Vancouver Handbuilt Bike Show!

Posted in Uncategorized on August 28, 2015 by Bonavia Cycles

Hello All, just to let you all know (as this has been kept low key up until now), there is a bike builders show happening in Vancouver on September 10th at Mussette Caffe at 1262 Burrard Street (just off the Hornby bike route), from 5pm-10pm. I have been led to believe there will be adult beverages and bike parking aplenty!

It’s really exciting to be participating in the show and displaying my work, as it comes at a time that a personal project of mine comes to completion, as well as another lovely build of a similar nature. The projects have been based around a very French inspired aesthetic and design with a complement of modern components. I have found a great deal of inspiration in the low trail 650B weekend camping bike designs of the 1950’s that were produced in France by builders of the time. The two bikes I hope to show (some parts awaiting delivery!) are my take on a similar bike design and type. The Show has been organized by my fellow workshop mate Mathew Baun of Skyland cycles. Mathew has worked very hard to get the show together and I cannot applaud him enough for his efforts. The city of Vancouver has such a rich history of bicycle frame building and fabrication that it amazes me an event like this has not taken place yet.

So all that remands to be said is that I hope to see you all there!


And if you can’t, look out for #vancouverframebuildersshow

A bike and a promise kept. Part 2

Posted in Uncategorized on August 17, 2015 by Bonavia Cycles

So as you can see from the first part of this post, Peter had managed to hijack an Auction on retro bike (with fair reason) and source a legitimate British light weight to enter the Eroica Britannia. With bike repainted, a gorgeous almost complete Shimano 600 groupset and a low gear of 39×25 Peter set out for the hills, and the Eroica Britannia 2015.

A Bonavia Story

By Peter Butterwick

Well! What has this got to do with Bonavia Cycles. It is probably better that I explain a little of the context. I was adopted at birth back in 1962, but due to a twist of fate met my birth father in 2011. He was Clive Bonavia a quality frame builder and mentor, from which Ross Allan, took over and continues the legacy.

After a far too brief 3 years getting to know each other my Birth Father died of a type of blood cancer on  the 15th February 2014. We had intended to visit and ride in the inaugural Eroica Britannia of June 2014 and Clive was to help me build my own or modify one of his bikes to pass the “vintage” scrutiny, but alas that was never to be.

At Clive’s funeral there were a number of keen cyclists who had built their bikes under the master tutor and of course Ross had come over from Canada to pay his respects.

Of course, just because Clive was no longer around, I couldn’t abandon my plan to do Eroica Britannia, although it would become even more poignant as time unfolded.

Eroica: The event

This started in Tuscany in 1997 as a festival of cycling to celebrate the golden age of steel bikes the production of which pretty much diminished after 1987.

During the last year or so this has now been rolled out to Great Britain, California, Spain and even Japan, with massive participation.

This year on June 21st the Eroica Brtannia returned once again to my county of birth, Derbyshire in the wonderfully hilly Peak District. The event is enveloped within a three day festival focusing of all thing British and vintage and of course: the bikes.

There are prizes for best dressed man, woman, best couple, best mustache (presumably for men only) and even best dressed dog! There was a Concours d’elegance for the best bike, but more on that later.

The final day culminates in three rides: a 30 mile, a 55 mile and the” heroic” 100 mile “Man of Steel” premier event. This year there were over 3,500 participants and over 1,000 in the big one alone.

The Bike:

Back in January looking for bike parts, I noticed on Retrobike Forum that there was a Bonavia frame sale going through. Rather guiltily, I hijacked the sale, giving the story of my Birth Father Clive and how I got to meet him. A few days later and thanks to the two generous guys, I was in possession of a 1981 Bonavia road frame with appropriate racing geometry. Over the next few months I collected period parts, predominantly with the help of a well know internet auction site. I opted for Shimano 600 AX as it had a racing pedigree and was “top end”  and of the time. The frame also deserved a decent spec.

Once all the parts were acquired, to include period brake cables and 1979 vintage new Wrights leather saddle it was time to re-spray the frame. Given the nature of the event, I went for an Azurri blue with the ubiquitous vintage white lug lining. Ross kindly allowed me to use the Bonavia Cycles decals and we were ready to go!

And what a beauty she is: very fine clearances and looking every bit the bicycle equivalent of a supermodel!

