necessary
  • Inspect and lubricate brake levers, derailleurs and all cables
  • Inspect pedals. Inspect tires for wear; rotate or replace if needed

Don’t forget to Inspect and check for looseness in the: Stem binder bolt, Handlebar binder bolt, Seatpost binder bolt (or quick release), Seat fixing bolt, Crank bolts, Chainring bolts, Derailleur mounting bolts, Bottle cage bolts, Rack mounting bolts, Brake and derailleur cable anchors, Brake and shifter lever mounting bolts, Brake mounting bolts.

Every Three Months:

  • Inspect frame and fork for paint cracks or bulges that may indicate frame or part damage; pay particular attention to all frame joints
  • Visually inspect for bent components: seat rails, seat post, stem, handlebars, chainrings, crankarms, brake calipers and brake levers

Every Six Months:
Inspect and readjust bearings in headset, hubs, pedals and bottom bracket (if possible; some sealed cartridge bearings cannot be adjusted, only replaced)

Disassemble and overhaul; replace all bearings (if possible); and remove and if necessary replace all brake and shift cables. This should be performed at 6,000 miles if you ride more than that per year. If you often ride in the rain who get dirty should overhaul their bicycles more often.

One of the first steps to being a winner is attitude. A well maintained bike bolsters confidence and enhances a positive attitude!

Why ride vintage bicycles ?

There are many reasons why vintage bicycles are superior to the modern day mass- produced, low-priced bicycles that you can find at your local bike shop.
I won’t even bother to discuss bikes built for department stores – those are landfill bikes that are utterly worthless and designed to be thrown away. Don’t buy them, ever.

But why ride vintage when you can buy a reasonably priced bike and brand new? Well, here is my list of the most important reasons:

Build quality: by this I mean the quality of the frame and the components. Vintage steel bicycles were mostly hand-crafted by experienced artisans. Many builders also crafted or modified their own components. That’s far more life than you will see in today’s frames, where fork recall, aluminum fatigue, and carbon fiber failures are routine. Today’s production bikes are simply not built to last a lifetime, at all. If you want a bike to treasure and pass on to future generations, don’t buy a production bike – either order custom or, for far less money, buy a vintage bicycle.

Ease of repairs and component integration: pretty much all vintage components are repairable with simple parts that you can make yourself if you don’t have spares handy. They are also easily understood, and learning basic bike maintenance is much easier for owners of vintage bicycles.

Environmental Reasons – Sustainability: for me, environmental reasons for not buying a new bike trump almost all the other reasons. Department store bikes end up in landfills because their components are made to be thrown away, and so are the frames. Each new bike manufactured adds roughly 530 lbs of deadly greenhouse gases to our atmosphere. In 2015, 17.4 million NEW bicycles were manufactured and sold. So, doing the math, that translates into 9.2 BILLION POUNDS of greenhouse gases spewing out into the environment in one year alone, all due to the consumer demand for new bicycles. Don’t buy a new bike for bicycle rides through your city! Fix up the one you have or buy vintage bicycles.

Francesco Moser Museum – Maso Villa Warth

Il Museo Francesco Moser non è un monumento alla “grandeur”. È una bella storia di famiglia. Invece di parole, oggetti. «Lo abbiamo fatto per gli sportivi, per la gente che passa. Chi viene a prendere il vino da noi, ci fa mille domande. Qui ci sono risposte», spiega Francesco. Gli oggetti, però, hanno un’anima, parlano. «La maglia rosa è per me il ricordo più caro. Ho inseguito la vittoria al Giro per 11 anni pri­ma di coglierla».
Le biciclette, come insetti eleganti, sono allineate su una pista di legno d’abete lunga 16 metri. Le bacheche contengono maglie e medaglie. Le coppe scintillano nelle vetrine. «Sarà una questione genetica. Forse una tradizione culturale. Ma ci troviamo bene in sella», dice Fran­cesco. «La bicicletta è stata il nostro ca­vallo dei sogni, ma an­che della realtà».

by La Gazzetta dello Sport

Campagnolo Tool box Tool kit

Our Campagnolo Tool box Tool kit is used and shows some light signs of use.
The tools are all still in amazing condition. Most of the tools show hardly any signs of use, they seem like a new never used. All taps and cutters are in excellent conditions.

We ship this wooden toolbox (weight 21kg) in two separate packages, one with just the empty wooden box and one with all the tools wrapped in paper and pluriball. Otherwise the tools could damage the inside of the box during shipment.