Feta killar behöver växlar

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J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 06 Feb 2018 19:58

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J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 14 Feb 2018 19:41

Hemma äntligen (den har varit och valsat runt i Sverige ett bra tag). Underbar kulör och lack. Superskick. Lycklig.

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rilleh
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Re: Feta killar behöver växlar

Post by rilleh » 15 Feb 2018 12:25

Avis! Byggtråd!

J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 15 Feb 2018 20:04

Byggtråd kommer under våren.

Idag var jag i kontakt med Andrew Muzi som var importör av 3Rensho till Nordamerika. Han har arkiv på det mesta och han verifierar att min är från 1983. En tidig variant med Shimano EF gaffeländar. Kul!
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ravelax
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Re: Feta killar behöver växlar

Post by ravelax » 21 Feb 2018 00:43

Mycktet fin! Ser fram emot byggtråd!

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Jonatan F
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Re: Feta killar behöver växlar

Post by Jonatan F » 21 Feb 2018 07:22

1+
Har man inget projekt har man inget liv :)

J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 22 Apr 2018 16:58

Värmen gjorde att jag fick lust att pilla lite med cyklarna. Det gick dock snabbt över - till förmån för en moppetur istället. Hann dock korta axeln på frambromsen på Specialissima: n från 1974 innan slöheten slog till. Avskyr när det sticker ut för många gängor vid muttern... och vikten, den vikten..!

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ravelax
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Re: Feta killar behöver växlar

Post by ravelax » 22 Apr 2018 22:03

Trevligt! Jag vårservade min Follis idag, kändes också rätt tradigt medan jag höll på men det var härligt att ta ut den på en provtur nu ikväll. Allt kändes perfekt, mödan värt!

J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 12 Jul 2018 22:10

Last chapter of this “restoration” was written today. I have some weeks of summer leave and took the opportunity to do the last things to finish this build.

I chose black cable housings as that is what I have seen in 1973-74 period pictures. There are examples of “Campagnolo grey” cable housing but the majority seems to be black on competition Bianchi: s. I chose white cotton bar wrap for the same reason.

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Did some touch up of the black Bianchi decals, gave the saddle a little leather oil and washed the REG “Bianchi” bottle. I had a pair of used but original globe gum hoods for the brake handles and they look OK from a meter or so. They do have some wear and sit quite loose – but are surprisingly supple. No rips or tears.

This was a very easy bike to do. I would not call it a real restoration. More of a tune up and detailing. The result I believe speaks for itself. Nice from the start – nice when cleaned up.

Thanks for following this meandering Specialissima(s) project to the finish.

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All pictures of this project, from start to finish, can be found here:
https://www.flickr.com/photos/45306161@ ... 5633/page1

The drilled chainrings on this bike are going to be substituted for NOS Record rings in a while. The drilled ones will be put on my next project –
https://www.bikeforums.net/classic-vint ... hread.html
Together with a lot of other drilled parts.
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ravelax
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Re: Feta killar behöver växlar

Post by ravelax » 17 Jul 2018 22:00

Mycket tjusigt!

J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 28 Jul 2018 20:50

Körde klart den här äldre Specialissiman idag.

Hela byggtråden här:

https://www.bikeforums.net/classic-vint ... hread.html

I started this project with the thought of… Maybe not giving it back its glory - I would however resurrect it – giving it, at least, back its honor - and I wanted it to be like a tired, battle hardened and scarred hero that makes a comeback with success.

Today it was finished. I do believe it has got its honor back. Here is how it was found:

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And I have thoroughly enjoyed resurrecting this bike. A late 60ies Bianchi Specialissima. Top of the line at its time.

And now for some pictures:

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ravelax
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Re: Feta killar behöver växlar

Post by ravelax » 01 Aug 2018 19:58

Helt klart värdigare nu än när du hittade den, bra jobbat! Det integrerade styrlagret på dessa är så läckert...

xshzu
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Re: Feta killar behöver växlar

Post by xshzu » 01 Aug 2018 21:09

Såna här inlägg får alldeles för lite kärlek på forumet. Sjukt fin!