Bonavia 1

1981 Bonavia built with Reynold 531.

The Ride:

Two days had passed at the Eroica Britannia Festival and we had tasted and drank in the atmosphere quite literally. There were many prizes for the “best of” and I duly entered the Bonavia into the parade ring for best bike. I hadn’t expected it to win, but I was interested to see what the public and the Judges would make of it.

097 - The Bonavia being given the once over by Judge Tweedle Dee (or is it the other one)

Ready for the judges.

I still don’t know which bike won, but the Bonavia did attract some attention, most notably from a black Labrador who cocked his leg over the front wheel, much to the embarrassment of his owner.

All too soon it was 6.30am and we were all lining up for the 100 mile start in the picturesque streets of Bakewell. We ware waved off promptly by the official started and a rather dapper chap in a tailcoat, top hat and the biggest of Union Jacks.

034 - Race Face on (not at 6.30am)

Rider Ready.

057 - Bakewell, waiting for the off.

The start line at Bakewell.

The 100 riders set off in groups of about 30 working their way up to the “easy” Monsal Trail, a disused railway lining, a welcome 8 mile flattish leg warmer before the following hill climbs.

The route weaves its way through The Peak District, a National Park in the centre of England. The selection of surfaces range from rather smooth road to extremely rough limestone rubble “white roads” and has an elevation gain of over 9,000 ft. The two most testing hills were in the first 40 miles, the most photogenic of which “Mam Nick” would present itself around the 24 mile mark!

About 10 miles in the weather changed for the worst just after reaching the breakfast stop at the village of Tideswell. Here we availed ourselves of bacon rolls and coffee and bravely headed off into the wind and rain.

115 - Horrible conditions through Edale with Mam Nick to come in the background

The rains strike on the road from Tideswell, with the climb of Mam Nick in the background.

The weather remained poor through Edale and during the first big test. I had feared Mam Nick, a steep one mile climb over a valley ridge; however I drew on the bacon roll for energy and climbed slowly past the many bike walkers in what seemed to slow motion.

117 - At the summit of Mam Nick

Atop Mam Nick.

At the summit were a congregation of spectators and photographers watching the agonizing expressions of the cyclists. I did not disappoint them.

On these rides you meet some amazing people. On the gentle ride down from the summit I struck up conversation with a guy in his late sixties (or so he looked) riding his father’s fixed gear bike from 1922. I thought of the parallels with me until, he then mentioned that he was a marathon runner. No wonder he managed the hills with consummate ease.

The second food stop was a welcome break from the poor weather at a reservoir yacht club. Cue second bacon butty of the day. In fact, with five scheduled food stops, I thought this could be a record for consumption of bacon products. Here I sat with a chap called Robin, who sported a flat cap and rode an old 1950 Woodrup touring bike, which he jokingly said was made of lead! During our conversation I mentioned that I was doing the ride for charity and without hesitation he pulled out a ten pound note for me. What a true gent and a gesture so typical of the day.

132 -A complete stranger called Robin who gave me a donation to MPN Voice

Thanks for the donation to MPN Voice Robin!

As we passed the highest point around the 40 mile mark the weather improved markedly and the Italians started racing. I was passed by a quartet of crazy Italians, shouting and gesticulating their way down one of the steepest and roughest white roads, I wouldn’t care to ride again.

125 - The founding Italians at the highest point 1742 ft

The Italians reaching the highest point of the ride at 1742 ft.

Soon we were back on another disused railway line called the Tissington Trail and enjoyed 5 miles of bliss along a flat gravelled path. The speed increased as the sun shone and I was able to truly enjoy the breath taking scenery in all its glory.

135 - Tissington Trail (fast bit)

Making time along the Tissington Trail.

The next stop was at 50 miles in the village of Hartington. This was by far the busiest as the 55 mile and 100 mile routes converged at this point. The food stalls were set around the village pond and there must have been 200 cyclist taking advantage of the sunny weather and the strategically strewn bean bags. There was a brass band playing and they were handing out “free” beer! Had I reached heaven, had I over done it somewhat?

Well with a full belly I soon found out the answer halfway up the steep hill out of the village. It wasn’t really steep or really long, but I think psychologically the rest and recuperation, just really serves to soften one up.

The next fifteen miles took us through the steep glacial valleys of the White Peak and descents into Dovedale down one of the steepest hills I have ever experienced. Having been passed on the way down by more suicidal Italians, I reached my top speed of 38 MPH whilst squeezing the brakes as hard as I could. This is a place I used to visit as a kid and whilst I reminisced at it beauty, I knew the impending climb out of the river valley would certainly test my stamina.

