Sunday, October 14, 2018

1989 Grove Innovations Team Assault

Grove Innovations was never a huge brand, it never attained the popularity of Fat Chance, Potts or Ritchey to name a few. For the most part it remained a regional favorite much like Brave, Ted Wojcik or Off Road Toad. Lucky for me I happened to grow up in that region and have always had an affinity for Groves. Because of that fact I may have looked past what some people consider as quirky designs and have spent considerable time working on and riding Groves. What began as an adolescent interest has matured into an adult appreciation for not only the unique ride and the wild paint jobs but also the craftsmanship and the history behind the people who made these amazing bikes.


This is the first time I've had a Grove Assault and as far as Assaults go this is a pretty cool one. Not only is at a very early frame (#7) but it's an ex-team bike with a custom paintjob only available to factory sponsored racers. The bike as show is for the most part how it was raced back in the 80s and 90s. I've made a couple small changes including installing a pair of Grove Hotrod cranks and swapping black XT components in for the old silver ones.


Unlike the Hard Core which was designed to be a free ride (before that was a think) bike and  the X-Fame while meant to be a traditional riding bike looked anything but, the Assault was the traditional or classic looking and riding bike in the lineup. Employing what was at the time considered race geometry (70 HT, 72.5 ST, 16.75" CS) the Assault was built as an all our race bike.


I've been working on restoring an Assault for myself for some time and the paint job I was trying to achieve just isn't working, so when this bike came across my desk I was very excited. Sadly, though it's just too small and I don't think I can make it work in the long run. That being said I'll focus this post more on the quality of the bike and attempt a ride report when my Assault is complete.


I think that because most people overlook Groves due to the somewhat quirky nature of some of their designs or because those that have them focus so much on the paint few people really take a close look at the quality of the bikes.The construction of each and every Grove was done by a small group of passionate enthusiast and each bike was made by hand. One of the things I learned about Grove at a get together of former Grove employees is that a contributing factor to Grove's ultimate demise was their inability to ramp up production to meet demand. Now I recognize that there are multiple reasons that could have caused that, however after speaking with Bill and Randy they indicated that they just couldn't find enough people who could do the job in a manner they were happy with. Effectively their attention to detail, the degree to which they meticulously combined TIG welding and brazing on each frame was not suitable to a mass production process. One might argue that others were able to do that and prosper (Ritchey comes to mind), however if you pay attention Tom outsourced a lot of his work to Taiwan and only hand built a small portion of his frames. Those foreign built bikes are no slouches but they lack that personal touch that some people really want and apparently the team at Grove was not willing to relinquish. So, in the end Grove faded but luckily not before they made some amazing bikes!


Grove wasn't the first to do top tube cable routing, but I really like the way they split the cables across the two sides, it's not as cluttered and gives it a bit more balanced look, not to mention the impact on weight distribution <G>



I'm also partial to the forward facing seat post binder, keeping the binder within the boundaries of the main triangle looks more attractive to me and I don't know whether it's a placebo but I feel like I don't rub against the QR lever as much in this orientation.


Rear triangle includes an elegant brake bridge and stiffener bar. Cable routing is fairly clean (assuming I've done it properly) and overall things are pretty tidy and clean.


The Grove Hot Rod cranks are one of my favorite vintage mountain bike components. Unlike the Bullseye cranks, which while cool looking these are actually functional. Apparently Bill actually designed the two piece cranks before Roger Durham of Bullseye, but his design was superior. Not only did the Grove cranks employ a functional sealed cartridge bearing set (2 pers size) but rather than use a spline on the mating side for the loose crank arm he employed a machined triangular interface which enabled easy alignment of the arm and a kept it from shifting under load. I'm planning a dedicated post on these sometime in the future.


Love love the uniqueness of the crackle effect on these Hammerheads. These paint compounds are no longer available and for the most part achieving these types of finishes is a lost art.


Though it's just an add on decal, the Team moniker makes the bike standout. As far as I can tell the decal and the paintjob are the only differentiating factors of this Assault from one you or I could have bought back then.




The Assault is exactly what I think a vintage mountain bike should look like. So, while Grove Innovations never attained the mainstream population that brands like Fat Chance or Merlin enjoyed their bike should not be thought of as lesser in any way. In my opinion, ounce for ounce they posses all the quality and capability of virtually any competitive bike on the market at the time. While I haven't really given this bike a proper off road trial, at first blush it appears to be a fun and responsive bike and I'm looking forward to more saddle time to really get to know the bike.