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rallykalle
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Re: Feta killar behöver växlar

Post by rallykalle » 02 Aug 2018 21:58

ravelax wrote:Helt klart värdigare nu än när du hittade den, bra jobbat! Det integrerade styrlagret på dessa är så läckert...
Ja alltså jag dör lite vid anblicken av lagret, damn! Snyggt jobbat!
Time flies like an arrow. Fruit flies like a banana.

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SåsenFrÅsen
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Re: Feta killar behöver växlar

Post by SåsenFrÅsen » 02 Aug 2018 22:45

ravelax wrote:Helt klart värdigare nu än när du hittade den, bra jobbat! Det integrerade styrlagret på dessa är så läckert...
Håller med, riktigt brarestaurerings-jobb får en ju verkligen att känna sig som en klåpare.

Det där lagret är stenhårt! Men om lagerbanorna pajar, måste hela lvre styrörs-muffen bytas ut?

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J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 03 Aug 2018 07:40

Tack allihop!

Själva lagerbanorna är lösa delar (Campagnolo) så utbyte var lätt förr. Jag skriver "var" för idag är dessa delar unobtainium. Jag har haft tur - båda mina 60-tals Specialissima (har en ännu äldre också) har haft fina styrlager så utbyte har inte behövts.

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I byggtråden på Bikeforums, som jag gav länken till ovan, tackar jag dem som gjorde mitt köp av denna cykel möjligt. Passar på att tacka en gång till här.

TACK - Wooria och Slangen!

Så här skrev jag i mitt första inlägg här på fixedgear:

"Visade tidigare att jag köpt en gammal Bianchi till. Den var väl kamouflerad och bilden i Blocket-annonsen var väl inte direkt säljande. Priset var rätt men säljaren ville inte skicka den (från Malmö). Vi lade ner ett tag men höll kontakten. Säljaren (mycket trevlig) försökte sälja den lokalt men intresset var väl inte hett direkt. Någon vecka gick. Jag lade ut en blänkare här på fixed om hjälp och fick napp. ”Wooria” kunde plocka upp den från säljaren och skicka upp den till Stockholm. Jag kontaktade säljaren och affären blev av. Under tiden hörde ”Slangen” av sig och sade att han ändå skulle köra tur och retur Malmö och kunde hämta upp den. Det här är egentligen helt fantastiskt! Två för mig helt obekanta människor ställer upp och hjälper en för dem främmande människa. Det värmer upp en gammal cyniker."

Här kommer en samlingsbild på semesterns två byggen:

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Det är bara cirka 5 år mellan dem men de är från helt olika generationer.
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rilleh
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Re: Feta killar behöver växlar

Post by rilleh » 03 Aug 2018 19:10

Fruktansvärt imponerande och magiskt snygga hojar. Grattis & bra jobbat!

J2000E
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Re: Feta killar behöver växlar

Post by J2000E » 14 Aug 2018 21:08

Aero conversion part 1 (of 5)

This is going to be quite long. If under 30 - please think of it as a lot of text messages in a row… or just look at the pictures. ;-)

I wrote earlier:
“Considering the frame being from 1983 and Campagnolo not yet fully into aero routing of the brake cables I am going to replicate aero routing a la pre C-record era. Which means modifying Record/Super Record brake handles for aero routing.”

So… as per my last post Campagnolo obviously facilitated aero routing by changing the cast/mold of the brake handle body in the end of the NR/SR era.

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They made it possible for anyone to modify the brake handles for aero routing. In my opinion that also shows what path Campagnolo thought to be logic and mechanically sound for road bars and it became their solution for aero routing with the next generation - C-record.

There are other ways of getting aero routing using R/SR handles but in my opinion they are intended for time trial and bullhorn bars because of their cable routing. I will walk you thru these alternatives along the way.

Converting R/SR brake handles to aero routing has a bad reputation. Bad braking due to lack of leverage, a lot of friction caused by bends to the cable and cable housing, etc. I believe this reputation is mostly caused by a misunderstanding of what aero conversion method that suites your intended purpose. I hope to put some light on what I believe may have caused the bad reputation.