But before that, another food stop at 65 miles in the gorgeous setting of Ilam Hall, a 16th century manor house in stunning grounds. As well as the food, I gratefully received several hot towels, which were being handed out by an attractive young lady and were put to good use removing the oil stains from my hands from replacing the chain drop I had encountered.

Not long and it was back on the road again for what was to be the most arduous section of the ride. I had encountered cramp after 65 miles on previous rides and was rather pessimistically expecting it to strike soon. Whist the ride took us out of Dovedale through a deer park, I lost my chain again, an took the opportunity to walk up the steepest part of the hill talking to a couple of Italians, one riding a bike which I think he said was from 1910 with wooden wheels. What a tremendous feat to get so far. They were indeed true heroes.

The next few miles were hard, the villages came and went, and I struggled with the little hills. Why did the big ones at the first half of the ride present a challenge to which I was equal, but the little one just break my heart? Perhaps it was the prospect of another section of disused railway line (bliss) that just never seemed to get any nearer. Or was it the first worrying signs of cramp in my right buttock. Nevertheless, I managed to eventually reach the High Peak Trail disused railway and rode it’s wonderfully flat 5 miles through woodland to the next food station at Cromford (80 miles down).

We are now in the Derwent valley and the heart of the industrial revolution of England. The next few miles were less spectacular from a scenic point of view, but nonetheless interesting visually because of the huge mills and relics from 200 years of British invention.

At about 90 mile whilst cycling with a few other riders, we were flagged down by another half dozen or so who were lost. It would appear that somebody had removed the signpost denoting a turn left and 20 minutes was lost whilst we searched frantically for someone to ask. They were no help, so the consensus of opinion was to ride in the general direction of the next stop and yes we eventually re-acquainted ourselves again with the yellow Eroica signs. We were back on track.

We dropped down through moorland and bracken lined road to our next stop at Chatsworth House, one of Britain’s most visited stately homes. We had been told of the wonderful array of treats in store for us from riders who had attended the event last year. Sparkling wine canapés and cream teas!

Well these had clearly been finished off by the 30 mile and 55 milers like a plagues of locusts in a maize field. The heroic 100 milers would have to dig deep for the final 6 miles. Riding through the stunning grounds I took the opportunity of a “selfie” as I passed in front of the grand house.

143 - Selfie through Chatsworth House

A Selfie through Chatsworth House.

The surrounding countryside around Chatsworth through to Bakewell is very pretty with golden stone villages, dry stone walls and soft and rolling hills. However the hills I climbed seemed anything but soft and rolling. My legs were now one vote away from a general strike, but the prospect of my free beer at the finish was gradually reeling me in.

The final descent into Bakewell was down a steep and winding tree lined road. Squeezing my brakes before each bend, I could now hear the festival in full swing and the Master of Ceremonies announcing the finishers over the PA system. Eventually I entered the show ground and adjusted my 1980’s aviator sunglasses and sprinted for the line. Well to me it seemed like a sprint. I was a little choked with emotion as the MC announced my name and the thousands cheered, but inside was the realisation that I had ridden one of my late Father’s frames on Father’s Day. I was now officially a “Man of Steel” even if it was of the low tensile variety.

It was a tough, but a fantastic day and a privilege to dedicate a ride to my father on one of his frames. It almost felt like he was there!

145 - Well and truly finished A Man of Steel

Well and truly finished A Man of Steel

Well I hope you all enjoyed that as much as I did. Thank you Peter for taking the time to write such a great story!

A story about a bike and a promise kept. Part 1

Posted in Uncategorized on August 15, 2015 by Bonavia Cycles

I first met Peter in 2013 at Clive Bonavia’s funeral. Peter Butterwick, a very English name, and by all accounts a very English gent. Long story short, Clive Bonavia was Peter’s biological father and they had never met before a chance meeting in 2011. After this they forged a  close friendship. The bike below is part of a promise that Peter and Clive had made to each other to ride the Erorica Britannia together. Clive was not to be there in person. However, I do not have to imagine that when Peter was deep in the valleys of the Peak District looking up at the climb to come, it was Clive’s memory and the Bonavia underneath him that was all the support and encouragement he needed to stay the course. I do not have the words to tell this story. Peter however does, and as the following pictures will show, a few before and after shots of Peter’s restored Bonavia.

