Buying a Vintage Mixte: What to Look For

I know that several of my readers are hunting for vintage mixtes at the moment - intending to use them as sportier alternatives to their main transport bikes. Early summer is a good time to buy a vintage mixte, as many are on the market. But before getting swept up in the romance of those twin lateral stays and buying the first attractive mixte you see, it could be helpful to know what to look for - lest you end up with a bicycle that is un-ridable at your skill level, or with a bicycle where you will have to replace so many parts that the purchase will not be worth it.



Let's start with geometry, and I will try not to make this too technical. It is tempting to look at a mixte and think of it as a cute, comfy "girly bike." But most mixtes from the 1970s and 1980s that you will find on the vintage market were designed as roadbikes. This means that they are not that comfy, and not that easy to ride. And this has nothing to do with whether the bike has drop bars vs swept-back handlebars, but rather with the bicycle's inherent geometry. Without measuring distances and angles, here are some ways to test whether a mixte was designed as a roadbike:



1. Steep Angles? Set the bicycle's saddle height to a level where your leg is extended fully or nearly fully on the downstroke. Are you at all able to touch the ground with one tip of a toe at this saddle height? If yes, or almost, then the bicycle was likely designed with comfortable angles. If not even close, then it was designed with steeper angles. While you can change the angle of the seat tube by moving the saddle backwards, a steep seat tube angle usually means that the bicycle is aggressive in other ways as well, which is what makes it an easy indicator of comfort. Steep angles tend to make a bicycleless comfortable - so take this into consideration.



2. Toe Overlap? Get on the bicycle and start slowly riding it. Now, turn the handlebars dramatically, either to the left or to the right. Does your toe hit the front wheel at all when you do this? If yes, this is called "toe overlap". Most small-sized road and track bikes have it. For road and track cyclists it is not a problem, as they typically cycle so fast that they do not turn the handlebars. However, a city bike will ideally not have toe overlap - as having your toe hit the front wheel can cause a crash. If you are an inexperienced cyclist and the mixte you are trying has toe overlap, think about whether you are prepared to deal with this before you buy the bike. This aspect of the bike's geometry cannot be altered.



3. Responsiveness/Squirrelliness? Start riding the bicycle again and pick up some speed; then make some gentle turns. Cycle around the block, where you have to turn the corner several times. Do you feel stable and in control when cornering, or do you feel as if the bicycle turns too sharply and faster than you expected? If the bicycle feels overly-responsive ("squirrelly") on turns, it was likely designed as a roadbike. For an experienced roadie, this is a good thing. For someone transitioning from a stable city bike, this can be scary and not fun at all. This aspect of the bike's geometry cannot really be changed either.



Once you find a mixte that seems comfortable, take a look at the bike's components and make some mental calculations about value. The main things to consider are the wheels and handlebars.



Older and lower-end mixte models will typically have wheels with steel rims, unless the previous owner replaced them. You can identify steel rims by their little pockmark-like indentations (click image above to enlarge). These are not good for braking, especially in the rain. On a vintage 3-speed steel rims are not so bad, as you are not cycling very fast anyway. But on a sporty mixte, poor braking power is not a good feature to have. I suggest choosing a mixte with alloy rims, or if there is something special about a steel-rimmed mixte that makes you want that specific bike, factor in the cost of replacing the wheels.



If the mixte you are considering is fitted with drop bars, and you are planning to replace them with swept-back bars, be aware that you will most likely also have to change the stem for reasons of compatibility. Together, a new stem and handlebars can be a costly upgrade. A mixte that already comes with swept-back bars could be a better deal.



There are, of course, also other important things to consider - like the state of the brakes, derailleur system, headset, hubs, etc. - not to mention whether the frame itself is structurally sound. For this, you will either have to bring a friend who is knowledgeable about bicycle repair, or trust the seller. You will also have to spend extra money on adding fenders, a rack and new tires for the bike. But these issues are common to all vintage bike purchases, so I will not go into them here.



What I wanted really was to give a sense of what to expect from a vintage mixte in terms of ride quality, and how to tell whether the basic geometry and set-up of a particular mixte is within your comfort zone. Hope this helps, and happy mixte hunting!