Wednesday, September 12, 2018

1997 WTB Titanium Phoenix Prototype

If you've been following my posts over the past couple of years you've undoubtedly seen this bike make a couple appearances. This was one of the few bikes I owned where I skipped all of the fancy photo shoots with vintage tires and went straight for the dirt (see first post here). This was always going to be a rider, and while it's no slouch when it comes to rarity and cool factor, it doesn't necessarily wow at first glance. Now as I attempt to narrow my collection and spend more time  riding, I am making my way through my stable and making some hard decisions about what to keep and what to pass on. People collect bikes for a multitude of reasons, but at the top of my evaluation criteria is how a bike rides. I've had this bike for about 18 months now and have put significant miles on it and I've gotten to know it pretty well and feel that it's a good time to clean it up and give it a proper photo shoot and establish its place in the lineup.


In the way of background this bike is the prototype Titanium Phoenix built by Steve Potts for Mark Slate in or around 1997. The eventual Ti Phoenix came out officially in 1998 as a production model along the the steel Phoenix. Although not a mainstream bike by any means the original Phoenix was already regarded as an all around great bike and so the development of a Titanium variant seemed like a natural step to take. Because, you know... everything is better in Titanium!!



The seat tube cluster is another unique feature of this frame. The production Ti Phoenix had an oversize 1.5" seat tube which necessitated the use a bottom bracket mounted, e-type front derailleur. This particular frame, has a 1 3/8" seat tube which enables the use of a more traditional 34.9/35.0 clamp on front derailleur. To reinforce the seat tube at the seat cluster is reinforced with a thicker wall sleeve which is then welded to the rest of the seat tube, hence the visible bead just below the seat cluster.Rounding out the details on geometry, the bike sports a 71 degree head tube, 72 degree seat tube, 16.0" chainstays, 42.5" wheelbase, 2.8" of trail. This makes for a bike that is capable in tight and technical trail riding, stable on fast and sweeping fire roads and a very adapt climber.


Early builders of Titanium bikes suffered from a lack of material availability. By the mid 90s however Titanium was becoming more mainstream and a multiple manufacturers were supplying the industry with a greater diversity of tubing sizes as well offering to make custom tubing. This transition enabled companies to essentially build oversized tubing Titanium bikes, which in turn resulted in lighter and stiffer frames with a previously unattainable degree of performance. Unlike Merlin which had been building Titanium bikes since the mid 80s and was now exploring ultra light tubing, WTBs first and only foray into Ti focused more the overall result as a system rather than pushing the limits of any one design dimension. So, while my 21.5" Merlin XLM weighs in at around 22.4 lbs the 19.5" Ti Phoenix tips the scales at 25.8 lbs, with 0.6 lbs of that difference attributed to the frame. However, for whatever reason that weight completely disappears underneath you when riding the Phoenix and in some ways I feel like the weight may work for my riding style. What I mean is the XLM while super light, nimble and quick to accelerate feels like it bounces off of obstacles (see my Adroit review for a similar feel) and is easily thrown off course, while the Phoenix is very planted and sure footed. It has better traction, handles technical sections much better and never really feels heavy.


The custom, hooded dropouts are quite trick and work really well. I actually really like the way the stays are welded right to the dropout dome which I think creates a strong junction.


When you look at a Phoenix, either a steel or Ti one you get a sense of a minimalist design. Sure, a lot of design effort went into the bike, and the craftsmanship quality is excellent, but it looks spartan and bare next to many contemporary bikes. This design aesthetic reflects the overall style of WTB and its founders. Unlike the vast majority of the then flourishing mountain bike cottage industry WTB always created subtle yet effective products. They never bought into the anodize craze, never made white tires and aside from an occasional flashy paint job pretty much stuck to the basics; making good looking stuff that worked in the real world. This is perhaps why their bikes and components are among the most desirable vintage MTB gear out there.


The pressed in bottom bracket distinguishes this Phoenix from production bikes, but it's somewhat limiting in the way of drive train options. Luckily it came with a spindle length that supports running Suntour Micro Drive cranks which when coupled with an 8-spd 11-28 M737 rear cluster actually makes for a really usable gear combination. I've thought about going up to 32 rear cassette, but so far I've not felt like there was a situation where I couldn't push the granny.



The Ti Phoenix carries over the 140mm rear spacing which allows for a reduced dish wheel, making for a stronger and stiffer rear end. This feature was a carry over from Cunninghams and became standard on the steel Phoenix starting in 1996.


To accommodate the wide spacing a custom WTB New Paradigm rear hub with a wider axle was used. I've had to shim the hub to dial the play out of the axle, but aside from that it's working out pretty well. I feel like this hub is one of the weaker products to come out of WTB and if I weren't such a stickler for a correct build theme I'd swap it out for a Chris King in a heartbeat, who knows I may yet do it.



