Wartung englischer Drei-Gang-Fahrräder
Zwischen den 1930er und 1960er Jahren waren die englischen Drei-Gang-Fahrräder in eingen Aspekten das Optimum bei der durch Menschenkraft angetriebenen Transportmitteln. Sie entstammten einer vibrierend aktiven Clubkultur, die so nie wieder gleichwertig zustande kam. Das Fahrrad stellte eine beispiellose individuelle Mobilität für die britische Arbeiterklasse zur Verfügung.
Die Fahrradindustrie, deren Mittelpunkt bei den enormen Raleigh-fabrikationsstätten in Nottingham lag, war eine der wichtigsten des ganzen Landes. Die Arbeiter, die diese Fahrräder zusamenbauten, fuhren mit den gleichen Modellen auch zur Arbeit.
Roadster, Sport or Clubfahrrad?
Englische Drei-Gang-Fahrräder können lose in drei Gruppen aufgeteilt werden:
Roadster
Der Roadster ist ein klassisches Fahrrad, das überwiegend auf den flachen Land beliebt wart. Diese Fahrräder haben zumeist 37-635 (28" x 1 1/2") Reifen mit Westwood-Felgen, Stangenbremsen, Kettenkasten und enge Rahmenwinkel.
Roadsetr waren vor Allem auf Haltbarkeit ausgelegt. Sie musste mit dreckigen Straßen, Pflastersteinen und unasphaltierten Fußwegen mit möglichst wenig Wartungsaufwand zurechtkommen. Es wurde kein ernsthafter Versuch unternommen, mittels design oder Konstruktionsänderungen Gewicht zu sparen. Oft werden sie als Fahrzeuge für Polizistenoder ländliche Postboten dargestellt.
Roadster waren in den USA nie sonderloch beliebt, sind dort aber nicht wirklich selten. Die meisten in die USA importierten Roadster haben allerdings keinen Kettenkasten, weil die Zollbehörden besonders hohe Zölle auf Fahrräder mit einem Gewicht über 40 Pfund erhoben. Sie sind aktuell vorherrschend in Asien und Holland (daher auch die Deutsche Bezeichnung Hollandrad).
Sport
Sport- oder "Light Roadster"-Fahrräder waren das Basistransportmittel der städtischen Arbeiterklasse. Sie besaßen 590mm (26 x 1 2/8") Laufräder mit Endrick- oder Raleigh-Felgen, hatte Stahlschutzbleche, North Road Lenker und zuggesteuerte Bremsen. Sport-Fahrräder haten eine etwas agilere Rahmengeometrie mit typischerweise 72° Rahmenwinkeln. Sie waren schneller und leichter als Roadster. Die meisten englischen Fahrräder, die in die USA excportiert wurden, fielen unter diese Kategorie.
In enigen teilen der USA war dieser Typ Fahrrad be vielen Leuten, die es nicht besser wussten als "Englische Rennräder" bekannt, obwohl sie nicht annähernd irgendwelche merkmale eines Rennrads tragen. Daher ist es dumm und ignorant sie so zu nennen.
Einige der hochwertigeren Modelle wie das Raleigh Superbe hatten besondere Austattungsmerkmale. Sie hatten verriegelbare Gabeln, Dynohub Generatoren, hochwertige gefederte Ledersättel usw.
Auf beiden Seiten des Antlantiks wuerden sie neben Nutz- und Transpportaufgaben ausgiebig für Touren- und Fahrradcamping eingesetzt.
Clubfahrrad
Clubfahrräder waren die Elite- und Hochleistungsmaschinen Ihrer Zeit und ihrem Platz. Sie wurden so genannt, weil diese Art von Fahrrad bei Mitgliedern von aktiven Fahrradclubs sehr beliebt waren. Die ärmeren, weniger leistungsorientierten Clubmitgliedern fuhren eher Sport-Fahrräder. Jedoch der harte Kern der Clubmänner hatte echte Clubfahrräder.
