Frame weight… it’s often talked about, requested and used as a measure to try and determine tubing type. From my own experience I can see several factors that affect final weight and I frequently see through my own documentation process that frame weight can be very random and time and again I see that it can be impossible to correlate frame weight to frame size to frame tubing.
SB6560 arrived in terrible condition with missing gear lever bosses and poorly applied transfers. It is a frame that has always been overlooked and put on the back burner while other projects came in and took over. Underneath the skin however, it is a lovely 531c SBDU Services des Courses frame that now deserves to hit the top of the project pile!
This isn’t intended to be an Internet resource of Raleigh frame numbers! If you are reading this for anything other than SB number sequences from the SBDU then please make sure you corroborate my information with other resources.
This blog post covers a basic background of things I’ve learnt about Raleigh frame numbering systems during my own research over the last few years, from the introduction of ‘W’ numbers at TI-Raleigh’s Worksop Carlton factory in late 1973, extending through to the late 1990s and Raleigh’s Special Products Division. The only numbers I’m confident about are the Specialist Bicycle Development Unit (SBDU) SB frame numbers at Ilkeston. Some of this blog post, especially the late 80s / early 90s is what I will call ‘work in progress – thinking out loud – still formulating things in my head‘ type of work, there just aren’t enough bikes available at the moment to provide more accurate detail.
Time Trial frame? Road frame? Or a bit of both? What exactly is it?
SB7393 came with a story that it was built and used for time trials and ridden by a junior. I was also told by Rob, the previous owner, that it was a “lively” ride! It looks like a conventional SBDU road bike, but then again, SB time trial frames can look like conventional road bikes too; and with vertical and horizontal ends as options on both types, it is ultimately down to geometry to unravel the puzzle.
I’m gradually working my way through the snagging list on SB4059, all those little jobs that I know about and that require attention are slowly getting done. Not so long ago I swapped the original Campagnolo grey outer brake cables for original Campagnolo black alternatives, and I also updated some of the frame transfers so that SB4059 correctly reflected the 1980 TI-Raleigh scheme. This time I’m repairing the threaded seat lug so that I can fit a correct and original SBDU threaded bolt.
When you have a get a good look at the paint on SB7393 you can see that it isn’t the best. Although it is all there and from a distance it looks ok, there are one or two areas of rust, the paint is dirty, flat and covered in previous brushed on rust treatments with other paint drips and garage related debris including several cobwebs. I was sure when I bought this bike that I could breathe some new life into it. This is the first step…
Now that Eroica Britannia is out of the way and work on SB4059 is complete (for now), I can turn my attention to looking at SB7393. This is a complete Reynolds 531 Professional SBDU bike that I bought a couple of weeks ago. Each part of this bike could cause problems, and now was the time to open the toolbox and see what was in store for me.
I’ve planned before and never got there, I’ve bought a ticket before and never got there, but this year I actually did get there. Karen and I booked up, bought tickets, sorted parking, arranged an Airbnb nearby in Buxton, packed the van and headed out on the three hour trip from Newcastle to Eroica Britannia.
It has been a long couple of days but I’ve finally completed this small and difficult project to bring SB4059 up to spec in terms of a 1980 period SBDU TI-Raleigh transfer scheme. Deciding to go for it and wreck the paint on a perfectly good frame meant that there was no going back. Thankfully my patience and care have paid off and SB4059 is done!
I think I must have been slightly bonkers to start this project but the desire to get SB4059 looking correct was too much! That morning when I took a knife to the clear coated transfers left me with a lot of work and once started, I had no option but to continue. And it is all because the person that renovated my frame all those years ago didn’t do their research. The moral of the story… if you are going to do something do it right and do it once.
Another email, another road trip, another bike.
I was sitting with my feet up on holiday at the end of May, just relaxing and watching the boats go by on the Norfolk Broads, when I received an email asking for a valuation on a bike. After a few more emails and some shared pictures, I ended up agreeing to buy it. SB7393 is an original paint SBDU bike built with Reynolds 531 Professional tubing and spec’d with a great selection of parts… and best of all, it is my size, 57cm.