There weren't too many companies making oversized 31.8mm seatposts so since the introduction of the Phoenix in 1993 WTB made their own posts available. Essentially a Suntour XC/XC-Pro seatpost head cut off, sleeved, press fit into a custom made 1.25" Aluminum tube and pinned in place.



While not as fancy as the early hand made quill version of the Powerband stems the later threadless models were still pretty fetching.


Unlike the later versions of this stem which feature the cheaper looking, flat clamp bands this particular version has the machined, beveled clamps found on the quill stems. I've seen this on some of the earlier releases of this stem, but it's hard to say how long WTB sold them in this configuration. By 1997 both the quill and ahead version had the ugly flat clamps, and eventually they used a normal pinch bolt clamp like most other manufacturers.



Perhaps the crown jewel of this bike is the WTB Speedmaster Lever Link brake. This design marks the final evolution of the Speedmaster brake and while it's a bit finicky to setup it's such a great brake to use on the trail. The Lever Link (along with the Saber cam, which this particular brake once used as evidenced by the hole on the NDS arm) were WTBs answer for suspension forks which would not support the traditional Roller or Toggle cam versions. The designs were complicated and came a bit too late and never caught on. Consequently they are some of the rarest brakes ever made which is a shame as they really are pretty amazing!


The rear brake is a Toggle cam version of the Speedmaster and while the came had to be modified to support the cable routing the setup is fairly standard. The Toggle Cam or TC as it's commonly known is truly one of the best brakes on the market. The excellent lever feel, the ability to adjust brake reach for worn out pads and the solid


I had to adjust the shape of the cam plate, not the actual profile of the cam to ensure cable routing was smooth and linear.


One of the best rear ends in the business



I really can't stress enough how great this brake is. If you get a chance to ride a bike equipped with one do it. They are really one of my favorite brakes out there.


Ovalized chainstays are a cool feature, too bad tire clearance is tight and this 2.25 is about the largest tire the rear end can accommodate.


If this bike really is the prototype Ti Phoenix, it would also make it the first Titanium bike made by Steve Potts! That's a cool bit...


The lack of a serial number lends credibility to the prototype story.





As I said in the beginning, WTB took an awesome bike and made it amazing! The combination of Cunningham geometry, Titanium tubing and Speedmaster brakes results in a bike that is at home in virtually any terrain. I've ridden this bike on varied terrain on both coasts and through it all it's one of my favorite bikes. I've done long 9 mile 4000' climbs, I've descended on fast and technical terrain, conquered short, wet and punchy climbs and through it all the bike makes it all effortless. I've read a description of the Phoenix on someone else's blog (can't recall who) when I was first researching the bike and they said that "the wining quality of the Phoenix was that it appears to disappear beneath you"- I wish I'd come up with that, but it's completely true. Perhaps the only bike I like to ride more than this is my Cunningham. So, while the fact that this bike is a solid, no doubt, keeper it does set a very high bar for the steel Phoenix I'm building and frankly I'm not sure my stable has room for two. Perhaps a shootout between the two bikes will be a good way to settle it.

Tuesday, September 4, 2018

1989 Fat Chance Wicked

I figured I'd kick off the #Thinningtheherd series with a bike that while vintage, and a mountain bike resides outside of the group of collectable bikes I'm working to reduce to a manageable level. As such I'm considering giving it a coveted 11th spot on the list of keepers. That remains to be seen though.

Upon moving to Maryland I noticed that there were very few mountains nearby and that in order to rack up any serious miles I'd need to work commuting into my repertoire of weekly biking. None of this was in the brochure... Naturally I parlayed this into a new requirement for a commuter bike, because bikes right? I knew I didn't want anything super roadie or high end mountain but did want something cool and vintage inspired. I remembered reading a bunch of reviews on the Wicked and everyone always described its ride as much more compliant than that of a Yo Eddy. While this doesn't really fit my MO for a mountain bike I thought it might make a nice commuter. So, as usual when the chance came to snag a nice 19" Wicked with a custom Igleheart segmented fork I plopped down the green and had myself the makings of a street sled. This particular Wicked is a somewhat hard to find 21" frame was welded by none other than Fat Chance's head welder Scott Bangston in June of 1989.


A quick rummage around the ole storage shed turned up a nice set of Mavic hoops, a salsa P7 high rise stem, some WTB dirt drops and Dura Ace bar cons. Aside from a hunt for some Shimano 105 Aero brake levers the rest came together quite easily and I was able to pull the bike together relatively easily.


