The Tao of Framebuilding

There was a time when an advertisement told a story in words. You’d see a picture of the product and below some copy would talk about the product, the company, the views of its founder and a request to consider their products for your next purchase.

It was all very above board. Any emotional pull on your heartstrings was there, in black and white. There were no efforts to short-circuit your decision making with sexy models or fantasies of Darwinian superiority.

Richard Sachs has produced a limited edition run of posters written in his inimitable style. It has the look and feel of a 1960s ad and contains little Sachs pearls that folks will be quoting for years to come.

It is fitting that he should match his old-world craft with old-world advertising. Everything old is new again, right? Even if you don’t need this poster hanging in your bike room/garage/closet, it is a fun read.

San Diego Custom Bicycle Show, Part II

Bruce Gordon is a man with a Reputation. Whether you think him principled, unconventional or ornery, if you've crossed paths with him or anything written about him, one fact always gets conveyed: He doesn't care what you think. Not about him, his bikes, the weather, tea from China or the latest Britney melt-down. If ever there was an iconoclast, Bruce Gordon deserves the monicker.


Unfortunately, that label has obscured what his real reputation ought to be: Super-Genius, Wile E. Coyote notwithstanding. I came to a conclusion while looking at his bikes at the show and realized that perhaps I've been more obstinate than he. I've been amazed by his bikes for more than a dozen years. Amazed, I tell you. But for reasons I'm embarrassed to admit, I've never thought of him the way I think of Richard Sachs or Peter Weigle. Those guys are a delight to talk to. Hell, Brian Baylis can be crotchety and he's easier to talk to than Gordon. And for that reason, I don't think I've ever accorded the man the full measure of respect his work deserves.


Take this bike, for instance: a lugged-titanium, single-speed upright with disc brakes. Who would even want such a left-field rig? Well, me, for one. In a way, it sums him up. Fringe, from the wood-inlay headset courtesy of Peter Gilbert at Cane Creek to the asymetric lug design. Too pretty for the fixie crowd and too weird for most roadies. Yet it showcases abilities easily disguised by Gordon's incredible talent. I spent the better part of five minutes trying to find out how he constructed it.

Me: "Okay, so it's lugged ti. How'd you do it?"
Gordon: "It's press-fit."
Me: "Whoa. Wow. How'd you get the tolerances?"
Gordon: "Nah, I'm kidding."

And on and on. He pulled my leg three or four different ways before he admitted that the tubes were bonded to the lugs and the lugs were milled from bar stock. Beyond that, when I tried to ask about how the lugs were welded and cut he'd only say, "Nah, there are a lot more steps than that and I can't tell you all of them."


He did admit that he consulted with Ross Shafer about bonding the handlebar sections into the clamp. Shafer called back a short time later and said, (slow sucking sound) "Yeah man. It's Ross. I know how to do it."


At the San Diego show visitors to his booth were so blown away by his fabrication that several asked if he made the carbon fiber fork and the hydraulics as well. Gordon chuckled, and shrugged off the suggestion, and while anyone knowledgeable of framebuilding would find the idea of fabricating a disc brake system from scratch laughable, the misunderstanding is a testament to just how good his work is, just how capable he seems. Without a single weld bead visible anywhere on the bike, one can be forgiven for thinking he could machine tiny moving parts with a chopping block and a carving knife.



The crisp paint by Joe Bell does much to accentuate the frame's unusual construction and the exemplary surface finish of the titanium tubing.


Such simple details as the fastback seatstays understate the incredible workmanship that went into fitting the tapered ti seatstays into the seatstay plugs.


The carbon fiber fork was custom built for him to include the disc brake mount, by hand. While it used a mold from a now discontinued product line, the fork is a one-of-a-kind.


In his case, it's a point of pride. Gordon is a man dissatisfied that he hasn't sold more frames made to his exacting standards and lofty aspirations. Unlike Brian Baylis who seems to be able to find buyers for his most outlandish creations, Gordon's best work sometimes goes unsold. To the degree that he might be bitter about that, it shows. And that may be the key to his sales, unfortunately. To paraphrase Chris Farley, he's not a people person. That's okay, neither was Glenn Gould, and no one questions his genius.



Asymetric lug designs aren't exclusive to Gordon, but he's more likely than not to cut lugs in some fashion not reflected in playing cards. No harts, clubs, spades or diamonds in his work.


