A bit too tight with the mudguard IMHO. Not forgetting operating it and what that means. Cable operated was offered by both Simplex and Huret more-or-less at the same time of suicide lever shift. It took time to lift off.
Vintage French randonneuer's and porteurs.
- Thread starter Guinessisgoodforyou
- Start date
A bit too tight with the mudguard IMHO. Not forgetting operating it and what that means. Cable operated was offered by both Simplex and Huret more-or-less at the same time of suicide lever shift. It took time to lift off.
Frankenorange
Orange 🍊 Fan
Victoire are doing a pretty damn fine job. Not 100% perfect, but pretty close.
Guinessisgoodforyou
rBotM Winner
I think the spirit of the French Randonneur/Campeur is captured well, integrated with modern parts. As I said previously I would have a roomful
Guinessisgoodforyou
rBotM Winner
Victoire cycles randonneur, I can hear pitch forks being sharpened. This may be divisive yet it speaks to me on many levels. I ask you to consider the bicycles purpose, a very long ride, in relative comfort at high speed. Pic heavy.
Enjoy this rather special and innovative machine, there are many details to catch ones eye. The ride is of course epic. Translation below,
https://www.victoire-cycles.com/en/velo/concours-machines-2019-paris-brest-paris/
The Victoire du Concours de Machines Paris-Brest-Paris N413
Once again, the Victoire team decided to enter the 2019 Concours De Machines. This year, the rules were written by 200 magazine in the form of a letter from a certain Mr Rêveur describing the fantasies of a long-distance regular looking for a new bike. Here is our proposal, which respects Mr Rêveur's wishes and won the 2019 Concours de Machines.
Delivered on 12 August 2019
Created by:
Abygaïl, assembler
Olivier, workshop manager, frame builder, trainer.
Julien, design and painting
Luka, frame builder
Bicycle undefined
Sitting around the table in February, several things became clear to us.
This bicycle for the competition would not only be a model showcasing our expertise, it would also be a field of exploration, a prototype allowing us to step outside our comfort zone and test new ideas, and finally, a bicycle that we would keep in our showroom, like the models created for previous editions.
Reading Mr Réveur's letter revealed an important point: this bike had to be collapsible. We had already proposed a machine of this type in 2017. The concept, combining the Break-away system invented by Ritchey and the S&S coupler, had many advantages, but also the main disadvantage of having to carry a specific key. We quickly agreed to start from this basis, while ensuring that the bike could be completely dismantled using a 5mm Allen key. To achieve this, we designed our own coupler system using CAD. Manufacturing was then entrusted to a local company, Add-Up.
Add-Up, a subsidiary of Michelin, specialises in additive manufacturing. A recent and innovative process, additive manufacturing can be likened to 3D printing, but in this case, the technology performs micro-welding of metal powder to build a part layer by layer. A pioneer and market leader, Add-Up enables the manufacture of extremely resistant unique parts with mechanical characteristics superior to those obtained by moulding (such as frame connection parts). We therefore designed five parts that were manufactured in Clermont-Ferrand using Maraging steel (an alloy used, among other things, to manufacture 953 stainless steel tubes at Reynolds). These parts replace a system of couplers or break-aways, while offering the advantage of local manufacturing. The Add-Up factory is located just a few kilometres from our workshops.
Proud of our expertise, we then crafted the frame using entirely traditional methods, with hand-polished lugs and welds. All of the frame and fork tubes were sourced from our Italian friends at Columbus. Olivier took charge of manufacturing the frame, while Luka tackled the enormous challenge of the fork assembly.
The second issue concerned numbness in the hands after 90 hours straight of holding the handlebars. The classic solution is to use triathlon extenders, raised to achieve a comfortable position, but this option has the disadvantage of being unattractive and adding weight to the bike as a whole. Our thinking started from a simple observation: on a modern long-distance bike with extensions, the front is generally very cluttered visually, with a multitude of tubes and panniers. We therefore tried to reduce the number of tubes by giving them as many functions as possible, according to the principle of ‘less is more’, dear to Ludwig Mies Van Der Rohe.
The result is a 100% unique piece that serves as a fork, stem, extension and luggage rack.
We also set ourselves a challenge for this year: to reduce the use of plastic parts to a bare minimum and completely ban carbon. Our project is therefore made up of recyclable materials, and we have prioritised robust and easy-to-repair parts. To save weight, we designed and manufactured as many components as possible, such as the GPS mount integrated into the stem cover, and anything that could not be manufactured in the workshop was modified as far as possible.
The frame for the 2019 Machine Competition took two weeks to build and required around 50 hours of work by two frame builders. Despite the use of additive manufacturing for some parts, many small parts and details had to be made using traditional methods. The frame, made from Columbus Life tubes, weighs no more than a conventional frame, despite the homemade coupling system. All the small brazed parts are made of stainless steel to prevent any possible corrosion. For once, the headset is standard 1", despite the disc brake system. This original feature saves a significant amount of weight at the front of the bike, which is only possible thanks to the special design of the fork.