The next post will be Peter’s story of his time riding,

Le Erorica Britannia


1981 Bonavia road frame set.

Original paint and 1st generation decals.

In the effort to restore the frame in a period correct fashion I had shipped Peter a few of the last remaining original decal sets given to me by Clive. Unfortunately the decals had seen far too much U.V. over the years and were unable to be used.

 So after this setback we initiated Plan B and I sent out a 2nd generation decal set to complement the paint.

Bonavia 5Head tube side shot with 2nd generation Bonavia head tube decal.

I believe this is a Carlton Cycles lug style and possibly made by Carlton.

I have led myself to believe this as, over the years, I have seen many Carlton bicycles made with this lugset.

My research however has found no evidence to support this.

I would be grateful if any one out there could positively I.D. this lugset, as it is always nice to know!

Bonavia 3

Tradition would dictate the cable routing would cross and travel behind the bars and that the cable run be a wee bit longer. However, any critique I could make about set-up of components or cock pit would just be a manifestation of my desire to wrench on this bike.

Bonavia 6

This is a great shot of the 2nd generation down tube decal.

Bonavia 10

Another great shot,

I am really enjoying the blue of the frame and the silver of the decals.

Nice light too!

Bonavia 8

It is great to see a 600 drive train in such a good condition.

Bonavia 2

I really want to see a close-up of the seat lug.

The pedals are also great to see in this picture. The undersides looks like they are in NOS condition!

Bonavia 7

Bonavia 1

And there it is ready for action 34 years on, with a fresh lick of paint, and some new decals.


Part & Parcel

Posted in Uncategorized on August 12, 2015 by Bonavia Cycles

So when I started thinking about developing a new headtube badge for Bonavia. I Started thinking about myself as a builder, my ideals and history, I also thought about the importance of the intent that you bring to a project. I thought about the elements of Precision, care and design that Clive had taught me. The final design has elements of my personal history,  Clives original Bonavia design of the late 1970’s and an overall aesthetic that complements not just the lugged construction that Bonavia is known for, but also the fillet and bi-laminate construction methods that I employ when the customer desires or the design dictates.

The process started over a year ago, the conceptual design process is something that I enjoy up until a point, I know what I am good at and know what I should be farming out. I am happy on the computer working in a cad file designing new tools or working with fir numbers to get a bike dialed for the rider for me these thing are very tangible and my knowledge and experience allows me to achieve the needed results with relevant ease. However researching didone fonts and the history of text styles is not something I am good at or want to be. So harvesting the ideas and images from my head was one thing. Incorporating the elements of history that Bonavia has and mixing them together to create something unique was where i knew help was needed. So in stepped Tim Lukian of Tuna Heart design and we went to work.

DSC_0016_1 The back and forth that we went through was extensive and at times frustrating. I did however learn a lot about the graphic design process and am very satisfied with the results of the en-devour.

I managed to source a local Company to me in Vancouver, who’s process and experience made the execution of the design elements smooth and hassle free, Fred  and Astrid also made sure that I got to see the first samples that came out of the die and the process that each sample goes through to become a headtube badge.

Headbadge file (51)The die itself is made from 4140 tool steel.

Headbadge file (49)The first samples to go through the die and a 6 tonne drop hammer. One sample is brass the other is nickel silver both in 14 gauge.

Headbadge file (48)Drilling the 2.5mm mounting holes.

Headbadge file (34)All hand work here, the accuracy that Whei uses this jewelers saw with is amazing considering how fast he was cutting the material. Very impressive to watch.

Headbadge file (38)   A sample cut and ready for annealing

Headbadge file (25)The annealing process, this is done in order to form the head tube badges to the desired diameter of head tube.

   Headbadge file (23)

   In this step the badges are pickled to remove oxides that have developed from the annealing.

Headbadge file (22)

Headbadge file (21)

A quick wash in some hydrochloric acid and then quickly rinsed off with water.

Headbadge file (18)

Cleaned badges ready to be pressed and formed into shape.

Headbadge file (15)

Checking for fit-up

Headbadge file (12)

Badges are then put into a blasting cabinet to create a surface etch and key for the desired cosmetic steps to come.

Headbadge file (10)

the badges then go into another bath to create a layer of oxidization that will add to the surface finish.

Headbadge file (8)

After the bath but before the polish.