Compared to eye required to carve such artful lines, polishing the stainless steel in these lugs is easy.


Another touch for which Gordon is famous: fully integrated accessories. From braze-ons for fenders, racks and lugs to specially crafted cantilevers, racks and toe clips, Gordon often fabricates far more than just a frame. Were you to see a Gordon frame with no decals, you might not guess who built it. The same cannot be said of a Richard Sachs or even a Peter Weigle frame. Each builder's work is of a piece; you can tell a Sachs frame at 50 paces. You can also tell one while riding it. I can't tell you a thing about how a Bruce Gordon rides or even how he likes to fit a bike, but one thing is certain: Each new creation is unique. From the lug designs to the materials used, no two are quite alike these days. If you want to know who the most original, surprising and creative builder is out there, you'll need to find someone more original, more surprising and more creative than Bruce Gordon. Good luck.

San Diego Custom Bicycle Show, Part I

The San Diego Custom Bicycle Show was born of the efforts of a few San Diego-based builders. Pictured at left is Dave Ybarrola of Ybarrola Bicycles, Persechini Classic Cycles and Selle Logica saddles, and Chuck Schlesinger of Sadilah Handmade Framesets at right. Dave and Chuck along with Brian Baylis dreamt up a more regionally based framebuilders' show. Naturally the benefit to exhibitors and attendees both is the opportunity to work with someone local, to build a relationship with someone you can be in touch with by more than phone and e-mail. Were more builder/buyer relationships like this—local, that is—more people would be riding handbuilt frames. This first gallery is devoted to the work of these builders.


Sadilah is named for Schlesinger's two daughters, Sadie and Lilah.


Very choice arrowhead lugs and wraparound seatstays on this bike.


Selle Logica is a custom carbon fiber saddle line Dave Ybarrrola shares with partner Matthew Cooke. They use crush foam to mold the saddle in the shape of your hindquarters.


Persechini is Ybarrola's fancier line with more elaborate lug work while Ybarrola is his line of more straightforward race bikes.



Baylis. As good as it gets.

Bontrager Talks CX

“It will take them a few years to know what they are screaming about, but it will work out eventually.” -Keith Bontrager

Keith Bontrager is an industry legend. He has probably spent more R&D hours designing and riding products than any other US builder. It’s no wonder that the CX world has a ton of respect for Keith and his thoughts on all things cyclocross. Back in September of 2004, long time BKW pal ZD had a chance to ask Keith some questions.

ZD: I read the interview you did with Cycling News a month or so ago and it you mentioned your personal "cross bike" a few different times. What are you riding now and how is it set up?

KB: I've got 3 cross bikes.

#1 is an old steel Japanese touring frame with cantilever bosses on it. It works great but it's a little heavy and will be easy to kill in a crash since it is brazed. I do long slow-ish rides on it and race it in the mud.

#2 is an old Bontrager cross bike. It's cooler, lighter, and much stronger than #1 and I ride it the most.

#3 is an Empella aluminum cross bike which is the lightest and the one I like to race the most.

All are set up very simply with old road and MTB parts, 8 speed trannys, and Avid brakes. That's one of the beautiful things about a cross bike. It doesn't need to have the latest stuff to be a good, fast, fun bike. I use flat bars most of the time. I can't get comfortable on drops anymore because of my back and I am always faster in technical stuff with them anyway. I have some custom 50 cm wide dropped bars that are pretty good though and I might try them again this year.

All these bikes can have very, very trick wheels, XXX lite carbon wheels left over from Postal pad development with 32mm Tufo tubies and a new tubeless clincher set up that rules (unless it blows a tire off the rim - it's work in progress). Most of the time I ride low cost heavy clinchers so I don't beat the good ones unnecessarily.

ZD: A few years ago when it seemed like every manufacture rushed to market with a cross bike, there was a lot of talk about how a pure cross bike should be set up as it relates to bottom bracket height. When you think of a cross bike designed for domestic cross races, (rather than commuting and utility) what have you found to be the best set up for bottom bracket height off the ground?

KB: The BB height on these bikes is between 10.75 (Empella) and 11.5 (Bontrager) and it depends on the tires in each case. We used to build with very high BBs when riders still used toe clips, but that's history. The Empella handles like a slot car on twisty courses. I like low bikes.

ZD: The state of the cyclocross racing scene seems alive this year with the promise of the newly formed Gran Prix of Cyclocross. To what extent do you feel cyclocross racing will be here to stay?

