LED Light Conversion Part 4

In the previous Part 3 installment of the LED lighting conversion, I had test ridden the realigned headlight / rack combination and found it satisfactory for lighting on a MUP (multi-use path) but did not test it on a suburban street with overhead, municipal LED lights or on an unlit rural road. As the season closed down and nights came on sooner, it became practical to, literally, do a road test.

I live in a small town with conventional sodium street lights as well as the newer LED type located near my home. About two blocks from home is the edge of the town site and with it the unlit dark you get on rural roads away from the ambient light of a town or city. By the time there was a moonless night, I had finalized the provisional aiming of the headlight and the set up was configured as shown in the photo below.

Configured with Soubitez headlight, LED light and new TA front rack

On the mercury vapour lit streets as well as the LED lit ones, the headlight made a barely discernible pattern on the tarmac paving which was irrelevant since the ambient light was more than enough to see and ride safely. The Bertin’s LED headlight and tail light/reflector were more about visibility to traffic in those contexts. Thankfully, for testing purposes, two blocks away was a stop sign with the utter dark of a rural road on the other side of the intersection.

Once passed the intersection, the road was chip sealed tarmac and the headlight pattern gave an abbreviated, short pattern showing a shadow from the front wheel. After a short distance, I stopped and realigned the  headlight and this got rid of the wheel shadow and opened up the beam pattern on the road. I turned and went back to the original intersection and as I approached the stop sign got a brief headlight flash from an oncoming car before I stopped and the headlight went out (only the tail light LED has a standlight function). Obviously, the headlight seemed bright enough to oncoming traffic on a lit street.

A  left turn took me onto a recently constructed road with smooth tarmac and freshly painted white center line and lines dividing the bike lanes from car traffic lanes. The area was completely dark but the headlight re-alignment and the non-relective white lines made visibility quite satisfactory. The horizontal spread of the beam neatly covered the roadway out to the center line and over to the right to the outside edge of the paved and lined bike lane. As my vision continued to night adapt, being away from vehicles and street lights, I was pleased by the quality of the beam pattern and the intensity. You should not assume that this is an equal of a modern multi-LED headlamp but it finally can be considered a usable and safe lighting system that is and looks period correct. Nonetheless, I wouldn’t recommend screaming down some Alpine pass with it although I am pleased with the end results.

 

LED Light Conversion Part 3

Back in November of 2017, I wrote a post on converting an old Soubitez halogen headlight and a tail light to LEDs. The details are here. I was dissatisfied with the performance of the resulting conversion and over the next year attempted to find low cost and low complexity means of improving the results which are outlined here in a post from December of 2018. The results were improved but in my conclusion I commented, “The changed front reflector is a considerable improvement in beam shape but the 140 Lumen output of the LED may simply be too low for serious use. The up side is that things are better and still look period correct.” However, “better” is not the same as satisfactory. The beam intensity was still too low and the headlight beam itself did not fully cover the immediate path ahead because it seemed biased to the left.

My immediate thought was that if 1W and 120-140 Lumens of the Nicelite LED insert is good then double that should be much better and would still leave plenty of wattage to run the taillight. When I again consulted the Nicelite product page for dynamo lights, I found the following products:

None was of greater than 1W unless it had DC or some other polarity issue. Puzzled, I wrote Nicelite/Reflectalite and received a courteous and prompt reply explaining that older, traditional type lights such as I was converting were made with largely or completely plastic housings often with a small brass bulb mount or an entirely plastic mount. These designs lacked sufficient metal to act as an adequate heat sink for an LED of greater than 1W capacity. Higher output conversion LEDs such as a 2W would simply overheat, fail and, quite possibly, melt the the light housing or reflector. He went on to share with me that there were no plans to produce a higher powered LED conversion either now or in the future. So much for more Lumens from the current Soubitez reflector and housing.

Since more light was not an option, better focused light seemed to be the only route to improvement left. The problem with the Soubitez headlight was that the mounting base was plastic unlike the earlier Soubitez which had a crimped metal mount as shown in the photo on the right. The TA rack mounted on the C 37 attached to the Mafac Competition pivot bolts but did not have a mounting attachment rod with which to attach the light itself. That job was handled by a cro-mo custom made lamp bracket as seen in the photo. Unfortunately, the bracket did not fully clear the support rod of the TA rack and the result was it slightly tweaked the alignment of the lamp from straight ahead to a leftward bias. That was not a problem with the original chrome Soubitez shown in the photo as the steel mount was easily twisted to align straight forward. Unfortunately, the larger lamp with its black plastic mount was twisted left and this was wasting useful light and it could not be bent to align straight forward because the cro-mo mount was too strong to bend without damage. Realistically, I either had to replace the large Soubitez with another steel based lamp or change the TA rack/bracket arrangement to retain the reflector.