Headbadge file (6)

And after few moments on the buffing wheel….

Headbadge file (4)

The above finish is a nickle oxide. this will be standard on all Bonavia frames.

The below finish is a brass oxide and will only be for special projects and single speed mountain bikes.

Headbadge file (2)

So there you have it, the makings of a fancy headtube badge. I am really happy with outcome of the project and am looking forward to seeing these on frames for years to come.

I don’t make the badges and I am ok with that, because the badge does not make the bike.

Clive Bonavia, Master Framebuilder

Posted in Uncategorized on August 12, 2015 by Bonavia Cycles

Clive Bonavia was a gifted craftsman and teacher. My attempt with this post is to (with the majority of work done by David Jacobs) tell the story of one of Clives bikes. This is not the whole story just a small chapter in Clives building career.

Below is a picture I took of Clive in 2009 taken at his home on Bexhill on sea, on the south coast of England.

Clive’s Reynolds 753 certification.

Clive has a great story surrounding this certification and how he had made a beautiful hardwood frame box to ship one of his frames to Reynold’s for inspection prior to receiving his certification. Expecting the box back with his certification a few weeks later the certification came back through the post…. no Frame box? Clive saw it as a compliment, but still missed the box.

The below text was taken with permission from David Jacobs a track racer now living in Australia whom Clive made this beautiful track bike for in the winter of 82-83. In conversation with David about his post it turns out that we have both worked in the same bike shop in Brisbane Australia! Albeit a few years apart. This is a small world indeed! Thanks again go to David Jacobs and of course Clive.

We all have at least one prized possession, something you could never part with, my last custom built steel frame by Clive Bonavia is one of those.

Palmer Park Reading 1984 *According to David this picture was taken the very first time David rode his Bonavia, notice the quick release front wheel (Clive had yet to complete the front track wheel) and headtube minus the headbadge.

First I should explain, I started racing in 1974, Track around 1976- That was in London regularly riding Paddington Rec, Herne Hill, Palmer Park Reading and later around the UK, always the eternal B grader.

Paddington Rec London 1984

I emigrated to Australia in 1994 and still race as a master in and around Brisbane.

Clive Bonavia ( the frame builder) owned a successful joinery business in Hampton Hill, outside London. As a hobby he made a few very good guitars. He also did a bit of bike riding, not racing just social stuff and decided to put himself together a bike. Sure we all do that, but Clive went and bought a set of tubing and lugs, hubs spokes and rims.
He built a few more road frames for friends of friends. One of his joinery customers was into the new fangled sport of triathlons and had this idea to make a frame with a very steep seat angle (think it was 78), at this time late 70’s early 80’s that was innovative. Clive built the frame. Clive’s signarture marks were incredible accuracy in his mitres and only using lower temprature silver solder to fit the tubing to the lugs.
In around 1980 I got onto him after I had broken a cyclo cross frame it needed a new top tube fitted, he was local and reasonably priced.

Esher Common Surrey 1981

By this time he had made a hand full of frames, and I started discussions about him building me a new track frame, “fixie no4”.
So in the Winter of 1982 I started to design my new frame, I had a pretty good one already, but wanted something better- it comes down to riding the national track champs and not being able to blame your equipment.
I needed a 57.5 cm square frame, we could not get long seatposts back then as I would have preferred to not have such a large and potentially flexible frame.
For the tubing Clive got me in a set of Columbus Pista PS, all well and good- but the downtube and chainstays seemed just a little flimsy in the tech specs, so Clive suggested using a heavy tandem gauge Reynolds 531 downtube, chainstays and fork blades.

The rear end and bottom bracket height proved the most troublesome- I needed a high bottom bracket for the steep tracks, as this would also produce a short chainstay for better rigidity and sprinting, but if it was too high it would effect the stability of the bike and my centre of gravity, making for a unstable frame.  So a compromise was found and with the 74 degree seat angle the rear wheel ( a standard single) would fit with minimum clearance against the seat tube with the rear wheel all the way into the dropout, the chainstay bridge was then ovalized to accommodate the rear wheel. We almost didn’t fit the chainstay bridge but after running some calculations decided the stress without it on the bottom bracket would be too great

The fork crown and bottom bracket are Cinelli . The fork rake was calculated by Clive.