Desert Treasures

I never make a guess at what I might find when out on the desert. We have found all kinds of strange things - lots of beer cans and beer bottles, wine and liqueur bottles, soft drink cans and fast food wrappers are common. We have found lots of tires, chairs, broken TV's, computers, printers, cell phones, clothes, dishes, broken drills and other tools, and anything that you might think of would be in any household trash can. It seems a lot of people would rather dump their trash on the desert instead of paying their trash bill so that the trash company will haul it for them. To me that doesn't make any since at all. We have heard of people that have found nice furniture and other things that they took home and used - a recliner, dresser, kids swing set, and someone found nice curtains in a plastic bag they took, cleaned and used for years. You have to wonder why some things are thrown out. Couldn't they just be donated to the local thrift store? The other day Lee and I were driving down the road and at the same time we pointed and said, "Is that a boat?" we could just barely see it out in the sage brush. We drove out and yes, it was a boat, but to bad it wasn't in condition to take home. It looked as if it had been wreaked. Maybe on a trailer going down a highway and rolled off. We went on farther and there was what had been a nice couch sitting under a juniper tree just waiting for someone to sit on it and enjoy the scenery. The hill behind the tree and couch in the photo hides a pond where cows were drinking. I had a though about how many cows could sit on the couch at once but none came over to try.

SWPA ice conditions & report

SWPA Conditions for the weekenders - OHIOPYLE STATE PARK, Lower Meadow Run - Main Flow L & R WI3, Both IN and leadable. Hemlock WI3+ IN with a thin start, Season Finale M6 ice start IN fat, Anger Managment M6+ IN ice start and finish, Captain Caveman M7+ IN, Both previous routes are now equipped with fixed draws for those looking to work them. Please be courteous to others and leave them there. Lower Meadow Warmup WI2 IN. Upper Meadow Cascades WI3+, Thin definately top ropeable, Confluence Most likely very thin. Let us know if you venture in. SO. C'VILLE ROD & GUNCLUB, Caveshot WI4+ IN, N.R.A. WI5 Questionably IN - Very wet and not well formed. Laura and I put up a new mixed start that comes in from the right. It goes up through several rock placements to the base of the final pillar. Final pillar was VERY wet. I took a fall and ripped a screamer when my crampons suddenly sheered through the semi-frozen snotsicles on the last 30' of the climb. Bring snorkel... Internet Connection M6+ OUT, Skymonkey WI5 OUT, Apline Ascent Gully M2/3 IN. [b]IRISHTOWN, Mouth of Madness WI5- Forming up nicely, The Prow WI4 M3 IN, Upper Tier - No report. Hope this help in making a decision. These are the areas I've checked either today or yesterday. Questions on other areas, get in touch. Here are a few photos from the GUN CLUB today.

The Southerner's return to ice

Day 1 (Saturday)What a weekend! Hope everyone got out to enjoy the current fatness. Ice climbing conditions were perfect in the Laurel Highlands. Longtime climbing friend Matt Johns finallymade the drive up from Kentucky for some ice climbing. It'd been about 9 or 10 years since Matt has climbed ice. For many years the conditions seemed to have thwarted all attempts Matt has made to come climb ice. Well this was the year.Laura and I were in need of another restday andMatt needed a slight refresher on the art of ice climbing. Schoolhouse was our destination for Saturday. After a delicious breakfast at Valley Dairy, we drove to Ohiopyle. The road into Mitchell parking hadn't been plowed so we had to park at the main parking area in town andsnwoshoe 4 miles into the climb. Matt's an adventurous guy and Laura likes to hike so we decided it was a nice way to spend the day.Laura and Matt starting the day. Photo TA

We set off from the parking area and the going wasn't bad the first 1.75 miles. Snowmobiles hadbeen down the rail trail packing the snow and making for easy travels. Stopped by a downed tree, the easy goingended there. Breaking trail in the deep snow was the norm the rest of the way. I was pulling Laura's and my gear on a sled and Matt was packing his own. It took about 2 hrs for us to reach the crag. I had been worried about the ice conditions with all the sun beating down.Matt and Laurahad slowed down a good bit in the final 1/2 mile push to the climb. He was very excited upon his arrival at the cliff. We found the ice in snowcone condition. I quickly geared up and climbed the route. I belayed Matt up as Laura took some photos.