I’ve recorded and blogged what seems like an amazing amount of detail relating to SBDU frames over the years and I’ve always strived to make everything I publish as accurate as I can. It has been a goal of mine to keep assumptions, unchecked facts and internet myths off the blog. What I’ve found is that my findings and posts are challenged on an almost daily basis when I’m contacted regarding frames, and so far, everything I’ve published has remained rock solid.
Following on from my previous blog posts about SBDU fork ends and seat stay caps, here is another short post in a series I’m writing about individual areas of SBDU frame design. This time I’ve chosen to write about gear levers, or more precisely, where they are positioned on the downtube. I’m quite sure that many people have never even considered this, after all, they are just levers mounted on a tube. And let’s face it, who actually does think about the small stuff like this… apart from me!
Sometimes when I see a bike that someone else owns I feel a little pang of jealousy, I can’t help it. And that is exactly how I felt nearly two years ago when I was first sent images of SB6827. The images were of a beautiful SB bike, it was original, the red paint was gleaming and all the Super Record parts were in perfect condition – I was then told that it had never been ridden and my jealousy feelings went off the scale.
You probably think seat stays are quite boring, why on earth would I devote a blog post to the two narrow tapering tubes on the back of a frame? Well as you hopefully all know by now, I do like my details, especially the small details! The various designs and subtle differences in seat stays can tell me a lot about an SBDU frame, even the frame age and tubing type.
I currently have six or seven or maybe even eight or more projects and builds happening at the moment. But lots of projects means lots of money, and that is something that is thin on the ground at the moment. Shhh… I’ve been saving for something rather nice so my funds have been temporarily diverted! As well as a lack of available funds, there has also been a lack of nice warm weather – it seems like it has been such a long winter. It’s been so cold and snowy which has meant the garage where I normally apply a little bit of paint has been out of bounds until now. But spring seems to have sprung, the weather has turned and as there appears to be a touch of heat in the air, it is time to divert some of my attention back to my SB6560 project.
I wasn’t planning to do this job today, it just happened. I’d been thinking for the past week about how to tackle the task of removing the transfers from SB4059… the problem is that they are sealed under a good layer of thick glossy clearcoat. While I was standing in the workshop, contemplating what to do, I decided to pick up a sharp blade and couldn’t resist having a sneaky pick at the corner of a transfer, just to see if I could break the seal of the clearcoat and get the blade under the vinyl… and that was it, once I had started I just couldn’t stop. And now there is no going back!
It’s just over six years since I fastened the first component to this frame and four or five years since I completed the first build on a long road to making this the best example of a restored TI-Raleigh Team Pro 753 that I could make, and now the time has come to take SB4059 apart. Yes, I am taking it apart to make it even better. Each step in building SB4059 has added a bit more accuracy and detail. Then a little while ago I blogged about fitting some NOS black Campagnolo brake cables, which meant that there were only two more items stopping this bike from being perfect, they were the top tube and Reynolds frame transfer, transfers that have really bugged me since day one of the journey.
What an amazing year!
MORE frames, MORE posts, MORE visitors, MORE views, MORE comments, MORE questions and MORE people helped!
In a year where the size of my collection doubled, I was able to use all the frames at my disposal to add so much more information to the content of the blog. My initial aim 7 years ago was to share everything I found and that is still very much my main focus; when others appear to want to hold onto information, I’ve shared and shared and shared some more! It’s clear from reviewing the more popular posts that anything about timelines and specifications are top of the list, so hopefully I can get more written in 2018! But for now, here is a summary of the 5 posts that received the most views in 2017 (together with total views since the post was published)…
SBDU frames and the TI colours have become hugely popular. More people are seeking to buy an SBDU frame and recreate the red black and yellow TI-Raleigh scheme. With this recent resurgence, sellers are looking to sell and buyers are readily buying. The demand for these frames is producing a seemingly never ending supply of TI painted frames. With so many looking to buy and then repaint, and so many looking to repaint and then sell, the amount of freshly painted frames I’ve seen recently by both buyers and sellers has spiralled. My concern based on what I’ve seen is that the detail of the SBDU TI scheme is in danger of being lost forever.