Typischerweise hatte ein Clubfahrrad Reynolds 531 Rahmenrohre, einen flachen ungefederten Sattel, einen umgedrehten North Road Lenker (oder Dropbars), stählerne Rattenfallenpedale mit Pedalhaken und 597 mm (26" x 1 1/4") bzw. 630 mm (27" x 1 1/4") Laufräder. Soger weniger hochpreisige Modelle hatten Stahlfelgen, die - wie man damals glaubte - den Aluminium-felgen überlegen waren. Die stählernen Dunlop Special Lightweight Felgen, die bei besseren Clubfahrrädern verbaut waren, waren in Preis und Leistung heutigen Aluminiumfelgen ebenbürtig.
Clubfahrräder hatten wahrscheinlich etwas exotischere Sturmey-Archer Naben verbaut. Zumeist waren Drei- oder Viergang-Modelle mittlerer oder enger Bandbreiter. Ganz seltene Modelle waren sogar mit der seltenen ASC Dreigang-Fixed-Gear-Nabe ausgestattet.
Viele Clubfahrräder waren Eingangfahrräder, mit einer Flip-Flop-Nabe, die einem Freilauf auf der einen und einer Fixed-Gear auf der anderen Seite hatte. Mit Beginn der 1950er Jahre wurden auch Schaltwerke auf diesem Fahrradtyp eingesetzt.
Obwohl diese fahrräder für schnelle Gruppenausfahrten mit den Clubkameraden vorgesehen waren, wurden sie natürlich auch häufig für ernsthafte Touren und Zeitfahren eingesetzt.
Wartung englischer Drei-Gang-Fahrräder
oldeng24any younger mechanics are unfamiliar with some of the idiosyncrasies of English-made 3-speed bikes. Nevertheless, there are an awful lot of them still on the road, because they were built to last, and they still come in for repair. An all-around bike mechanic should be up to speed on these bikes.
These bikes are actually very easy to work on, but you do need to know a few of their quirks.
Schlüssel
oldeng24he French term for "adjustable wrench" is "clé anglaise" or "English wrench". There is good reason for this, because older British machinery used a different set of standards, called "Whitworth" for wrench sizes and screw threads. Some of these sizes are close enough to Metric or S.A.E. sizes that you will be able to use your normal wrenches, but you will probably need to use an adjustable wrench as well.
Raleigh vs. Britischer Standard
Identifikation
oldeng24efore you start to work on an English 3-speed (or a low-end English 10-speed), you should figure out who made it. By 1962, Raleigh or its parent company, Tube Investments (TI bought Raleigh in 1960) had gobbled up most of the smaller English manufacturers. In their enormous Nottingham factory, they built bikes under many names. It is important to know whether a bike was built by Raleigh because the Raleigh bikes were built to Raleigh dimensions, and other English bikes were built to British Standard dimensions.
Humber 1932 BSA , New Hudson, Sunbeam 1957 Rudge-Whitworth 1943 Phillips 1960 Triumph 1954 Hercules 1960 Norman 1960 Sun 1960 Three Spires 1954 Carlton 1960 Moulton 1967 The major areas of concern are headsets and bottom brackets.Non-Raleigh British bikes use B.S.C. parts, which are readily available. Raleigh used its own unique 26 threads-per-inch parts, which are not interchangeable with anything else. This is particularly a problem if you need to replace a fork on a Raleigh-built bike, because you will also have to replace the headset if you cannot locate a 26 TPI fork. Fortunately, the press-fit dimensions on the head tube of the frame are the same for both.
If you are not satisfied with cottered cranks, and want to upgrade a Nottingham Raleigh frame to cotterless cranks, you will have to re-use the old cups unless you are prepared to spring for a Phil Wood bottom bracket, or a Velo Orange threadless bottom bracket -- see article on cartridge bottom brackets. The inner diameter of Raleigh cups is a bit smaller than standard. Many bottom-bracket axles will not fit unless you replace the standard 1/4" bearing balls with 15/64" or 6 mm bearing balls. JIS (Japanese) standard BB axles that use nuts, and sometimes bolts, to hold the cranks on, will usually work with 1/4" bearing balls. These axles have stamped identifying codes such as 5-S. Because of the wider BB shells used on Raleighs, you will need a JIS 5 or 7 series axle.
Alternatively, it is possible to re-thread Raleigh bottom brackets to standard British (24 TPI) threading, but this will weaken the threads.
Also see my more detailed article on Raleigh headset and bottom-bracket dimensions.