Matt had a good time seconding the climb and getting back onto ice after so manyyears. We left it rigged on the shuts and walked down. We took turns climbing thequickly deteriorating ice. We finished up a little before 3 o'clock. Whilepacking up our gear Dr. Bob and Regina camewalking up thetrail to the cliff.We briefly chattedthen let themget to climbing as the routedidn't appear that it would be climbablemuch longer.Surprisingly the hike outfelt a little better than the hike in.At one point Laura hopped on thesledwith all the gear to take the easy way out. She was grinning ear to ear duringher 1/2 mile of sleighing through the woods.She was surprised I could manage the load and her. It was the least I could do since I didn't get hera valentines present this year.At the car we snapped a photo and made our way to dinner atTall Cedars in Donegal. We all agreed that the day was a lot offun. The weather was warm and it was great to getMatt on the elusive route. Remember Matt, the cliff is always 10min. away!

Laura climbing Flying Dutchman. Photo TA

One of many bent trees on the way out. Photo LH

Laura's viewon the Schoolhouse shuttle. Photo LH

The happy crew

The southerner says -mmmmmm good eatin'. Sneak photo LH

Day 2 (Sunday)We enjoyed our "casual day" Saturday saving our energy for a climbfest on Sunday. We met Joel Torretti, Dr. Bob, Regina, Mike, and Kenny atanother local cliff. I think Matt was impressed at his first sighting of the crag. We stopped at the top and I pointed out the different lines while Laura took some pics.Matt & I checking out the routes. Photo LH

We made our way down to the climbs. Matt and I decided to start the day on Called on Account of Security. It was in thebest conditions I've ever climbed it. The normal mixed start was buried under about 12' of snow. It was still thin through the bottom, with a huge middle pillar and a slightly thin finish. It was a lot of fun.



The super fat middle of Called on Account of Security WI4. Photo LH

Matt Johns seconding Called on Account of Security. Photo LH

Laura was giving Joel a belay on G Gully. He led the initial pillar and threaded off.Mike and Kenny did the same on the Central left pillar. Ropes were left on all the lines while we all took turns climbing each of the lines. After our warm ups, Joel racked upfor theline he tried last week. He quickly made his thread and pushed up the nextstep to below the crux. He went upto thecrux,poked around a bit and backed down to the rest stance. This happened severaltimes before commiting to the moves. He worked up through on thethird try, placing several screws and looking solid.He did a great job of keeping it together and finishing what he startedthe week ago. Congrats on the send Joel! What's it called?



Joel Torretti on his new unamed line. Photo LH

My goal for the weekend was to get back onmy attempted routefrom Valentines day.Regina and Bobfinishedup on Called on Account of Security andit was "Go Time"The route looked slightly better or should I say "wetter" than last weekend. Some new blue ice graced the top of the climb concealing the V threads from the week before, all the while making the final bulge abit bulgier.The water was really running on the route. Temps were on the rise and I wasn't sure if I would get another shot next weekend or even the rest of the season.I figured it might be my last chance. I tied in and started up the route with Matt on the catch.



A cool perspective of me startingup the route. Photo LH

Climbing through one of the earlier crux sections. Photo LH

I found the climbing to feel a tad easier than the previous week. Still very commiting, but not as much work clearing the rotten shit as I had on last Sunday's attempt. Knowing the route, I utilized all the possible rests andthings went well (except for dropping my lucky BD stubbie in the snow. Gone forever!)



Finishing up the FFA of World of Pain WI 5+ Photo LH

Matt instilled great confidence as my belayer. I placed nowhere near the number of screws as the week before.Pulling the final bulge and not being pumped gave me a great sense of accomplishment. I placed an anchor screw, clippedin and relaxed.The view from the top was sweet.In a fine show of style Matt offered Laura to second mysend. ThanksMatt!She didincredible showingsmooth, effortless climbing.Matt was 3rd up the line doinga great job and enjoying the climb. I'm gladmy sweetie and old buddywere in on my send.