Knowing that the commute didn't hold any significant elevation gain I decided to ditch the granny gear off the Shimano M730 cranks and keep the 34/48 middle and outer and toss on a 12-21 corncob freewheel with a Dura Ace 7410 rear derailleur for a semi sporty 2x7 combo. All in all the setup is pretty decent and unless I'm feeling tired I tend to stay in the big ring and row the rear to accommodate the occasional increase in grade or headwind as I round the airport.


The drivetrain looks clean and uncluttered and is quite functional for its intended purpose. I could probably tweak it a bit, but overall I'm quite happy with how it turned out.


This is my first bike in a long long time with anything other than a flat bar and I have to say I really like it. I suppose that a wider bar might be better suited, but hanging in the drops is pretty comfortable. I like to change up hand position from time to time and find that riding on the hoods feels a bit cramped. I suppose I could go for non period correct drops like Salsa Woodchippers and improve the overall ride position. Something I'm willing to consider.


While I might not choose the barcon shifters for an off road application they work quite well here and I like the feel and action of the levers. All in all getting to spend some time with this cockpit convinced me to try it on my upcoming steel WTB Phoenix built, albeit with non Aero levers and WTB shifter perches, so somewhat different. In terms of a commuter this setup is pretty dialed in and over an hour long commute I find versatile and comfortable. Not sure how I'd feel about any long distance treks, but luckily it's not something I have to worry about for now.


One of the big surprises of this build were the absolutely amazingly smooth Mavic hubs. These things are so underrated that you practically never see them used on older bikes. These hubs here are actually the road version rather than the MTB oriented Dakar models that can be found on older bikes from time to time. What they are is nothing short of phenomenal though. The bearings are some of the smoothest I have felt in a long time and the build quality and fit and finish are also second to none. I almost want to find another bike to build around these wheels... Maybe in keeping with the theme here I'll do a Mavic bearing build on the Team Comp...



One of the highlights of this build is the Igleheart segmented fork with a rifled steerer tube. The fork alone made buying this bike a no brainer and has proven to complement the frame superbly. The domed dropouts are a very cool custom touch and while they make removing the front wheel slightly cumbersome they give the bike an aggressive and yet still classic look.


While the Wicked could have been purchased with a segmented crown fork originally as a custom option it wasn't very common choice. The stiff quality of the fork would have counteracted the compliant nature of the frame which would be better complemented by a curved blade unicrown.


Chris Igleheart is largely credited with the design and manufacture of the original segmented Yo Eddy fork and is currently building the forks for brand new Fats built by Chris Chance and company. The quality of the craftsmanship on his fork is amazing and the fork is as beautiful to behold as it is to ride.


I always loved that little piece of web between the seat stays. It's a nice touch and in my opinion an easy to way to tell a Fat apart from other bikes, that and the bullet stay caps.


In terms of some storage and cargo capacity I mostly rely on the Oveja Negra frame and saddle packs with the Bruce Gordon rack only filling in on days where I need to take my laptop home. I really love the Oveja Negra products and would love to build a bikepacking bike someday with some of their larger capacity bags. Someday...


I had the Brooks saddle sitting around from another build and never really had a good use for it, but it really works here. Like I said earlier, aside from a few specific components and the bags I mostly built this bike out of things I had lying around and somehow it all came together to make a pretty rad machine. The tires are Compass Rat Traps and so far, aside from a couple snow days they've been amazing. Quiet, smooth, fast and light... just not cheap. I'd recommend these to anyone looking to cover some ground and do so in relative comfort. I'm running them at around 65-70 psi and the ride is nothing short of supple.


This bike was a surprise find, a fast and effortless build and a total thrill on the trail. I have made a couple small tweaks along the way, mostly to improve the cargo capacity and safety but mostly it has remained in the same configuration since day one. I was going to swap in some gucci brakes but decided that the M732s are fine for my purposes and left good enough alone.

So where does it rack and stack on the list?? Well, it doesn't hold a candle to most of my off road bikes on any aspect, but then again that's not why I built it. Prior to getting this bike I commuted on the Merlin and surprisingly I hated it. While I love that bike off road it was just terrible as a day in day out rider. Maybe it's like driving a Porsche in traffic, it's fine but all along it years to be out on the open road pushing the rec counter deep into the red. This Wicked however has no such problems. It and by extension I am fine ambling along through a crowded bike path, doding oblivious runners or in an all out sprint through a winding section of the trail. It's fun in the dry and poised in the wet and dare I say it looks freaking hawt! So, the final verdict is...