Copake Auction 2025 - Bicycle Review

The auction house in Copake, New York has long been known for its bicycle auction, traditionally held in the spring but in recent years held each October. Let's take a look at some of the utility bike and three speed lots from this October's auction.

 

Raleigh Record Ace bicycles have always commanded a premium. This pre-war Record Ace is no exception. At $960, it went for a handsome price, but not one that is totally unreasonable. Record Aces are highly sought-after by Raleigh collectors as a premium offering, especially before WWII. 

 

 

Raleigh X-frame or cross-frame roadsters were never common in the USA. They were a staple of pre-WWII English cycling, but never made the same impact in the USA. The traditional, diamond frame was always more popular here in the USA. This pre-WWII cross-frame roadster sold for $360. It appears to have a damaged top tube and incorrect paint, but still commanded decent money because of how rare these bikes are in the USA.  

 

 

This ladies' Humber Sports sold for $120, not a bad price for a ladies bike. Unfortunately, ladies bikes are parted out, and perhaps that's what drove the value in this case. It's a nice bike for someone who likes a step-over frame.  

 

 

Older Sunbeam bicycles command a premium in the USA. Before being bought-out, Sunbeam was one of the more luxurious brands, competing with the likes of Raleigh. This Sunbeam sold for  $300, a fair price for an unusual bike in the USA, and a decent example of a luxurious three speed.

 

 

 Older BSA bikes from before the buyout also command a premium. BSA was well-known as a maker of quality bicycles in competition with Raleigh, especially prior to WWII. This BSA roadster is very tall, but despite being so tall, still sold for $240. Still.. not a bad price if it fits you. But you'd better be pretty tall.... 

 

 

Two Raleigh Twenty bikes were for sale. Both were coffee colored and both in pretty good shape. One sold for under $100 and other for just over $100. Those are excellent bargains for the buyer (not a great price for the seller). Raleigh Twenty bikes have a cult following and are excellent riders. It seems like common, post-war Raleigh bikes have not had strong values the past few years, while more unusual and earlier bikes haven't quite taken the same value hit.

 

Now let's compare the Raleigh Twenty bikes, which sold for very little money, to the Schwinn Runabout, a less-common small wheel bike in the same class with the Twenty. This Schwinn Runabout sold for $600, way more than the Raleighs. The Schwinn bike is relatively uncommon and enjoys cross-over interest from the Schwinn collector community and the muscle bike collector community. The difference is night-versus-day: the Schwinn sells for many times what the Twenty brings, even if the Twenty is the better-made and better-riding of the small wheel bikes. Condition, age, and rarity are kings as between these bikes.

 

Take-Aways

So what do I think are the take-aways?

• Condition, age, and rarity are still the three kings of pricing a vintage utility bike. Luxury brand bikes from before WWII in good shape still command considerable prices, particularly for top-of-market bikes. The Raleigh Record Ace is a great example of a classic English bike that commands a premium. 
• Mid-market and down, the market is kind of soft right now. Raleigh Twenty bikes are common in the USA, but there was a time when they commanded higher prices. At one point several years ago, I was seeing them sell for $300+ for a good example. In this auction, these examples sold for around $100. Great bargains if you're seeing them for those prices.
• Cross-over interest is important. If your bike, such as the Schwinn Runabout, has cross-over interest from buyers with money: Schwinn collectors, muscle bike collectors, etc., then you see higher prices. The Twenty is an objectively superior bike compared to the Runabout - the frame is lighter, the bike is designed to ride and handle more like a full-sized bike, the Twenty folds, etc. But the Runabout is much more valuable today because of that broader collectors interest.
• Ladies' bikes still take a value hit. Some of the ladies bikes sold for very little money in this auction. The Humber had some good parts on it, so probably sold for parts value. I don't see much increase in value for these ladies' bikes in the near future (except as to parts). 
• Lastly (but not least) - this is still just a hobby. Old utility bikes won't make you rich and you don't earn a living off them. But they are enjoyable and still mostly affordable collectibles that also ride wonderfully. "Keep Calm and Carry On", as the saying goes. 