KB: The future of Cyclocross doesn't depend on big events. It's here to stay no matter what. The big races are cool because we all get to see the fastest athletes compete and they get paid a little better if they win. They are very cool when they are in some urban setting where non-cyclists can wander up and see the racers hauling ass around a city park or something. The nats in the Presidio a few years ago were amazing in that respect.

ZD: You are a bicycle tire guru. You have been developing and testing bike tires for years. Where do your cross tires excel as compared to other cross tires on the market? What other cross tires do you like?

KB: Bontrager cross tires are good on relatively hard packed fast courses. They work great in Santa Cruz (imagine that...) and other places with hard packed dry conditions. Michelin Mud and Jet tires are good in the right circumstances.

I like to ride tubulars (especially on the light carbon wheels) but the tread designs are pretty lame, good copies of bad 20 year old designs. They have good straight ahead traction but do not corner well. It would be great if someone developed a good tubular with a modern tread design that didn't cost a fortune, but you'd end up giving away more to friends than you sold if you did.

Having said that, if these tubeless clincher configurations work out it might make the decision simple for anyone except sponsored pros. Decent tires at 50 psi or lower can make a tricky course much easier to ride fast, and the risk of pinch flats goes way down.

ZD: You've always been a big advocate of making sure the trail of your bicycles was as good as it could be. When you think of a cross bike as it relates to trail, what figure do you target? Would you change the trail from a typical road bike set-up for your cross bike?

KB: I didn't tweak cross geometry too much. Danny Nall loaned me some of his old Eurocrossers 20 years ago and I copied them. I forgot the brand - they were Swiss I think. There is not much to it really. It's the rider, right?

ZD: I've probably watched the 2001 Cross Worlds tape in Zolder about 50 times. I still can't get over the amount of spectators lined up in the woods cheering for their favorite racer. In some ways, cross is the most spectator-friendly format of nearly all the cycling disciplines with the exception of track racing. What do you think prevents cross racing in the US from being as big as it is in Belgium?

KB: Serve some good beer and frites at a cross race (legally) and you will quickly fill the woods with raving fans. It will take them a few years to know what they are screaming about, but it will work out eventually.



Photo Courtesy: Keith Bontrager

Imperfection Is Perfection

“I love working at the bench. It’s the best part of the job.”—Richard Sachs

Filmmaker Desmond Horsfield has made a documentary about Richard Sachs. Having now seen the work no less than a half dozen times, I can say it is a momentous work encompassing all that Richard Sachs is: frame builder, racer and philosopher.

There are a number of theories about why Richard Sachs is arguably the most popular of all frame builders. I’ve often pondered the issue myself. Now I know. Even though I’ve known Sachs for more than 15 years, the documentary condenses the man to his essence. He is, frankly, the archetypal frame builder. Equal parts artisan, engineer, racer and theoretician, he is all things we imagine a master should be.

The film opens where it should: With riding shots of Sachs aboard his bike. Riding the bike is, after all, where it begins and ends for Sachs and where he wants the experience to begin and end for his clients.

From riding, Horsfield moves next to a shot of Sachs brazing. The thrill of seeing Sachs braze is akin to seeing Audrey Hepburn or Grace Kelly walk onscreen. It’s the moment we’ve all been waiting for. The drama we experience as we watch is Horsfield’s creation. His camera movements are efficient, economic even, and his editing seamless, fluid.

Filmmaking is much like sculpture and the artist’s real talent comes in knowing what to take away; how to leave just enough behind. What you see onscreen is imperative.

One wonders how many people have actually seen the man braze. Like painting or writing, brazing is solitary effort, and as rarely recorded as whales mating. What you notice is his precision of movement, how his hands execute each act with the assured grace of the routine. To see him braze is to know the brush stroke of Monet. And all the while the voiceover continues as a counterpoint to the physicality of fabricating the frame itself.

Sachs gave Horsfield a surprisingly rich vein to mine. From saved letters and newspaper clipping to old photos and videotape, Sachs’ archives add a depth to the film utterly unexpected. We also see Sachs racing in his latest passion, cyclocross, and seeing him work his way up through slower traffic tells you just how serious he takes racing.