The fork took almost as long to manufacture as the frame. No less than 45 hours of work were required to produce this multi-functional assembly. The main concept behind this object was to combine the fork, stem, extenders and luggage rack into a single piece. This integration technique saved weight while maintaining a structure made entirely of Columbus steel in the workshop.
We were able to save 400 grams with our integrated fork block compared to a carbon fork, luggage rack, stem and aluminum extensions, while also streamlining the bike's lines.
The ride.
Preparing the rider
We quickly decided to send someone from the team on the great adventure of the brevets. Tom le Dren, who is in charge of wheel racking and bike assembly, was up for it despite his lack of experience in long distances.
To participate in the race, four brevets (200, 300, 400 and 600 km) are required. These brevets therefore marked the very physical preparation of our rider. Tom also added a Tour du Mont Blanc to his programme to complete his training.
‘I was going into the completely unknown,’ Tom explained. ‘I had to learn everything, and the brevets require very specific organisation. From the very first one, while I was waiting for people to validate my passage, I realised that I had to go and get my card stamped in a shop to prove that I had passed through.’ For these brevets, he rode a bike designed to develop his long-distance position, which is different from his ‘racing’ position. We therefore carried out a new postural study so that he could tackle the 1,200 km of Paris-Brest-Paris with the maximum possible comfort. The higher position and less pronounced drop than on his usual bike helped to alleviate the usual pains of long distances.
“The extenders, especially on the way back, were a great help,” explains Tom. “I was able to ride at 29 km/h for two and a half hours after 900 kilometres, and they allowed me to save energy. It’s so comfortable not to have to tense up on the handlebars and to be able to rest your arms, neck and hands... This position suddenly takes the strain off your entire upper body."
The challenge of this competition was to fine-tune the machine at the same time as the rider. "One of the most complicated things to manage over long distances is managing your effort on flat terrain, in the wind... You're completely on your own because it's very rare, if not impossible, to find fellow riders who are exactly at the same pace on the bike, but also in terms of managing their breaks. The hardest part is at night, with the risk of drowsiness, and getting used to sleeping in unusual places. On the 600 km brevet, I even slept in a bank vault!
I also suffered a lot from the cold and humidity. My body was constantly asking me for more food, yet I felt I had no energy left.
What also surprised me a lot was that, with fatigue, you go through all kinds of emotional states in just a few minutes. During the third night, as we approached Paris, it was very tough mentally. But I really enjoyed the experience and all the work with the team to prepare for the event. Since then, I've developed a taste for long distances. You discover other interests besides purely sporting ones. I would like to do Paris-Brest-Paris again to improve my time thanks to this first experience."
Setting off with as much enthusiasm as humility, Tom's efforts and perseverance paid off: after 62 hours
oops:GIGFY) of racing, he finished first among the drivers in the competition.
Enjoy this rather special and innovative machine, there are many details to catch ones eye. The ride is of course epic. Translation below,
https://www.victoire-cycles.com/en/velo/concours-machines-2019-paris-brest-paris/
The Victoire du Concours de Machines Paris-Brest-Paris N413
Once again, the Victoire team decided to enter the 2019 Concours De Machines. This year, the rules were written by 200 magazine in the form of a letter from a certain Mr Rêveur describing the fantasies of a long-distance regular looking for a new bike. Here is our proposal, which respects Mr Rêveur's wishes and won the 2019 Concours de Machines.
Delivered on 12 August 2019
Created by:
Abygaïl, assembler
Olivier, workshop manager, frame builder, trainer.
Julien, design and painting
Luka, frame builder
Bicycle undefined
Sitting around the table in February, several things became clear to us.
This bicycle for the competition would not only be a model showcasing our expertise, it would also be a field of exploration, a prototype allowing us to step outside our comfort zone and test new ideas, and finally, a bicycle that we would keep in our showroom, like the models created for previous editions.
Reading Mr Réveur's letter revealed an important point: this bike had to be collapsible. We had already proposed a machine of this type in 2017. The concept, combining the Break-away system invented by Ritchey and the S&S coupler, had many advantages, but also the main disadvantage of having to carry a specific key. We quickly agreed to start from this basis, while ensuring that the bike could be completely dismantled using a 5mm Allen key. To achieve this, we designed our own coupler system using CAD. Manufacturing was then entrusted to a local company, Add-Up.
Add-Up, a subsidiary of Michelin, specialises in additive manufacturing. A recent and innovative process, additive manufacturing can be likened to 3D printing, but in this case, the technology performs micro-welding of metal powder to build a part layer by layer. A pioneer and market leader, Add-Up enables the manufacture of extremely resistant unique parts with mechanical characteristics superior to those obtained by moulding (such as frame connection parts). We therefore designed five parts that were manufactured in Clermont-Ferrand using Maraging steel (an alloy used, among other things, to manufacture 953 stainless steel tubes at Reynolds). These parts replace a system of couplers or break-aways, while offering the advantage of local manufacturing. The Add-Up factory is located just a few kilometres from our workshops.