Autumn Rolls On (Schwinn Content)

 

Autumn rolls on and the leaves keep falling... The weather was warm yesterday, so I had a chance to take out the 1964 Schwinn Traveler. Every nice day is a bonus this time of year. The days are getting shorter and the weather is definitely turning cooler. 

 

 

Autumn Leaves and Late Season Rides

 

Ride season is starting to wind down in this neck of the woods. We still have some decent weather ahead of us, though the days are getting progressively shorter. I am still riding in the later afternoons before it gets dark, at least on the days when the weather permits. 

This autumn, the leaves are kind of a "mixed bag". A powerful rain and wind storm blew away some of the leaves before they could fully gain color. But some leaves still remain, particularly in areas where there is a sunny exposure and other trees protect from the wind. 

 

A stop along a small road shows the brilliant color of the remaining leaves. In this case, a group of maple trees have turned the typical brilliant gold. They blend with the black of this 1970 Raleigh DL-1 pretty well. 

I suspect we have about two to three weeks of ride season left, though the weather can always change that. Once the clocks change in November and the weather turns even cooler, the season will probably come to an end.  

 

"Hub Steps?" - When Bicycle Frames Were Bigger

Today, it is somewhat taken for granted that when a bicycle is fit to the rider, the rider can straddle over the top tube with both feet on the ground. This "stand over" measurement is used so that if the rider needs to panic stop, he or she can hop off the saddle and stand over the bike comfortably. Some vintage bicycles were sold with this particular feature in mind. "Safety roadsters" featured smaller wheels (usually 26 inches instead of 28) and lower bottom brackets.

But in the early years of roadsters, particularly before WWII, it was common that riders would take out the biggest frames they could handle. This meant that many riders were on frames where they could not comfortably stand over the top tube with both feet on the ground. 

To help these riders mount their bikes, manufacturers offered "Hub Steps" - extended axle nuts that incorporated a foot peg. The rider would mount the bike in a single motion, bolstering up into the saddle with a kick, using the peg as a foot hold. This helped the rider to use a frame that used all of his or her (usually "his" because men's bicycles had higher top tubes) leg length right from the saddle. 

Of course if the rider panicked and came off the saddle, this meant the possibility of crashing onto the top tube. It is possible to avoid this if one simply reverses the process of mounting and swings back off of the frame rather than jumping down onto the top tube.

Today personal injury/products liability issues would abound with this frame type, but 90 or 100 years ago, it was common to have a large roadster with a Hub Step. The steps were even offered in various finishes (nickel plated and black painted were popular options), and in different sizes and threadings for the various hubs and axles available at the time. Even the venerable Sturmey Archer three speed hubs would be fitted with a step.

Looks Like Autumn

1958 Raleigh Sports

New England is known for its fall foliage. We get quite a few tourists in these parts, driving around to look at the color leaves. This fall has not been especially colorful so far though. Conditions have been quite warm and dry, producing more brown, dry leaves on the ground than color leaves on the trees. 

1970 Raleigh DL-1 - Seeing Some Yellow in the Trees

In the past week or so that has started to change, at least a little bit. A few of the hardier trees have turned their usual colors rather than just drop their leaves. Sugar Maples turn yellow while the soft maples (also called the "red maples") turn a nice red color. The large, leafy catalpas turn yellow but seem to hold onto their leaves a bit longer than most trees. The oak trees seem to hold their leaves the longest, but those usually turn brown around here.  Burning Bush turns a beautiful, deep and somewhat darker red.  

 Virginia creeper vines turn a beautiful, deep red. The dreaded Poison Ivy vines turn yellow. (Winter is the time to kill Poison Ivy - I wait until the leaves are off and then carefully cut the Poison Ivy vines with snippers or a hatchet). 