Raleigh Vorderradnaben
oldeng24ost front wheels can be installed without regard for which side is left and which side is right. This is not the case with Raleigh 3-speeds. Raleigh front hubs usually don't have cone locknuts. Instead, they have one cone with wrench flats, the adjustable cone. The other cone is round, with no place for a wrench. The non-adjustable cone is supposed to screw down all the way on the axle until it runs out of threads (there is a raised shoulder on the axle for this purpose). All adjustments are to be made with the adjustable cone. The fixed cone must go on the bicycle's right, the adjustable cone must go on the bicycle's left. On the left side, the axle nut will keep the left cone from loosening up. If the wheel is accidentally reversed, so that the adjustable cone is on the right, it can tighten itself up and ruin the hub.
Up through 1952, front Dynohub (hub generator) axles had the adjustment on the left, but newer ones have it on the right -- see article on Dynohubs. Also note that incorrect disassembly of a Dynohub will permanently weaken the magnet.
Raleighs also used an unusual wheel retention feature. The axle slot in the front fork end is keyhole shaped. Older hubs came with special axle nuts and washers. The axle nut had a shoulder which fitted through the axle washer and into the round part of the axle slot. Later hubs have a shoulder on the cone which fits into the round part of the axle slot, and it is necessary to spread the fork blades a bit to get the wheel in or out. This is the more common arrangement.
Wie man Raleighs von anderen unterscheidet
dropf-raleigh-rect.gif oldeng24he easiest way to identify Raleigh-built bikes is by looking at the rear dropouts. Almost all Raleigh-threaded bikes have the rear fender eyelets located directly behind the axle, instead of above it. (This doesn't apply to roadsters, which don't generally have dropouts nor fender eyelets.
Most Raleighs use a seatpost diameter of 1" (25.4 mm) while other British 3-speed bikes usually use 1 1/16" (27.0 mm)
I have a separate page on Raleigh 3-speeds with more identification information.
Sturmey-Archer Getriebenaben
asc300-400.jpeg Almost all English 3-speeds have Sturmey-Archer rear hubs. Sturmey-Archer was a division of Raleigh, made many different models since 1902, and were still in business until October, 2000. The company was sold to a group of money manipulators who shut it down in hope of making a quick profit by selling off the assets. The Taiwanese company Sunrace bought the equipment, stock and rights to the name and is back in business.
Most older Sturmey-Archer hubs have two or three-letter model codes, which are usually stamped onto the hub shell. Conveniently, they also usually have the month and the last two digits of the year of manufacture stamped onto the shell. This is the easiest way to date a 3-speed bicycle, if it has its original rear wheel.
Sturmey-Archer Modelle
This page formerly contained a table listing some different Sturmey-Archer hub models. This table has been expanded and is available as part of this site's Sturmey-Archer Hub Page.
That page includes links to several other pages with extensive information on setup and servicing of Sturmey-Archer hubs -- 3, 4, 5 and 8 speeds, old and new.
Read that page! Most old three-speed bikes have the gear range set unreasonably high -- and that page will tell you, among other things, how to correct that problem.
Bremsen
oldeng24ost English 3-speeds use brake calipers that are adjusted differently than conventional sidepulls. They usually have a slot for a flat-head screwdriver on the end of the center-bolt. This is used differently depending on the brand.
Raleigh Bremsen
Old-style brakeoldeng24lder Raleigh brakes are identified by the special cables they require. These cables do not use anchor bolts. Instead, they have soldered lugs at both ends. Replacement cables came with the adjusting barrels. To replace them, you would remove the nut that held the old adjusting barrel fitting to the caliper, and switch over the whole assembly. When available, the cables came in three varieties: "front", "gent's rear" and "lady's rear". The "lady's rear" was longer and had the adjusting barrel facing the other way. Good luck finding replacements today.
Every time you service a "lady's" three speed, drip some oil down the rear brake cable housing at the caliper adjusting barrel and squeeze the brake lever a few times to work it in. Since the lower loop of housing is open upward to the elements, it can fill up with water and rust solid if not kept well-oiled.