The year was 1984. I was only 14 and riding a beat up Raleigh Grifter around the estate. My parent’s shed was my workshop and I was kept busy fixing the bikes for all the local kids. My own bikes were fitted with names such as Sturmey Archer, Simplex, Huret and Weinmann. At the same time, unknown to me, two giants of the cycling world were about to go head to head for market supremacy. In the red corner, fighting out of Italy were Campagnolo, the makers of beautiful looking and precisely engineered components that graced the bikes of the professional peleton; they were up against Shimano in the blue corner, the Japanese corporation often only known for freewheels, hub gears and fishing reels.
It was just another night in front of the television when an email dropped into my Inbox regarding an SBDU frame, this is a situation I’ve been in a few times now. Another frame with a case of mistaken identity came up on my screen, actually, this time it was more a case of confused identity. A frame that looked like a Panasonic/Weinmann but with the name of Wes Mason emblazoned on the tubes. After a couple of emails a deal was done and the frame was with me two days later.
Following the change of cables on SB4059 there is now only one thing that I need to do, one more thing to sort out, one more thing that has bugged me the most about this build over the last couple of years. The one thing I’m talking about just happens to be SB4059 itself! Yes, the frame that all the bits hang from.
Every new addition gets a good clean and although it was already looking quite good, SH377T still needed a bit of work. Wet oil and grease on the surface of a tube will attract dirt and dust, and that is all that was covering this frame. When a frame is clean I can measure and document it. SH377T is a curious frame and I’ve looked forward to getting to this stage in my process.
It’s been a busy week! First came SB4933, an SBDU 531SL frame with beautiful chrome and exquisite new paint. Following on quickly came SH377T, Steve Heffernan’s Reynolds 753 pursuit frame. And finally, to end the week, GH6175 has just arrived on the workbench, the second Raleigh frame of the week without an SB number. GH6175 is now my second TI-Raleigh Team track frame and joins the 1978 frame of Jan Raas, JR178T.
eBay… it is a place I try to avoid. I like to find bikes and frames that haven’t had much exposure to the internet. eBay links containing interesting vintage bikes are shared across social media, and before you know it, the item has been seen by thousands and hyped up to a point that the auction escalates and bidders get into a frenzy pushing the prices up beyond anything sensible. I enjoy the hunt, searching and discovering SBDU bikes that have been hidden away. But I do keep an avid eye on eBay and every now and again a little gem crops up to pique my curiosity. SH377T was listed with no reserve and a low starting bid so I saved it into my ‘Watch List’ thinking it would go the way of so many others and spiral out of control… but it didn’t!
I’ve started a few blog posts recently with the words “I received an email…”; and this story is the same. Late on a Sunday evening I received a couple of emails with several images attached and then an email summarising very clearly what the frame was and what seemed like a comprehensive history. “Would you be interested in buying the frame?” My response was “Yes”, and after arranging to meet up, SB4933 came home with me.
What would you consider rare about the Specialist Bicycle Development Unit (SBDU)? I’ve heard people say that SBDU Reynolds 753 frames are rare… are they, or is that just perception? Defining something as rare really has to be done carefully, and in relation to the context of the subject. The way things are perceived is not always the way things actually are.
If I ever get the time and opportunity, I’ll take bikes into my wife’s photography studio and pick up the camera to capture the details of these frames. It’s good to get them into an environment where there are no background distractions, the focus is purely on the frame. Because SB3505 is in it’s original livery and in excellent condition, it had to have a turn. After a final polish it was placed on the background, in front of the studio lighting, waiting for its turn in the limelight.