Some Color In Those Trees Now... 1958 Raleigh Sports

Colder weather is arriving in the next few days, which means we may see at least some decent colors at the tail end of our leaf season.  

Out on the road this week were a beautiful 1970 Raleigh DL-1 and 1958 Raleigh Sports. I spent much of the summer riding classic Schwinn three speed bikes. This fall, the Raleighs have been getting a little more road time. 

1970 Raleigh DL-1 on a Warm Evening

 

The 1958 Sports has an Alumilites LED tail light, which is very helpful in darker conditions. The Alumilites tail light is part of a triumvirate of affordable but quality retro tail lights. Those three are the Alumilites tail light, the Kiley Eyelights tail light, and the Blue Lug Koma tail light. All three of those lights provide good light, multiple modes (solid and hazard flasher), and are rechargeable with USB cords.  All three feature metal construction and bright LED lighting. As the days get shorter and it gets dark earlier, it becomes all the more important to have a good quality headlight and tail light on your bike (along with reflectors). 

 

The Alumilites LED Tail Light - Metal Construction, Classic Look

 

The riding season is winding down, but there are still some good days ahead before the season ends in November.

 

 

 

 

 

Enjoyable Early Autumn Rides

 

Autumn can be an excellent season for rides, provided the weather stays favorable. Some people actually prefer the cooler air and reduced humidity compared to the summer months. I enjoy each for what they offer. Summer offers warm temperatures and plenty of daylight. Fall offers cooler and more pleasant air, though getting a ride in can be challenging once the daylight starts to shorten. Each has its turn.

 

This week's riders included the bronze green 1974 Raleigh Sports and the black 1964 Schwinn Traveler. I enjoy each of these bikes. The Raleigh is a bit lighter and more responsive while the Schwinn is a more robust and leisurely rider. I've owned the Sports since fall 2003 and the Traveler since late 2021. Both of these bikes are "keepers", in my book.

 The days are getting shorter this time of year, which means lights and reflectors play a more important role in safety. My preference is for retro-styled LED lights, which look proper on the bikes but are brighter and easier to see. As the daylight fades, it is important to be seen easily by motorists. 

The 1974 Sports has a B&M Lumotec Classic headlight, stock tail light, and a front dynohub. The Traveler has Kiley lights front and rear, both LED items. 

 

 

 

Lessons from History: the Ending of the Bike Boom - Lessons Missed?

 

Introduction 

The old saying goes that history "repeats itself", especially for the ignorant or the unwary. I don't believe history "exactly" repeats itself, but mistakes forgotten are indeed often mistakes repeated. The bicycle industry is no exception. 

 

The COVID Boom 

The COVID pandemic changed many things, including the landscape for bicycle use and sales. As the pandemic took hold and governments worldwide ordered lock-downs ranging from "optional" to downright draconian, the demand for bicycles surged. Bicycles provided an excellent outdoor activity that could be done solo, or at the very least, at a healthy distance from other people. At first it seemed as though there might be a renaissance at hand for bicycling among people who might otherwise not be apt to try it. In some places bicycling, running, and walking were just about the only kind of leisure activity people could do under some of the more draconian lock-down orders.

 Demand for bicycles boomed. Retailers and wholesalers ramped up orders and factories struggled to keep pace. Orders from retailers and wholesalers were filled on a delayed basis, with bikes arriving months after expected delivery dates. The bike industry struggled to keep up with the changes, all while selling more bikes in a few months than typically sold over the course of years. 

But as the pandemic faded in the face of improving treatments and vaccinations for COVID, the demand for bicycles waned. Wholesalers and retailers became stuck with warehouses of bicycles they could not sell. Suppliers and factories received fewer and fewer orders. At the same time, demand for electric bicycles cut into the demand for conventional bikes, exacerbating an already difficult situation for retailers. 

Today, even five years after the height of the pandemic,  retailers and suppliers continue to struggle with inventory. COVID era over-ordering, delayed deliveries, and a drop-off in demand have left retailers flush with bicycles, but with fewer buyers. Electric bicycles also continue to make headway, sometimes replacing conventional bicycles for consumers. 