The center bolts on "Raleigh-type" brakes are not adjustable. The spring block has a shoulder that is made to be just the right length so that the caliper arms can move freely. The spring block has a plain, un-threaded hole, so tightening it with the screwdriver end is the same as tightening the nut that holds the caliper to the bike.
"Phillips-Typ" Bremsen
oldeng24hillips-type" brakes use a conventional cable anchor bolt and a regular single-ended cable. Unlike the "Raleigh-type" calipers, the center bolt is adjustable. Much like Shimano side-pulls, turning the center bolt (with a screwdriver) adjusts the free play of the caliper arms. Unlike Shimano side-pulls, there is no separate locknut, so the same nut that holds the caliper to the bike acts as a locknut.
Both "Raleigh-type" and "Phillips-type" brakes usually have a fiber washer between the two caliper arms on the center bolt. This should get a drop of oil from time to time.
Reifen
oldeng24t is also important to remember that although 3-speeds usually take "26 inch" tires and tubes, they are not interchangeable with mountain-bike size 26 inch rubber. The vast majority use the English 26 X 1 3/8 size. This has a different bead-seat diameter (I.S.O.590 mm), and will only take tires marked 26 X 1 3/8. This size is also sometimes designated "E.A.3". Occasionally, you may run into a "high performance" English 3-speed that takes 26 X 1 1/4 (E.A.1-597 mm bead seat)tires.
Older Schwinn 3-speeds used a 597 mm tire marked "26 X 1 3/8", also referred to as S-6. Schwinn 26 X 1 3/8 (S-6) tires are NOT interchangeable with English 26 X 1 3/8 (E.A.3).
Surprisingly, the Schwinn 26 X 1 3/8 (S-6) has a 597 mm bead-seat diameter, and IS interchangeable with English 26 X 1 1/4 (E.A.1)!
I also have a more detailed article about 26-inch tire sizes. There are other 26-inch sizes as well!
"28 X 1 1/2" (635 mm)tires used on some rod-brake 3-speed roadsters are a distinct size of their own, and should not be confused with 700C (622 mm) tires which are sometimes also referred to as 28 inch.
Marken
Raleigh, Rudge & Humber
These were the flagship brands of Raleigh Industries, and are of equal quality. 26" wheel models would normally come with Raleigh-pattern rims and Brooks leather saddles. Having separate lines allowed Raleigh to offer exclusive territories to local dealers without writing off other dealers in the same area. The frames on these bikes were generally identical, but each had special distinctive cosmetic features, particularly in the fork construction, and the pattern of the cutouts in the chainwheel:
Raleigh models featured the "dimpled fork", a fork with a tubular crown and chrome-plated buttons on the ends of the crown. The Raleigh logo depicts Sir Walter Raleigh laying his cape down on the mud so that Queen Elizabeth won't soil her shoes. Other Raleigh logos represent a heron, for reasons that are unclear.
Rudge models have a sloping fork crown with a removable chrome cap. The Rudge logo is a human hand, and the chainwheels are cut out in this pattern (you can see this in my article on Cottered Cranks.)
Rudge had some connection with Whitworth, and some of them say "Rudge-Whitworth". See my glossary entry on "Whitworth." Humber models often feature a truly bizarre fork design, where upper part of the each fork "blade" consists of two small diameter tubes, one in front of the other, joining halfway down the "blade".
Humber chainwheels have cutouts representing 5 little people running around in a circle, with their feet outward, and their heads joining at the middle.
Humber was also an automobile manufacturer, but I believe the bicycle division was spun off early in the century. The Humber is a major English river.
Armstrong
A generally low-end Raleigh model.
B.S.A.
B.S.A. (Birmingham Small Arms) was an important independent manufacturer until the bicycle division was sold to Raleigh in 1957. Originally an armaments company, its logo represents 3 military rifles stacked in a tripod.
B.S.A. was the originator of the threadings and frame dimensions that later became B.S.C. and more recently ISO.
B.S.A. was also a notable motorcycle manufacturer.
British Cycle Corporation
A conglomerate, owner of Phillips, Hercules, Norman and Sun. A division of TI, the B.C.C. brands were merged with Raleigh in 1960 when TI bought Raleigh.
C.W.S.-Silver Dawn
An independent maker. "C.W.S." stands for "Cycle Wholesalers Service"
Dawes
An independent manufacturer, still in business.