Laura seconding World of Pain. Photo MJ

"The Southerner" Matt Johns enjoying SWPA ice. Photo LH

Mike led The Awakening with Kenny as the last lineof the day. We hiked out to the cars satisfied as the day was drawing to a close.With some luck and cold weather we'll get in another weekend of climbing.

A Monster at Sunset...

One evening I drove up to Massai Point (6,883 feet above sea level and one of the highest points in Chiricahua National Monument) for the sunset and played with some shots of one of the stone formations...

The glowing “eye” sure made it look creepy.

But the glowing mouth was really weird.

Walking off into the sunset...

Sure doesn't look the same in the light of day!

'Twas another glorious sunset!

Yelden - Melchbourne - Newton Bromswold - Yelden

Led by Barry. With Eddie and Maureen and me. Dry, grey - good underfoot. 9 miles.

















We walked from Yelden with its motte and bailey - considered to be the finest archaeological monument in Bedfordshire, according to the information board. They are yet to be explored and excavated, it says, and were used by the de Trailly family who were tenants, after the Norman invasion, first of the Bishop of Coutance, then of the Earls of Gloucester. The castle had fallen into disuse by 1360.

We walked from near the church, and turned right along the road. The castle remains were on our left, and we took the path just after them, zigzagging over fields following a way-marked path, eventually crossing the Knotting Road and into Melchbourne.





We had a look inside the church, which is fairly plain inside. It was rebuilt to a large extent in the 18th century. The foundations and tower are all that remains of the original 13th century building.





For some time after leaving Melchbourne we were within sight of the large Melchbourne House, in Melchbourne Park. The house was originally built for Lord St John of Bletsoe Castle in 1671. It was rebuilt in 1741, and is now divided into separate dwellings.





From here we walked past some M o D land with a sign declaring Danger - Poison Gas. Not inviting. This link gives a lot of info on the topic, including a clean-up operation in the 1980s. It sounds as though there may still be some contamination, more than 60 years later.





We followed the path round the edge of the wood, eventually picking up the Three Shires Way, and walking towards Newton Bromswold with its elegant church spire clearly visible for some distance.











more follows.

Chipmunk

Look hard and you can see the tiny chipmunk on the left side of the tree stump. We saw him last time we went to the mountains.

Go-Anywhere Gearing: SRampagnolo Drivetrain with 'Frying Pan' Cassette

For the past few weeks I've been riding with an experimental drivetrain on my main roadbike "Desdemona" (a Seven Axiom S).The goal of this drivetrain was to achieve very low (sub 1:1) gearing, for hilly long distance cycling, including brevets. There are several ways to get that kind of gearing, some of which I've tried in the past with mixed results. The tricky part is not the gearing in itself, but achieving it with a modern (i.e. integrated shifters), lightweight road drivetrain, while keeping everything working smoothly. At the moment no road group from Campagnolo, Shimano or SRAM is designed to handle gears quite this low, so modifications are needed.



A hybrid drivetrain means that the parts making it up (cassette, derailleurs, crankset and brake/shift levers) are not all from the same manufacturer or group.Since modern road groups are designed for all the parts to work together, modifying or mixing them is generally not advised. That said, there aretwo general methods of doing so in order to get low gears. One is to keep most of the group intact, except for the crankset - replacing it with either a triple, or a double with much smaller chainrings (either way, inevitably foreign to the group). The other is to keep most of the group intact, except for the cassette - replacing it with a wider touring cassette (and long cage derailleur to accommodate). Speaking purely for myself, I have not been 100% happy with what happens when a modern road group's native crankset is replaced with a foreign one. So this time around, I opted for the other method.After 600 miles, what impresses me is that, in addition to being useful, this is also the least finicky hybrid drivetrain I've tried to date.





The setup here is a "SRampagnolo" hybrid. We've kept the front end of my bike's native Campagnolo Chorus drivetrain (50/34t crankset, front derailleur and 11-speed ergo levers), but used a SRAM 10-speed 11-36t cassetteand a SRAM X9 long cage rear derailleur.