For those who had been in the bike industry a long time, or those with some knowledge of its history, this all may have seemed familiar... 

 

 The End of the 1970s Bike Boom

 In the USA between 1970 and 1975, a brief but noticeable "bike boom" occurred. Prior to 1965, adult bicycling in the USA was a very small hobby. Sheldon Brown recalls on his website that, at least around 1960, it was unusual enough to find another adult bicyclists that it was normal to stop on the street and talk to the person. Yet by the mid-1970s, Time Magazine described how bicycling had gone through the largest increase in the invention's 150+ year history. What came in between was the "bike boom".

In 1970, the vast majority of bicycles sold in the USA were still children's bikes. Out of the estimated 7.0 million bikes sold, 5.5 million were kids' bikes. The remaining 1.5 million was a mixture of adult balloon tire cruisers, specialty track bikes, adult road bikes, and other bikes. Only about 200,000 adult derailleur and internal gear hub bikes were sold in 1970.

Yet by 1972 - only two years later - total bike sales had doubled to 14 million. Of that total, adult lightweight bicycles sales had increased 40-times over - an extraordinary increase - to 8 million such bikes. Time remarked that for the first time since the 1890s, adult bicycles accounted for almost one-half of all production. 

Bicycle demand began to wane in 1973, but then an oil crisis gripped the USA, somewhat bolstering the failing demand by encouraging adult bicycle use for hobby, and in the cities for transportation. The bicycle industry continued to ramp up production during the course of 1973 and into 1974.

Yet by 1975, the boom had turned into a bust. Demand for bicycles dropped, leaving retailers flush with inventory and forcing the cancellation of orders. Factories, which had ramped up production from 1972 through 1974, found themselves with bicycles they could not sell to wholesalers, stores, and dealers.  

A 1975 Schwinn report nicely captures the atmosphere in which this bust took place. Each year, Schwinn dealers would meet to discuss business. The 1975 dealers' meeting must have included a great deal of discussion about market changes (the "bust") because the annual report from that meeting delves deeply into the state of the market.

Executive Ray Burch's introduction to the 1975 Annual Report describes a situation in flux. The economy had gone from inflation to recession over the course of 1974. In the second half of 1974, Schwinn had cut production back, but unsold inventory continued to pile up. In Burch's estimate, the bike boom had ended. He pegged the dates of the "boom" as being from 1971 through mid-1974. Burch raised the possibility that manufacturers had over-produced bicycles, at least in 1974.

Schwinn's studies showed that in 1970, about 17% of bicycle sales were aimed at people age 15 years and older. This jumped to 34% in 1971, increased to 50% in 1972, plateaued at 52% in 1973, down to 51% in 1974, and down further to 46% in 1975. 

Dealers must have complained about inventory stacking up in 1974, because the 1975 report discusses the piling up of inventory and what to do next. Schwinn also studied the impact of the oil crisis and growth of households owning more than one automobile. Schwinn attempted to measure the number of bicycles actually in use in the USA (not just bought and sitting in a garage), but found that number difficult to determine. Schwinn tried to rely on U.S. News & World Reports for that statistic, but still had difficulty getting any kind of precise reading on bicycle use.

Schwinn's reports show it operated at somewhat reduced production in the second half of 1974 and into 1975. Ray Burch's report also notes that regular production levels would not be resumed until dealers had reduced inventories to a more sustainable level. Schwinn's reports also contain a measure of internal debate whether market "saturation" had taken place, or whether demand might rebound in 1975 and 1976. Gloomier estimates also questioned whether the newly-found adult bike market might not actually be permanent. 