Proud of our expertise, we then crafted the frame using entirely traditional methods, with hand-polished lugs and welds. All of the frame and fork tubes were sourced from our Italian friends at Columbus. Olivier took charge of manufacturing the frame, while Luka tackled the enormous challenge of the fork assembly.
The second issue concerned numbness in the hands after 90 hours straight of holding the handlebars. The classic solution is to use triathlon extenders, raised to achieve a comfortable position, but this option has the disadvantage of being unattractive and adding weight to the bike as a whole. Our thinking started from a simple observation: on a modern long-distance bike with extensions, the front is generally very cluttered visually, with a multitude of tubes and panniers. We therefore tried to reduce the number of tubes by giving them as many functions as possible, according to the principle of ‘less is more’, dear to Ludwig Mies Van Der Rohe.
The result is a 100% unique piece that serves as a fork, stem, extension and luggage rack.
We also set ourselves a challenge for this year: to reduce the use of plastic parts to a bare minimum and completely ban carbon. Our project is therefore made up of recyclable materials, and we have prioritised robust and easy-to-repair parts. To save weight, we designed and manufactured as many components as possible, such as the GPS mount integrated into the stem cover, and anything that could not be manufactured in the workshop was modified as far as possible.
The frame for the 2019 Machine Competition took two weeks to build and required around 50 hours of work by two frame builders. Despite the use of additive manufacturing for some parts, many small parts and details had to be made using traditional methods. The frame, made from Columbus Life tubes, weighs no more than a conventional frame, despite the homemade coupling system. All the small brazed parts are made of stainless steel to prevent any possible corrosion. For once, the headset is standard 1", despite the disc brake system. This original feature saves a significant amount of weight at the front of the bike, which is only possible thanks to the special design of the fork.
The fork took almost as long to manufacture as the frame. No less than 45 hours of work were required to produce this multi-functional assembly. The main concept behind this object was to combine the fork, stem, extenders and luggage rack into a single piece. This integration technique saved weight while maintaining a structure made entirely of Columbus steel in the workshop.
We were able to save 400 grams with our integrated fork block compared to a carbon fork, luggage rack, stem and aluminum extensions, while also streamlining the bike's lines.
The ride.
Preparing the rider
We quickly decided to send someone from the team on the great adventure of the brevets. Tom le Dren, who is in charge of wheel racking and bike assembly, was up for it despite his lack of experience in long distances.
To participate in the race, four brevets (200, 300, 400 and 600 km) are required. These brevets therefore marked the very physical preparation of our rider. Tom also added a Tour du Mont Blanc to his programme to complete his training.
‘I was going into the completely unknown,’ Tom explained. ‘I had to learn everything, and the brevets require very specific organisation. From the very first one, while I was waiting for people to validate my passage, I realised that I had to go and get my card stamped in a shop to prove that I had passed through.’ For these brevets, he rode a bike designed to develop his long-distance position, which is different from his ‘racing’ position. We therefore carried out a new postural study so that he could tackle the 1,200 km of Paris-Brest-Paris with the maximum possible comfort. The higher position and less pronounced drop than on his usual bike helped to alleviate the usual pains of long distances.
“The extenders, especially on the way back, were a great help,” explains Tom. “I was able to ride at 29 km/h for two and a half hours after 900 kilometres, and they allowed me to save energy. It’s so comfortable not to have to tense up on the handlebars and to be able to rest your arms, neck and hands... This position suddenly takes the strain off your entire upper body."
The challenge of this competition was to fine-tune the machine at the same time as the rider. "One of the most complicated things to manage over long distances is managing your effort on flat terrain, in the wind... You're completely on your own because it's very rare, if not impossible, to find fellow riders who are exactly at the same pace on the bike, but also in terms of managing their breaks. The hardest part is at night, with the risk of drowsiness, and getting used to sleeping in unusual places. On the 600 km brevet, I even slept in a bank vault!
I also suffered a lot from the cold and humidity. My body was constantly asking me for more food, yet I felt I had no energy left.
What also surprised me a lot was that, with fatigue, you go through all kinds of emotional states in just a few minutes. During the third night, as we approached Paris, it was very tough mentally. But I really enjoyed the experience and all the work with the team to prepare for the event. Since then, I've developed a taste for long distances. You discover other interests besides purely sporting ones. I would like to do Paris-Brest-Paris again to improve my time thanks to this first experience."
Setting off with as much enthusiasm as humility, Tom's efforts and perseverance paid off: after 62 hours
oops:GIGFY) of racing, he finished first among the drivers in the competition.
Last edited:
Guinessisgoodforyou
rBotM Winner
Plus.
Guinessisgoodforyou
rBotM Winner
Plus.
Guinessisgoodforyou
rBotM Winner
Fin.
grantoury
Kona Fan
An absolutely brilliant bike. This to me is much more a modern brevet bicycle than anything Rene Heine has been doing. I love the fork/handlebar/rack design. The bike has beautiful lines, the slope is appraoching perfection. As far as weight saving goes, I would have gone with rim brakes, but it doesn't diminish their achievement to me.
Guinessisgoodforyou
rBotM Winner