Here they are – what I call - the time trial and bullhorn solutions:

The quick and easy TT:
Cable with its cable anchor routed from the top (which has to be drilled a tiny bit to get the anchor to seat properly) and the cable housing directly attached to what used to be the original cable anchor seat (which has to be turned around to get the slot facing forwards). This method means cable housing must be free to move some - which makes a close to the brake handle body entrance for thru the bars routing difficult. Further away from the body would work or just tucked under the bar wrap as long as there is a portion of the cable housing being free to move and you can get a good hand position while riding.
Plus side + :
The same leverage as the original non aero routing.
No sharp bends on cable housing.
Minus side - :
Cable housing still in the wind or at least a portion of it.
Exposed cable housing might limit hand positioning.

I did not want to drill the body for the anchor – cable anchor not seated properly in pic.

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Slot facing forward after flipping.

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Working great.

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On (fake) bullhorn bar.

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The same solution on a road bar will result in a lot of exposed cable housing or if trying to get it inside the bar or under the bar tape it will result in extreme bends = bad reputation.

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The developed TT:
Cable with its cable anchor routed from the top and the cable housing attached to the brakehandle body at a drilled hole thru the lower portion of the body. To get brake leverage there is a pulley/roller attached to a bushing of some sort - where the non aero original cable anchor seat used to be.
Plus side + :
No exposed cable housing at the brake handles.
Minus side - :
Leverage is weaker than original due to the geometry between cable anchor, pulley and cable housing stop.
More bend on cable housing compared to “quick and easy TT” above.

This method do give some cable and housing bend when entering the handlebar and has less leverage but as bullhorns are mostly used on time trial bikes the braking is probably sufficient (obviously as it has been used by pro TT racers). If used on road bars there will be a short and sharp bend. And very probably not sufficient braking in a road race situation = bad reputation again.

I apologize in beforehand for using the first picture that I have found on the net and I do not know any longer who’s it is. Let me know if you do. The two latter I found on steel-vintage.com

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Part 2 (of 5)

So - for road bars the aero conversion has to be a bit different and this is what Campagnolo themselves went for:

A small pin attached to the brakehandle. Some kind of roller or pulley on the pin. A drilled hole in the brake handle body upper part and an exterior and larger drilled seating for the cable housing ferrule. If the pin and roller/pulley is placed as far up and to the front of the handle as possible there is ample leverage. Giving almost identical leverage and the same routing as the next generation of levers. No sharp bends to the cables or housing. Well - there is a tight radius bend to the cable above the cable anchor, at the roller, but it does not go inside the cable housing which means it does not add to friction.

As seen in the pictures below – provided by my Swedish vintage bike friend Michele Francesconi (OK - he is half Italian). He has them on a beautiful Colnago. This modification was done by Campagnolo and the brake handles were provided to some pro teams (there goes my earlier “not getting into the debate”). The drilling for the seating of the cable housing has the same finish as the rest of the body – hence - done by Campagnolo or a close affiliate. I would say it is certain. So does Michele who competed at the time and has been into bike racing and bikes during and since these were made. According to Michele the Renault Elf team and La Vie Claire used them. Pictures of Fignon at Renault Elf and Hinault at La Vie Claire using them is easy to find on the net. There is no doubt – Campagnolo.

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Next I will show some further examples of what I mean by misunderstanding/wrong use of aero conversion. I have already mentioned the TT/bullhorn routing being used on road bars giving bad results. The other way around can be as bad.

Pic stolen at speedbicycles.ch on the net – with my graphic comment.

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And mixing them. These pics are Ray Dobbins without his permission and I have added graphic comments. Road bar with the correct lever but routing done TT/bullhorn direction downwards. I do not know if Ray just had the levers and not the correct body to go with them or if there was another reason. The sharp bend on the cable housing inside the bar goes without saying. The cable end anchor is on top of body, the cable goes in front of the roller – and then to a hole in the body’s lower section. The original cable anchor seat bushing is still there. I would have thought the bushing would obstruct the cable path but I am likely wrong. He writes that it works nicely so I must be wrong (about that part – not the housing bend part).

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I believe the bad reputation of aero conversions to a large extent stems from choosing the wrong solution for the intended use rather than the conversions themselves. Add to that bad executions and set up errors. Can a properly chosen, executed and set up aero conversion be as good as the non aero original? Probably not. The brake handles are after all not designed for this. It is an afterthought. Can they be good enough? Campagnolo certainly thought so. They would not have equipped professionals with their aero conversions otherwise. A year later or so C-Record was released.