Schwinn also studied inventory on the floor of Schwinn dealers nationwide as of January 1, 1975. Although this did not capture all shops, it at least gave Schwinn a snapshot of what was sitting on the floor of retailers selling Schwinn products.  Around 387,500 bicycles were sitting inventoried across just over 1,600 dealerships on January 1, 1975. By the standards of the time, this was a massive number. Schwinn somewhat tried to sugarcoat this by claiming that it was "normal" to have about 300,000 Schwinn bicycles sitting unsold. Still, even by Schwinn's generous allowance, there was a substantial amount of overstock. 

Other brands with substantial sitting inventory were Raleigh, Peugeot, Nishiki, and Ross. Considering that Schwinn dealerships were encouraged not to sell other brands, this did not give a complete picture of the number of "other" brands sitting unsold. The largest American makers of bicycles at the time included Murray, Huffman ("Huffy"), AMF, Schwinn, Columbia/Westfield, and Chain Bike. All were suffering in the bust. Schwinn's closing remarks from the meeting admitted that a "reappraisal" of the US market was required.  

Eventually production and demand would gradually balance out over the course of the late 1970s and early 1980s. But much damage had been done. Large numbers of 10-speed style road bikes (and 3-speed internal gear hub bikes) had been produced. Yet many remained unsold or months or even years after the end of the boom. Unfortunately, these bikes were ill-positioned to take advantage of the growing interest in BMX and mountain bikes that occurred in the late 1970s and into the 1980s.  

 

 A Lesson Missed?

 What, if anything, can be taken away from all this? First, the bicycle industry has continued to be subject to "whiplash" supply and demand. When a boom hits, or a pandemic drive up demand, the industry engages in one-step-behind production, which then meets a cliff when the boom goes bust. This happened in both the 1970s boom and in the COVID boom. Demand for bicycles seems to be very "elastic", as an economist would say - that is, highly sensitive to price changes and even outside forces.

Second, the current market environment is even more chaotic than its 1970s-era ancestor. At least in the 1970s, there was a degree of centralization in bicycle producers that gave them the ability to study and respond at all levels to market changes. These companies may have been somewhat slow-moving dinosaurs, but at least they had the ability to control supply at the level of raw materials and component consumption. In contrast, most bicycle producers today only produce a frame, which limits their ability to respond to market changes because they have so many more supply and component orders than their 1970s counterparts. 

Third, retailers still face the sharp-edge of the market. Bicycle retailers, particularly those with physical shops, have to deal with overhead and expenses in the face of small margins and wildly changing demand. Plenty of retailers went under in the 1970s bust, and so too did plenty of them in the post-COVID bust. Unfortunately, the small businessperson always seems to shoulder the lion's share of the risk. Dealers today are just as apt to try to "read the tea leaves" of boom and bust as they were at the 1975 Schwinn annual meeting. 

Fourth, there may be a more predatory aspect to today's bicycle market. The 1975 Schwinn meeting shows that Schwinn did care about the success of its dealer network and at least made some effort to make them successful. Certainly a shop had to earn and perform, but Schwinn at least was trying to give information and tools to its dealers to cushion the bust. Today, bicycle wholesalers and suppliers seem to deal with retailers more at arm's length. If a bike shop is successful, then great. But if the shop goes under, time to just move on to the next one that will buy. Some even go so far as to compete with retailers by offering internet direct-to-consumer sales. 

In the end, I don't think much has been learned from these bike "busts". Perhaps for awhile the post-COVID bust will stick in the minds of retailers and producers, but 10, 20, or 30 years from now, we'll probably still be talking about bicycle market whiplash, and the occasional cycles of boom and bust. 

 

1970s Raleigh Sports Bikes - Classics on a Budget

 A bicycle does not necessarily have to be expensive to be a good rider. This is also true of classic bicycles. 

There are the stories of extraordinary finds - the Schwinn Paramount Tourist found in a dumpster (about 10 years ago) is an extreme example, but more mundane finds still turn up online, at tag sales, and discount-used shops. 