The bottom bracket was going to be one of the first Royce Titanium ones supplied, the wheels Campag Pista and after a lot of searching 167.5mm Campag Pista Cranks.
Clive designed the frame around these components, to obtain a perfect chainline. The seatpost was a problem, I was over the Campag two bolt design and the bloody stupid 11 mm spanner to do anything, but single bolt Campag ones were very hard to come by, I got an ALE one, the saddle a brand new alloy cradled Cinelli/Unica with a plastic seat and leather covered.

Pedals, Campag chrome Pistas with Christophe steel toeclips. Headset Campag Pista Chrome.
I first used a Cinelli deep angle 110 steel stem and 14 bars, these were soon changed to a less radical 3TTT 120 mm track stem and Cinelli 67 Pista bar.

Back in the Early 80’s Reynolds brought out 753 tubing, if you wanted any to make a frame you first had to get a couple of tubes and a lug “kit” silver solder or braze it together, then send it back for testing. Clive got the kit put the bits together- few days later got a letter asking if he wanted a job making frames for the Raleigh Special Projects unit.

I met up with Clive again in the UK 2006, he had sold the joinery business and for the last few years had been teaching frame building in his home workshop.
Since then he has passed his name to Ross Allan one of his former students who in 2010 emigrated to Canada with the focus of developing Bonavia Cycles.

I retired my Bonavia in 2007.  The Bonavia hung in my garage for some time, and then slowly thanks mostly to guys on I wast inspired to put it back together as it always was. I have not resprayed it or polished the components, it is as it always has been built for speed not looks.

Apart from the the original Royce Ti bottom bracket and Campag 167.5mm cranks that are on my current track bike, this is pretty much as I raced on it from 1984 until 2007.
The wheels are my 1984 race ones, 32H Mavic hubs with Mavic CX18 rims, radial front 2 cross rear. The hubs were bought from the last day at a Bicycle trade show first pair in the UK with English threading. Singles are modern, sadly wore out all my Clement No 1 and No 3 silks- also cannot believe I didn’t hang onto any Dourdoigne singles.
I cannot imagine having my current alloy track frame last me 25 years.

The colour photo is possibly the last time I rode it in anger at speed in November 2006. That was at Chandler Velodrome here in Brisbane QLD Australia.

A monster track bike.

Posted in Uncategorized with tags , , on January 7, 2015 by Bonavia Cycles

I made this bike for Dylan Davies as a way to help support the efforts of an ex-bike messenger that has been kicking ass and winning races on the local road and track racing circuit for that last couple of seasons. He is also a talented photographer.

In time hopefully there will be examples of Dylan’s work on the site, but until then, you guys will have to make do with my photography.

Here are a few shots of the making of Dylan’s new track bike. A combination of True Temper tubes and a few select pipes from a Columbus Max tube set, A Paragon Machine Works headtube and a pair of dressed Long Shen track ends make up this beast

DSC_0112_3DSC_0135DSC_0134 DSC_0056_3  DSC_0145DSC_0055_4DSC_0056_3DSC_0057_4

IMG_20141105_205832 IMG_20141105_211523 IMG_20141105_212458IMG_20141105_212307

So if you like this post, check out a couple posts ago to see a few shots of this beast built and painted. I also just learned it’s the 10th fastest track bike in Canada – nice work, Dylan!

Stan and Dave’s quill stems

Posted in Uncategorized on January 7, 2015 by Bonavia Cycles

My posting for awhile will be in no particular order as I have a few projects to write up from last year and will be posting them as and when I get them done.

Here is a project from last summer.

I was really excited with this project as there is not much call for quill stems these days. I also happen to have a soft spot for fillet stems of all kinds. So, in order to achieve a position on their bikes that both Stan and Dave would be comfortable in, as well as efficient, they were going to need specific lengths and rises not available. Stan’s stem was 85mm and Dave’s was 95mm in length, and they both required 8 degrees of rise.

I set about making all the relevant pieces of the stems, including boring out sections of 0.085″ 1 1/8th  4130 tubing for the bar clamps and turning down the 7/8th’s quill sections by 0.001″ to allow for paint.

Once this was done, then it was time to braze the components together, and complete the job with a bit of finish work and then send them off  to paint.


The above photos were of the stem I made for Dave. Stan’s stem was the same, just a little shorter. It was made a few weeks after my return from vacation in Europe. Sad to say, I forgot to take a couple photos.

Both Dave and Stan have had their stems painted and when they send me photos I will put them up.



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