I expected to watch the film and come away with a better sense of how to build a great bicycle frame from steel. That didn’t happen. Ultimately, the film raises more questions than it answers. It’s a window into an endeavor, not a skill. That, perhaps, might be Horsfield’s great achievement; he created a film that reflects the conversation that Sachs wants to have, not the job skill we may imagine frame building to be.

In documenting Sachs’ lifetime of work, Horsfield has not only created a great film about two subjects we find fascinating—Sachs and frame building—but he has created an indispensable work for all those who find beauty in cycling.


To order the DVD go here. To learn more about the film maker and see a clip, go here.

Encore

Regardless of Cannondale's new seat at the Pacific table, one aspect is undeniable: the years under the Pegasus umbrella have led to some impressive developments in material technologies. The result is big leaps in the Cannondale product range and a trickle down of technologies to the lower price points.

I have been nothing short of astonished by the functionality and performance of my CAAD8. The most salient is the CAAD8's return on investment. The bike rides so wonderfully that it's hard to believe I paid hundreds, not thousands, of dollars for it. Therein lies the reason I have so much trouble moving on from it. I have no reason to replace it other than it's beginning to look dated and I have a fear (from my years in retail) of riding an oversized Al bike into its golden years. Aluminum has a tendency to throw in the towel when it's had enough and, if you miss its early tell-tale signs, the final curtain can prove to be pretty scary.

Based on my three joyous seasons aboard the CAAD8, buying another Cannondale seems like the obvious choice.

For the 2008 season, I plan to launch my mid-pack domination aboard Cannondale's newest and most advanced machine: the SuperSix. Hailing from Bedford, PA, the SuperSix is Cannondale's first full-carbon offering made in the good 'ol U.S. of A. Like all Cannondales, the pricing is reasonable and, if you look hard enough, there are deals to be found. My SuperSix arrived dressed in summer whites which is 2008's equivalent to 2006's natural (dress) weave. I wasn't given a choice for color, but I'm more than willing to live with the blanc. A company really has to miss the mark for a white product not to equate to PRO.

Although I only have a thousand miles on the new bike, its strengths are beginning to show. A walk around the SuperSix reveals some cool features:

BB30 specification - Negated by the use of Cannondale's threaded insert and the SRAM Red crankset, this is BKW's first brush with the future of BBs. Maybe it was a mistake not to use the SI crankset from Cannondale, but hey, the Red cranks look so damn nice and means I don't have to pop for the SIs.

1.5" head tube tapering to 1.125" - This modification seems to be all the rage in the carbon bike world, and it's intended to stiffen up the front end, especially under hard corning. A cool feature for feature's sake, but I don't recall the 1.125" head tube of the CAAD8 being overly flexy.


Super skinny seat stays a la Cervelo R3 - When paired with carbon, this has already proven to be a comfy addition. Again, the CAAD8 was extremely comfortable for an oversized Al bike, but the addition of carbon has helped to soak up the high frequency road buzz and low frequency bigger hits giving the Six a distinctively carbon bike feel, not a wooden feel like some, but rather the "magic carpet" feel that only high-quality carbon bikes can deliver.


Wickedly oversized down tube - The thick down tube, which when compared to the CAAD8, illustrates the control bike designers have over the cycling public's aesthetic tastes. When comparing the SuperSix to the current crop of carbon bikes, the downtube size is par for the course and does not seem the least bit out of place. Set the bike next to an elegant steel machine and the difference presents itself like ZaZa Gabor during a traffic stop.

With all of the surface area on the down tube, Cannondale's lawyers felt it was an ideal place to throw down the disclaimers, striking with a fury equal to the legalese of a McDonald's coffee cup. Taking their cues from loopholes of the mattress industry, the decal rests deep under the clear coat, assuring it is never removed, even by owner.


Since we're going to mix it up a bit with a full carbon rig, why not throw in a few other tweaks, like the SRAM Red group. The Red group began its season aboard the CAAD8 and with 1,000 miles of CA roads, roller time, and full-on crappy weather abuse, it has proven to be an amazing follow up effort from the gang at SRAM. I am especially fond of the lever reach adjustment, a feature Shimano and Campagnolo have ignored. With the adjustment dial tweaked, the levers are positioned optimally for use with the Newton Shallow Drops. Returning to a Campy hood may prove to be a challenge.

Greg will rest easier knowing that BKW has approved the purchase of a saddle with a touch of white and, although not entirely white, it will compliment the mandatory rule of summer tape. Thanks Greg!