 

On the road with a 1974 Raleigh Sports

Perhaps my favorite class of "classics on a budget" are 1970s era Raleigh three speed bikes. I bought this 1974 Raleigh Sports in 2003 for $30. It started out as a more basic bike. I subsequently added a Dynohub, lights, rack, B66 saddle, bell, and a saddle bag. But for $30 as the bike arrived, it was a basic and functional bike.

 

A mall kiosk lapel pin is an inexpensive but nice touch on the bag

I previously have defended these 1970s Raleighs. Sometimes they are maligned compared to their 1950s and 60s forerunners. Although Raleigh cheapened production values of these bikes over time, the 1970s bikes - particularly the early and middle 1970s bikes - are still good machines. They still have the reliable Sturmey Archer hubs and lugged steel construction. They still have the helpful fenders/mudguards, chain guards, and reflectors. Some have pump pegs or pump clamps. Pletscher/ESGE Raleigh kickstands provide stable and reliable parking.

 

Uneven surfaces are no match for the reliable ESGE Raleigh stand

These bikes often sell for substantially less than earlier bikes. Collectors tend to focus on earlier machines, while more pragmatic "rider" bikes were produced through the 1970s and into the 1980s. For the person who just wants a classic, reliable bike to ride, a $50 Raleigh Sports from 1974 is just as good as a $500 Superbe from 1948. Not everything in life is about collector cachet...

 

 The 1970s bikes also make good platforms to upgrade. For example, my 1974 Sports has an upgraded headlight with an LED bulb and a parking/stand light feature. The traditional Dynohub powers the upgraded light (and the traditional tail light) just fine. The 1970s bikes also feature the same 21-inch and 23-inch frame choices as earlier bikes. A 23-inch frame is a great choice for riders of average height or taller. I am not especially tall, but love the 23-inch frame on 26-inch wheels of my 1974 Sports.

B&M Lumotec Classic headlight makes the most of a Dynohub

Middle and later 1970s bikes also have hubs and rims with 36-hole drillings. This opens up more possibilities for rim upgrades. Rims like the Alesa, Weinmann, and Sun/Ringle are often found in 36-hole drillings, but much less commonly 32/40 today. 

A 1970s bike, but still instantly recognizable as a classic Raleigh

Twenty-two years later, I am still enjoying this 1974 Sports. I've put thousands of miles on this bike, and it keeps going strong. I paid $30 for it, plus more for upgrades. But that was certainly money well-spent, even if on a bike many collectors would write-off. That's fine with me - it helps keep these 1970s Sports bikes affordable for the more casual collector and rider. 

 

1966 Raleigh Sports - a Facebook Market Find

 Autumn is beginning to set in here in western New England. I am still getting rides in, but also starting to think about winter projects - what I might like to work on during the cold, dark months. I came across this 1966 Raleigh Sports over the weekend on Facebook Market. It is in decent condition, but as with all the other old bikes I locate, will need some work to put it back on the road. 

 

I am impressed with some of the parts on this bike that often turn up damaged: light set, handlebar grips, leather saddle, etc. 

 

This winter, I have two definite projects: 1966 Raleigh Sports and 1948 Raleigh Sports. I also have one possible project: 1965 Schwinn Deluxe Racer. The Deluxe Racer is for sale as a project on the usual bike exchange websites, but if there are no takers, I'll probably refurbish the Schwinn and put it back on the road myself.

 

A Few Ride Photos from this Week...

 Not much new to report - just a few ride photos from this week.

1947 Raleigh Model 35

1960 Schwinn Traveler

25% Off Summer Stuff... Sign that Fall is Arriving

1964 Schwinn Traveler

An evening photo... some color on the trees now.

1964 Schwinn Traveler - matching dice valve caps

 

Guide to Oil for Vintage Bicycles

Oil is an essential part of maintaining certain kinds of vintage bicycles, particularly old style three speed utility, commuter, and sporting bikes. 