A search for a used, NOS or contemporary headlight that had a steel mount provide fruitless. The ones available had lens like my original, chromed, poorly performing Soubitez or had plastic bases like my large Soubitez with the added disadvantage of requiring a ground wire connection and attachment rather than the single wire with frame as ground format of older headlights. Since it did not look possible to find an alternate lamp, it seemed I would need to find an alternate rack on which to mount my current lamp. This was no small issue.

The original rack was made by TA in France about 35 years ago. It is steel wire, brazed together and then chromed. The racks are excellent for supporting handlebar bags on randonneuse bicycles without using special braze-ons and command used prices of at least $50 US if in good condition. Not only are they still in demand, they are found in multiple different formats some of which are rarer than others and therefore pricier. The photo to the left is my then current one showing the mounting struts and brake center bolt attachment point. There are two other models in that style and they differ by having a dropped strut that hangs down on the left side of the rack to permit the attachment of a headlight. They differ in that one version has a brazed-on threaded M5 socket which permits a light to be bolted directly on along with an anti-vibration washer to prevent slippage. This can be seen in the photo to the right.

I have used this type before on a Peugeot PF 40 and the mounting is simple, robust and secure in normal use. The wire mount is flexible enough to allow bending to fine tune headlight alignment but stiff enough to avoid vibration in the light field when riding at night. This was the version I was looking for when I decided to look for an alternate TA rack based on my previous experience with the Peugeot and the ease of mounting. Checking on line with both EBay and vintage bike stores, I found prices for poor condition racks needing re-chroming at around $60 -70 US. Good condition racks ran up towards $100 US. This was not the solution I had anticipated when trying to solve my headlight problem.

An alternative TA rack looks the same with the dropped headlight support rod but it lacks the braze-on M5 screw mount. Instead, the L shaped rod is plain and unthreaded like the example seen to the left. This requires a special clamp on style of compression mounting that allows the light to sit above the rod but which does not seem as secure a mount as the threaded version. This format looks like it will rotate if the headlight is too heavy or not tightened down thoroughly. Searching on line with EBay reveals that the rod type are in the $55 – 90 US range which was even worse.

Thankfully, the problem was solved through a contact on Bike Forums who had a front TA rack with light mounting post for half the price of the commercial offerings and in very good condition. Furthermore, the post was already threaded with an M5 thread for the previous owner’s application. A price was agreed on, PayPal payment made and the rack delivered by mail.

A quick clean with Autosol and the rack was shining. An attempt to quickly remove the previous TA rack and mount the new one failed because the fender mount at the fork crown required attention and alignment so up on the work stand and then finished. Once the rack was mounted and the nuts and bolts all tightened down, I trial fitted the Soubitez headlight to the mounting strut on the rack. The threaded area accommodated the mount but there was no room for jam nuts or the outer Nylock that was needed to hold the Soubitez in place. The thread needed to be extended.

Out came the tap and die set as well as the cutting oil. A trial fit confirmed that the thread was M5 so I assembled the M5 die to the handle, lubed the die, the threads and the chromed rod and carefully threaded the die onto the rod. The fit was much smoother than the dry trial fit and the die cut into the chromed rod readily, to my surprise. The original thread was about 1/2 inch long (1 cm) so I doubled the thread cut to just over an inch or slightly more than 2.5 cm. Once the swarf was cleared and the tools put away, I brass brushed the threads on the rod to clean them and refitted the two inner jam nuts to act as a stop. I added an anti-rotation washer, the lamp and then another washer and the 10 mm M5 Nylock nut. Everything bolted up perfectly and there was a slight excess of threads. The details are in the labeled photo to the right. I tested the light with the generator and the front and rear LEDs lit up exactly as they should and then, later, did a preliminary lamp aiming and adjustment.

With the new TA rack with the drop strut mounting rod, the aim of the mounted light was directly toward the front with no lateral offset to the left. Once weather permitted, I took the bike out on exactly the same bike path as previously had been the case. Riding showed a tight beam that had little throw to either side and lit the path from edge to edge. The Soubitez lens and the aligned bracket, refreshingly, put the light where it needed to be.