Here is Hinault and Moser at Trofeo Baracchi 1984. A very pedagogical picture - showing aero TT and aero road conversions. Observe the extra bulge on top of Hinault´s brake handles and the lack of on top of Moser´s.

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Fingon at a road race

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This is what I want for my 3Rensho Super Record Aero. I want aero brake cable routing! I do not only want it – I need it for this project. It is the whole point. As these brakehandles are as rare as hen’s teeth - being pro equipment – I have unsuccessfully been on the prowl for a set for quite some time. Waiting for a pair to surface on the market are likely to put me and the 3Rensho SR Aero in limbo – possibly forever…!

In the end I realized I had to make them myself.

I have a set of NOS but shopworn Super Record brake handles and a lot of Campagnolo spare parts. I have tools and know how to use them. Sometimes I have a bit of imagination. How difficult can it be!? Can I even improve on the design?

Intermission (this post is long). I will be back with part 3.

Part 3 (of 5)

I like to put up limitations for myself in my projects. Some kind of rules. I like to plan and to dwell on things. The journey is the goal. I believe it is more fun that way. It can be anything. “I have to use only X” or “It has to be made in X” or “I must have or make the parts – no buying this time”, “only tinker with bikes when sober” ;-) etc, etc. No matter what hobby I am into for the moment - I do it to challenge and hopefully also expand my comfort zone.

For this pre C-record era SR aero routing project I put up these rules:
I have to use only Campagnolo parts to modify the brake handles. Parts must be period correct. Forget the team brake handles. Forget what actually happened back when. Complete it with what was available. Do it in a way that could have been -and in line with the Campagnolo spirit. And no buying of parts or labor.

Put yourself in the position of working at Campagnolo in 1983. You are one of the guys (or girls) at the Campagnolo race support team. You have recently understood that aero routing is the new “it and in thing”. You know that after Tullios death the research and development guys and girls are working on a new group – the Record 180/C-Record and that aero brakehandles are soon to be standard.

Your boss (who has a striking resemblance to Vito Corleone) tells you to hustle up something to address this new “aero craze” thing and getting it out to the pro teams – pronto! “No money and absolutely no new tooling! Basta! Make it for both bullhorns and road bars – and have a solution ready at the end of the week! BASTA!”

You realize that to keep your job you have to make something out of nothing. No money and no time. You get out the spare parts catalogue. Hmmm… let us see what is in here. What parts are contenders? Get the brain going! Two double espressos going down quickly.

You soon realize the time trial aero routing is easily sorted. You solve it in a couple of minutes. You go down to factory floor and get a cyclocross chain ring bolt and a rear hub spacer from the line. Add nylon washers from the down tube shifters and - presto! If really anal about how it looks drill the handles to get the chain ring bolt and nut to seat a 1 millimeter on each side. Drill the body. This was easy. You suddenly anticipate a raise in salary from your boss – and maybe a date with his beautiful daughter.

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All measurements are correct and matching (the nylon washers actually needs to be drilled from 9 to 9, 9 mm and to be thinned out a bit also ). As I am not building a TT bike I am not going to drill a brakehandle body just to show you (have a look at part 1 to see where it should be placed. It is quite simple and straight forward.

Realizing the boss´s orders were a solution for road bikes also you start going thru the spare parts catalogue once again. Let us see… what contenders are there?!
A couple of minutes later you have decided to investigate the following parts further. They have potential.

1. An SR jockey wheel bolt/sunk screw and its nut together with a brake adjustment nut - minus its rubber ring.
2. A bolt that normally holds the rear derailleur parallelogram return spring in place and a brake adjustment nut.
3. A brass/bronze bushing for the rear derailleur and a steel jockey wheel sliding bearing.

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Measuring begins. You are happy as a child on Christmas! They all seem to fit the bill.

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Now you can not only look forward to dating your boss’s daughter - you might even get to marry her! And the salary will skyrocket!

