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...

Tuesday, August 28, 2018

Thinning the herd and other long terms plans...

I'm almost ten years into my second foray of collecting and restoring vintage mountain bikes and have arrived at a point where I feel like even my modest collection is weighing heavily on my mind. Seeing the fallout of the MOMBAT collection liquidation, and feeling at times burdened with the constant maintenance and upkeep of twenty plus bikes, coupled with the cost of missed opportunities due to the financial investment I have in my collection, has given me pause and caused me to rethink my goals. When I started back into the vintage MTB scene in 2009 I cared much more about simply owning bikes than I did about riding them or documenting their history. Over the past few years though I've felt a shift in that focus and now I much more enjoy getting out and riding and simply just talking to people about them or more recently writing about them. Another factor was our move from SoCal to Maryland last year. In early 2017 I packed all of my bikes and due to multiple moves and a load of new life adventures fewer than a fourth of them have come out of their boxes in the last 16 months... that fact alone made me realize that some of them I don't really miss and could probably live without.

Over the past ten years I've owned some amazing bikes, some moved on but many of them are still with me. I've let go of some bikes that I would have put in the "I'll never sell this" category in the past. So, the idea of reducing the count even further is a hard pill to swallow, but I've come to realize that if I don't I risk the chance of falling out of love with bikes and I feel that at this point in my life it could be quite irreversible and very detrimental to my overall well being.

So, with that in mind I've decided to set some realistic and achievable goals for the 2018-2019 timeframe. I didn't think I could just drop it all, nor do I really want to, but a drastic cut is necessary. While this would be the first calculated and purposeful reduction, it's not the first in general. Getting ready to leave LA (and shortly after arriving in MD) prompted me to sell off a few bikes I wasn't really riding, or in one case that I had a better version of and that I felt would find better homes elsewhere. Among that list were a couple heavy hitters including, 1983 Mantis XCR, 1989 Yeti C-26, 1985 Yeti #1, 1990 Bradbury Manitou, 1986 Yeti FRO, 1989 Yeti Ultimate and a 1990 Fat Chance Yo Eddy.

After these cuts my personal collection numbers about 25 bikes and I've decided that a manageable goal should be 10 or fewer vintage mountain bikes by the end of 2019. With a list that includes a two WTB Phoenixes, a Cunningham, couple Kleins/Merlins/Manitous and a few others notable mentions cutting any single one feels like a daunting challenge. The fact remains that some of these bikes rarely get ridden and simply keeping them around to collect dust doesn't seem like the right approach from my perspective. So, I've set two goals for myself to try and get things under control. The first objective is to get down to ten or fewer personal bikes by the end of 2019. The second is to reduce and focus the work I undertake as Second Spin to five or fewer bikes a year and make sure that they are bikes that offer a unique experience from both the technical execution perspective of a restoration but also gain the opportunity to ride some unique bikes and explore the boundaries of technology in the early days of mountain biking. A third goal is to expand my involvement in the broader mountain bike community via engagements like my new column in Dirt Rag and a few other channels I've been working on including a brand new website aiming to document history of the bike brands I've grown to know and love over the past ten or so years.

In support of the first, and to be honest primary objective I plan on pushing forward to complete remaining personal projects, dust off a bikes I've owned for a while and which haven't seen much use and lastly update reviews on my favorite bikes and see where they all rank and stack. In the near term I'll be redoing photo shoots and ride reviews on a couple bikes which have been a staple of my riding fleet but maybe have received some upgrades or modifications and are due for a refresh or update.

Hopefully many of you will follow along (look for the #ThinningTheHerd hashtag) with me as I try to  manage this process and make some arguably difficult decisions. Personally I'm looking forward to a renewed focus, some introspection and hopefully a lot more free time to engage on new and interesting pursuits related to vintage mountain bikes and their history.