In the hoop department, my loyalties stay with Mavic and, for 2008, I couldn't say no to the Ksyrium SL Premiums. I've been waiting with baited breath for Mavic to make a return to the all-black of 2000. It took all of my will to leave Interbike last year without the display wheels under my jacket. For the warmer months, the Cosmic Carbone PROs make their third appearance, this time sans MP3 program. Cross your fingers that the carbon wheel Karma is strong this season.

The SuperSix appears to be a refined CAAD8, incorporating the good and improving on the few weak areas. The Red group was love at first assembly and I trust it will only get better from here. Stay tuned for some further thoughts as the season goes on and the mileage goes up.

Andy Hampsten's Land Shark

One of the most interesting bikes at the Handmade Bicycle Show lacked the high-polished freshness of many of the bikes that had been assembled in the 72 hours prior to display. John Slawta of Land Shark presented the bike he built in 1988 for Andy Hampsten, the bike he would go on to win the Giro d'Italia aboard.

The bike featured crisp lug work and fastback seatstays.





In one corner of Slawta's booth he displayed the original promotional poster put out by Cinelli celebrating that great day on the Gavia. However, the most curious aspect of the display was in the lower right corner of the frame.

Slawta displayed a postcard signed by Andy and members of the 7-Eleven team.

Slawta's hand-scrawled notes regarding Andy's requested frame measurements. The bike was built around 56.5cm top and seat tubes a 74-degree seat-tube angle, 73.5-degree head tube angle and only 35mm of fork rake, resulting in a whopping 6.42cm of trail, which is roughly a full centimeter more than is used in most racing bikes made today. With so much trail, the bike steered deliberately and remained calm at high speed, just like our hero did on those crazy descents in the Dolomites.

An Interview With Darrell McCulloch, Part III

In our last installment of our interview with Dazza, we discuss inspiration, his riding and the nature of the custom bike experience.

BKW: From where do your draw inspiration?

DLM: From everywhere, from everyone, from everything around one that passes by, and perhaps something from inside me. I like to think I am a student of the world.

"Model Engineer" magazine is brilliant.

BKW: What about your own work continues to excite you?

DLM: Trying today to better what I did last week. Not just the metal work, but also all the other things that an independent framebuilder likes to do and must do.
I call my work or way I express myself in my work/lifestyle my Ph.D. that will never be completed.

BKW: Where do you think you are going with your frame building and also where do you think frame building will go?

DLM: Better, more refined and a greater recognition as an alternative to the ones that are sick of 900 gram awful riding and looking breaking carbon mass-produced stuff.


BKW: Do you ride and how often?

DLM: Five to six times a week. I don't pull the knicks on unless it is at least two hours pedaling and it must be first thing in the morning or it just does not happen.
No coffee shop stuff. I reckon coffee shop riding is a lame excuse to get on your bike.

I ride, look around and think and sometimes huff and puff when I am motivated to lean on the pedals. I like the hills.

For while I stopped riding for a few years (insert extra workshop toil here) lost the need to ride, that passed and now I have to ride! Sundays is with mates over some climbs for four hours.

BKW: Do you race, tour, MTB or ... other?

DLM: I did a lot of road and track racing for many years, also a few seasons in France; I loved racing on France, lots of seconds and thirds as my gallop was barely detectable by modern scientific instruments. I could scamper up a decent climb as I weighed about 60kgs. Touring, not yet, but I want to cycle tour properly, but I have to build myself a touring bicycle first. Project for next summer. No MTB here, life has been too short.

I love bush walking and camping, walk in and walk out stuff.


BKW: In a few words, can you sum up bespoke hand made frame construction?

DLM: Toil, more toil, lots of toil. More complicated than it was 10 or 20 years ago. Maybe that is why some lifetime builders struggle with the niche market that it is today.

However, it is fun, and rewarding to my soul. I would not have done it any other way.
Bicycles and racing have allowed me to visit and work in 23 countries, work two Olympics as national team mechanic, travel, enjoy good times with many friends around the world. All way more than I could have expected to see and do when I kicked off in Sandgate 1979.

So the toil has a nice payoff. What do I have to complain about? I am happy.


BKW: What do you want your clients to take away when you make them a bicycle?

DLM: A bicycle that gives them many years of enjoyable riding. So with each passing year, their Llewellyn bicycle gives them greater value. Thus they Cherish their Llewellyn. That pleases me.