Your happiness gets a knock when you realize there has to be a change in the production. The tooling for the brake handle body has to be changed a tiny bit. To add the possibility to drill the body and to get a cable housing ferrule to fit. Maybe not marry her then. Back to holding hands…

Part 4 (of 5)

After some careful measuring and thinking you decide on the rear derailleur bushing with a jockey wheel sliding bearing. One big advantage with this combo is that it makes it possible to place the cable as far up and to the front as possible within the given dimensions of the brake handle and body. This gives leverage. There are other strong reasons for this combo. The bushing is cheap (remember we are making belief here – this guy had the whole factory to his disposition – today these bushings are unobtainium), it is both light and strong (it is a tube) - and when mounted with a tight press fit and then gently riveted/enlarged in both ends – nothing protrudes on the sides while still being securely mounted. The jockey wheel bearing is chosen – because it is a bearing (even if it is actually the outer side that is the bearing surface), it is steel and it has a groove for the cable (oil/grease groove when at the jockey wheel). It is also exactly wide enough to support the bearer, the bushing, from side to side, while still free to rotate on the bushing. The fit between them makes your eyes water out of joy. It is like someone had this in their mind making them. We are talking 1/100 of a millimeter and yet it spins freely.

The only thing against this combination of parts is that there is no “Brev”, “Patent” or “Campagnolo” on them. One could contemplate the rear derailleur bushing together with a brake adjustment nut but it falls on the nut being a bit too large for it to fit. Believe me - I have measured over and over again and it does not work. It is 2 mm too big. It hits the bushing for the cable end anchor or the front of the handle – or the body at the back. There is not enough room for it. It is also a nut. It has threads – it would feel mish-mash and maybe in the long run not OK together with the brass/bronze bushing - and it would not support the bushing much. But it would be chrome and it would say “Campagnolo” right there on its side. I like that. Close but no cigar. The other pin/bearer alternatives, the SR screw and nut and the spring holder bolt, fell on appearance. Too much is going on. Not discrete enough. The spring holder bolt fell late as it would replicate the Campagnolo made handles on one side. Drilling and tapping the lever inside hole for the bolt threads and having just a tight support hole on the outside. But in the end the tubular bushing won.

Back to our Italian friend at the Campagnolo race support team. He ponders what the boss is going to say about that change in the casting mold for the body. “He is never going for it.” “I am not even going to get to hold hands with his daughter.”

About a year later little Fausto is born though. Everyone is happy and the grandfather (who still looks and sounds like Vito Corleone) turns to you and says – “I gave you an offer you could not refuse. You delivered. It was a good solution. It worked. Tullio would have approved. I know the new group set is out now and your parts are obsolete. But you did deliver. You are in the family now. Welcome. We will discuss more after dinner – I have some ideas about an adjustable slant parallelogram rear derailleur...”

Making these brake handles has been fun. I had to use my imagination, my tools and my spare parts. I believe my solution is good looking, I know it works great (tested) and one can at least imagine that Campagnolo could have done this. And/but I did it - my way... and there is satisfaction in that.

The most difficult part of building an “aero conversion Campagnolo Super Record equipped 3Rensho Super Record Aero” (that is sort of fun...) is now solved. My comfort zone has been challenged. The rest is easy. What other rules do I have to put up for myself!? Getting a silver anodized Cinelli 1R styrstam, 110-120 mm, with “3Rensho” pantographing before I can start the build up? Hmmm. That would take a while to get hold of. I will bet making one would be faster. Just kidding! Seriously!

Lever work pictures.

Starting off with my favourite tool during this project – it was used a lot!

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And another nice tool – the spring loaded punch. More control than with a normal punch and a hammer.

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Do not forget to put the roller in before using the press to fit the bushing... ;-)

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Body work pictures.

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It is very important to get a good seat for the cable housing ferrule. It is crucial. Old Campagnolo ferrules are a little rounded at the end and 6 mm. The seat has to be a tight press fit for the ferrule. No wiggle room. Remember that your hands are going to be on these when on the hoods. The ferrule has to be supported along all its length i.e. – flush with the body.

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Part 5 (of 5)

The result.

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I hope you have enjoyed the ride.
Grön våg för grå man...

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ravelax
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Re: Feta killar behöver växlar

Post by ravelax » 15 Aug 2018 13:07

Mycket snyggt jobb! Kul att se hur bra det kan bli när detaljkunskaper, välfyllda reservdelsförråd och lite påhittighet möts!

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SåsenFrÅsen
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Feta killar behöver växlar

Post by SåsenFrÅsen » 15 Aug 2018 19:35

Växelhacking måste ju vara det nya svarta (om det inte är bikepacking och elcyklar)!

Riktigt rolig läsning

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