Conclusion: The light beam realignment provided by the new TA rack bracket allows the most effective use of the light available. The light remains bright white and is highly visible from the front and the rear stand-light functions very well. This is probably the best it will get with upgraded period technology and is now satisfactory for normal riding in level or slightly rolling terrain. Fast downhills? Still not recommended.

 

Patrick Sercu 1944 – 2019

 

Patrick Sercu died on April 19, 2019 at the age of 75. He was born into a Belgian cycling family headed by his professional cyclist father Albert Sercu. Patrick’s career started with Bertin-Porter 39, following his father on the team. In 1964, Patrick won the Olympic Gold medal in the 1 km time trial at the Tokyo Olympics giving Bertin the right to put World Champion bands on their head tube decals. Thereafter, he raced professionally for multiple teams on both track (3 World Sprint titles) and road (multiple TdF and Giro stage wins) and became the best Six Day rider in history (88 victories). After his competitive career ended he became an organizer of European Six Day events such as the Six Days of Ghent. He is survived by his son, Christophe, a professional cycling team manager.

 

 

 

A BIG Bertin, continued

 

Back on March 1st, I posted about a 70 cm tall Bertin C 34 bought at a yard sale in Arizona. Todd brought it home, cleaned, lubed tuned and adjusted it and added new tan bar tape and a matching saddle.  The original as found appearance is below:

 

 

Since Todd has completed his improvements to the bike it looks like this:

 

 

Now that the changes are complete, Todd left me the following opinion about the “new” bike:  “… I really love that bike. I have taken short little rides here and there … It’s super smooth and solid though.” Just what one would expect of a Bertin, I should think.

Bertin and Barry Hoban

For a long period, post WW II, Cycles Bertin ran regional development or farm teams with promising riders then being taken on by the larger national and international cycling professional squads just as Peugeot did with ACBB. Clearly indicated in the 1972 Bertin catalog that I have, is the information that a Bertin team jersey was included with your C 34, C 35 or C 37 racing bike purchase. You were expected to use it and could receive sponsorship money at the end of the season if you got good results with the possibility of turning pro if you had done really well.

During this time, Bertin sponsored two regional clubs, one in Douai, about 25 km northeast of Arras and the other, near Bethune, in the town of Lapugnoy which was located about 32 km northwest of Arras. These teams were sponsored by Bertin and  Porter 39, a regional brewer of beer until they were bought out by Heiniken. The classic red, white and black racing jerseys were worn by many amateur and semi-professional French and Belgian cyclists and by some notable riders such as Albert Sercu, his son Patrick Sercu, British Road Champion Albert Hitchen and by Barry Hoban as he began his climb into the professional peloton. It was the Bertin – Porter 39 team in Lapugnoy that Barry Hoban would initially ride for.  The preceding details are all very much a backgrounder for a review of an autobiography by Barry Hoban written in 2015 called Vas-y-Barry!  In it, Hoban along with Chris Sidwells, narrates the details of what it was like to be one of the first post-War English speaking riders to successfully break into professional cycling’s continental ranks.

The book itself is a high quality perfect bound paperback with a high gloss cover and back. Its ISBN is 978-0-9932501-0-1 and is published by The Pedal Press. It is a decent size handful, 15 cm wide, 21 cm long and 1.5 cm thick and cost UK Pounds 19.95. It is 207 pages in length, has 13 chapters and has 1 insert of black and white photos from Hoban’s early career with a second insert of black and white and colour photos of the latter part. There are 8 pages in each photographic section. The book’s chapters are arranged chronologically, starting from the early days of Barry Hoban’s introduction to cycle racing in Yorkshire to his Ron Kitching initiated introduction to Andre Bertin. He was eventually hired on by Mercier where he had a long career and the book goes on to describe his Tour de France stage wins and the various Classic races he competed in. There is a concluding chapter in which Hoban’s post racing life after 1980 is described. He then worked for Coventry Eagle and promoted a Barry Hoban line of bikes for them as well.

What is really interesting in the book are Hoban’s assessments of the races he rode, his tactics and his insights into the strengths and vulnerabilities of his competitors like Jacques Anquetil, Rudy Altig and Eddy Merckx. This is a book written by one of the pro peloton’s hard men and that makes it into a wonderfully informative and enlightening read. Highly recommended.