An Interview With Darrell McCulloch, Part II

In Part II of our interview with Dazza, we discuss his love of polishing, his wait and how he plans to live a long time.

BKW: Do you work with stainless steel very often?

DLM: Yes.

Every frame I make has some stainless: the dropouts, cable guides and stoppers, chain hanger, front derailleur mount, and the heart detail between the stays. I use stainless here because it has merit. I like frame parts that function well, keeping paint tidy, no corrosion from road salts, or from people who perspire battery acid. Aesthetic is important but durability and function should never be sacrificed, intentionally or through ignorance. I see/hear people chatter on about so and so's dropouts or some other design feature they see on a frame, but 30 years of experience tells one that there will be grief and tears with some designs currently in fashion. There is reason why the long time professional builders have not done the design of a part or a frame that way.

Having said that, then there is my reputation for the bling bikes; but you know, I only do three to four of those elaborate stainless lugged frames each year. They get a lot of attention. Some of those have 250 hours of metal work in them. They hurt in many ways to make. This year I will make only three of those and two slots are already taken and the other one is being finalized. So if a client wants one, they need to sign up/deposit for a 2009 slot now.

BKW: Where are most of your customers located?

DLM: Mostly in Australia.
Most of my export frames go to the USA and these typically feature hand-cut, polished stainless lugs.


BKW: How many bikes do you deliver in the average year?

DLM: I have given up counting. Truly, I have not counted production for five years, but I can say, not as many as I would like to get out the door. Running the show takes more time than it used to when compared to the good old days.

Also, those elaborate stainless lugged frames take up a lot of energy, time. Each one is big black hole for 5 to 6 weeks.

BKW: How long is your waiting list?

DLM: It fluctuates from 6 to 12 months.

BKW: Tell us a bit about the red bike that was at the Handmade Bicycle Show. You said you had 250 hours in it.

DLM: Yes, 250 hours, that is not counting customer discussion time and sending pictures of the build process each night.

I cut a set of Pacenti lugs, crown and BB, in a variation of a theme I have done before, and I was very pleased with the results. I machine the seatstay plugs and hand miter them to the seat lug to fit and look the way I desire. Cut stainless details for aesthetics and many other extras. But I would like to stress, that bike frame is made to be ridden and be used, it is not fragile or for the mantle piece. No compromise is made on the ride and longevity of the bike because it has shiny bits.
Typical frame, fork and stem like that one is $9,500 AUD ($8,500 USD) or more depending on what the customer desires.

Compared to my normal build style road frame, fork, stem which still has stainless fittings, polished dropouts and other details for $3,800 AUD ($3,350 USD)


BKW: Do you paint your frames?

DLM: No, never, never want to, I am too young to die!

My old training partner from the early 80's, Joe Cosgrove, paints my work, he does a splendid job. He was very chuffed recently to receive high praise from Joe Bell and other paint legends while at NAHBS 2008.

I also think painting is so specialized, it is a full time Ph.D. that will never be finished. I think that builders compromise their painting if they apply themselves to the metal work and design of their bikes properly, or painters compromise their painting Ph.D. if they put time into metal work. Some do reasonable work in both skills, but they are limited or perhaps have to keep to a narrower pathway, and some are not always progressive or attuned to the changes and progress of today's market for hand made frames.


BKW: You seem pretty proud of your lug designs and other casting projects, are there delights on the drawing board?

DLM: If the handmade bespoke/custom bicycle scene is to stay healthy and vibrant, we builders cannot go on producing frames that are just repros of circa 1985 with the additions of some extra windows in the lugs with leather handle bar tape and pastel coloured paint jobs. These have their place and is super cool, but the demographics of these clients is dwindling each year.

The new generation of clients/enthusiasts are the new buyers. All they have seen is carbon this and carbon that but they can be shown the merits of both the traditional build methods and styles, fused with contemporary designs and styles. A better bicycle is the result. The best of the past with the best of today. We build better bicycles today than 30 years ago.

This desire prompted me to invest a lot of time and resources in designing and producing lugs and dropouts to strengthen what I do. I have to admit, it is a lot of toil, thrown on top of workshop production, added with the hiccups along the way. I have as much pride in these casting projects as the attention my stainless lugged frames receive.

As for new projects on the drawing board, the answer is yes and no for the time being. No, but yes, when time allows.