Derby
A large multinational, now based in Kent, Washington, Derby bought Raleigh Industries from TI in 1987. Derby also owns Raleigh USA (a separate company from Raleigh Industries), Kalkhoff, Nishiki, Univega, Haro, Cycle Pro and Diamondback.
Dunelt
Dunelt was a second rank brand. Many Dunelts feature a fork similar to the Raleigh dimpled fork, only with a flattened top.
Elswick/Hopper
An independent manufacturer. See My Elswick Page
Fleetwing
A house brand of Boston's Jordan Marsh department store chain.
Gazelle
A Raleigh brand introduced in 1938. This became the primary name of Raleigh's subsidiary in the Netherlands
Glider
A house brand of Eaton's department stores in Canada.
Hercules
A division of B.C.C. until merged with Raleigh as part of the TI takeover in 1960, Hercules was a major competitor of Raleigh, with a strong sporting image. They sponsored popular racers, most particularly Ken Joy and Eileen Sheridan. Hercules made their own 3-speed hubs, which were pretty-much identical to the older Sturmey-Archer AW. Hercules hubs continued to use threaded drivers long after Sturmey-Archer abandoned them.
Raleigh-built "AMF-Hercules" models are fairly common. They were distributed by AMF (American Machine & Foundry.)
Huffy
Although primarily known for low-end department store bikes, Huffy sold Raleigh-built bikes under their own name in the 1960s. Huffy was also the first U.S. importer of Moulton bicycles.
New Hudson
A division of B.S.A., until absorbed by Raleigh in 1957
Norman
A division of B.C.C. until merged with Raleigh as part of the TI takeover in 1960. Normans featured decorative chainrings where the spokes were in the form of Norman warriors.
Phillips
A division of B.C.C., Phillips, based in Birmingham, was the second-largest British bike maker until merged with Raleigh as part of the TI takeover in 1960. Raleigh-made Phillips models are near the bottom of the quality range.
Birmingham Phillipses often featured a chainwheel with the word "Phillips" prominently featured in the cutouts.
Robin Hood
A mid-level Raleigh brand, successor to Gazelle. Read about My Old Robin Hood.
Royal Scot
A house brand, I believe of a major New York City bike shop.
Sun
A division of B.C.C. until merged with Raleigh as part of the TI takeover in 1960.
Sunbeam
A division of B.S.A., until absorbed by Raleigh in 1957
Three Spires
Taken over by Raleigh in 1954.
Tube Investments (TI)
This large conglomerate, parent company to British Cycle Corporation, bought Raleigh Industries in 1960 and merged Raleigh with the B.C.C. brands Phillips, Hercules, Norman and Sun.
Triumph
Triumph was a second rank brand. Raleigh bought the bicycle rights to the name from the Triumph motorcycle company in 1954. There's no connection to Triumph automobiles.
Das sind echte Fahrräder!
oldeng24on't sneer at old 3-speeds. They are serious bikes, built for serious use. They are meant for utilitarian cyclists, and they are still extremely appropriate for riders who don't usually go more than a few miles at a time. They are particularly at home in stop-and-go traffic, because they can be shifted even while stopped. Their English heritage: full fenders, oil lubrication, and totally enclosed gear system makes them relatively impervious to wet conditions. They may be heavy, but that is not because they were built to be cheap, but because they were built to endure extremely rough usage and neglect. Properly cared for, they will outlast us all.
siehe auch
English 3-Speeds Retro Raleighs Raleigh Parts Threading/Interchangeability Three-Speed Parts from Harris Cyclery Sturmey-Archer Hubs Sturmey-Archer Brochures 1935-38 You'll need a fast connection for this. Sturmey-Archer 1902-1952 Evolution of the Raleigh Sports The Raleigh Twenty Some of My Raleighs: Competition | International | Robin Hood | Superbe Roadster New! Sturmey-Archer Heritage Site Martin Hanczyc's roadster pages. Tony Hadland's Sturmey-Archer Pages Tony Hadland on the history of Raleigh
Quelle
Dieser Artikel basiert auf dem Artikel Servicing English Three Speeds von der Website Sheldon Browns. Originalautor des Artikels ist Sheldon Brown.
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