A Jtek Shiftmate (model #4 I believe) makes the SRAM 10-speed cassette compatible with the 11-speed Campagnolo levers. You can read all about this neat little converter here. Obviously, if you are starting with a SRAM or Shimano drivetrain, your setup will be different. Going with all-SRAM should be the easiest, because, as far as I know, their road and mountain groups are compatible. Shimano I am less sure about.







The decision to go with the SRAM X9 long cage derailleur was made, despite some reports that the new SRAM WiFli road derailleur (designed to handle up to a 32t cog) can in fact handle a 36t. Seven's Rob Vandermark tested the WiFli with the 11-36t cassette, and was not happy with the outcome. That was good enough reason for me to go with the X9.




As far as functionality of the drivetrain, there is not much to say other than "It works." The entire range of cogs, from 11t to 36t, is usable in both rings. Cross-chaining has not been a problem in either combination (the derailleur does not explode in big-big and the chain does not go slack in small-small). Chain drop has not been a problem.The fact that the shifters are 11-speed while the cassette is a 10-speed is not noticeable. The Jtek converter works flawlessly and does not call attention to itself. After 600 miles of using the entire range of gears and switching between big and small rings constantly (including under load, and including when cross-chaining) I have not yet dropped the chain, gotten the chain stuck between rings, or even mis-shifted. In all ways, the drivetrain functions as smoothly as it did when the original groupset was intact. To be honest, even in the best case scenario I did not expect it to work quite this well.





As far as usefulness of the gear range, this too has exceeded my expectations. The cassette is spaced asymmetrically, so that the smaller cogs are closer together and the bigger cogs wider apart. The exact combination is:11-13-15-17-19-22-25-28-32-36. With the 50/34t compact double, this combination almost feels like having two separate cassettes at my disposal: One for fast rides and the other with bailout gears for climbing either very long or very steep hills (or both!). Normally, I find myself riding in the big ring, in the middle of the cassette. One unexpected outcome of this, is that the setup encourages me to use bigger gears - something that has proven helpful over the past weeks of learning different climbing techniques and trying some interval training on flats. I was so focused on getting the low gears I wanted, it did not occur to me how much I would appreciate having the really high gears as well.The small cogs are not quite as tightly spaced as they would be on a racing cassette, but they are tight enough for me.



And of course at the low end of the range, the sub 1:1 ratio offered by the 34/36t combination is a dreamy bailout gear - especially considering how lightweight my bike is and how nicely it climbs in general. This end of the spectrum does come in handy on long rides over steep hills. For paved riding, this is now truly a go-anywhere bike.



While I expected the wide spacing to feel like a compromise, in practice it doesn't. On my dirt road bike, the spacing is tighter with a 12-29t Campagnolo road cassette. While my low gear on that bike is very similar to what is described here (28/29t with 650B wheels), on the high end it maxes out at 42/12t. I notice this more than I notice the difference in cog spacing.To be able to fly in 50/11t with my legs on fire and the next day spin up a vertical hill while humming happily in 34/36t,on the same bike,is, like, wow.



On the downside, the wide cassette does mean a bit of extra weight in the rear coming from the bigger cogs, long cage derailleur, extra chain length and Jtek pulley. Around 200-300g is the difference between this and my original drivetrain. Holding the bike up in my hands, it does tip to the rear a tad now, whereas before it was a masterpiece of perfect balance. In motion, I do not feel the extra weight. And whether it's bike related or not, my average speeds over the past few weeks here in Northern Ireland have been faster than previously. I really feel that I have the best of both worlds now with this bike.Since this is a temporary setup (an experiment for Seven Cycles, as much as for me - they may offer this option on custom builds in future), a different rear wheel was built for the purpose of testing it. I still have my bike's original Campagnolo wheel, derailleur and cassette, and can get my old setup back fairly quickly. But I think I will end up keeping this one, at least for the time being.



Visually, I admit the huge cassette does not exactly look elegant. The local roadies here have quickly dubbed it "the frying pan" and I've adapted the term affectionately. I may not be able to fry eggs on it, but I can can go far and I can go fast. Now we're cooking!

Tuffee's Hole

Tuffee dug a hole in the damp dirt by the house. She looked cute in it but I got afraid the rock would fall in on her if she dug any more so we filled it in. She just dug another one beside of the first hole but at least the rock wasn't near it.