The classic Sturmey Archer three speeds used oil lubrication, as did Austrian, British, and Swiss, knock-offs of the classic Sturmey hubs. Classic New Departure coaster brakes, a staple of vintage American balloon tire and middleweight bikes, also used oil lubrication. And then there is the plethora of British and American-made front hubs that allowed introduction of fresh oil through ports. And let us not forget about the many classic British bicycles that had oil ports in their bottom brackets. 

In short, if you are going to own and maintain a classic bicycle, it helps to know about the different oils offered today. Gone are the days where one or two types of oil dominated the field. The choices today are myriad. 

 

 Light Oils - Good for Tight Bolts and Tight Spaces

 Light oil is an essential shop tool. Although some light oils are good lubricants, most are used more for loosening stuck bolts than for lubricating moving parts (an exception is noted below). 

Kano Kroil is an excellent choice for loosening stuck screws, bolts, nuts, etc. Kroil is a very thin, penetrating oil. It can be used with gentle heat to free stuck bolts and screws. Although Kroil is very good at these tasks, keep in mind Kroil is not a lubricant to be used in your hub or bottom bracket. 

 

WD40 is a classic choice for free stuck bolts and screws, though my experience has been that Kroil does a better job in that department. Where WD40 excels is repelling or displacing moisture. In fact, the "WD" stands for "Water Displacement". WD40 also helps remove rust when combined with 0000 steel wool, bronze wool, or copper wool. WD40 also is not a true "lubricant" in the sense that you would use it in your hub or bottom bracket. WD40 can be used to clean out dirty hubs or bottom brackets, but it should not be used in place of a lubricating medium oil. Think of WD40 as a cleaner, rust remover, and water displacer. 

 

 

A word about Automatic Transmission Fluid and Acetone: for many years, a mixture of ATF and acetone has been cited as the most powerful freer of stuck bolts and nuts. My experience has been that such a mixture is an effective freer of stuck bolts and nuts, but that Kano Kroil is more reliable, better at handling heat, and less aggressive with painted surfaces (the acetone component in the ATF-Acetone mixture will destroy paint). ATF-acetone mixture should be used only in situations where no painted surfaces are at risk. I find Kroil more convenient in just about every category of use. 

 

 

Tri-Flow is that "exception" I noted above to the rule that very thin oils mainly are used for removing stuck parts. Tri-Flow is a PTFE lubricant that is very thin. It comes in a small bottle with a thin straw. It excels at lubricating parts where other oils will not penetrate. For example, I refresh brake calipers on bikes at the start of each season with a drop of Tri-Flow. The Tri-Flow works into the tight spaces of an assembled and tensioned caliper without having to loosen any of the parts as you would with grease. Tri-Flow also excels at lubricating fixed-length Sturmey Archer cables and Raleigh pattern brake cables. A few drops of Tri-Flow keeps the cables moving in their housings without any disassembly. Tri-Flow also is great at stopping a squeaking saddle - a few drops go in the metal-metal joints of the saddle carriage, such as one would find on a Brooks B66, B67, or B73. Use Tri-Flow in those tight spaces where disassembly is impossible or inconvenient. Tri-Flow also can be used to lubricate a clean but dry old bike chain.

 

 

One-Step - cleans and lubricates chains: One-Step is a combined lubricant and cleaner for bicycle chains. I use it in conjunction with a stiff, plastic bristle chain cleaning brush to clean and lubricate dirty chains. One-Step is not something I would use to lubricate a bottom bracket or brake caliper. It is very thin, but it does very nicely when following product directions on chains.

 

 

Medium Oil: Lifeblood of Internal Gear Hubs

 

 

Three-in-One Oil, be sure to get the right bottle: 3-in-1 oil is probably the classic all-purpose medium bicycle oil. But did you know that one blend of 3-in-1 is superior to the others for bicycle uses? Although 3-in-1 advertises its general purpose, black-white-red colored bottle as being for bicycles, the blue bottle ("motor") oil is superior for almost all bicycle uses. That is because the black-white-red, all-purpose oil tends to congeal over time and attract more dust. The blue "motor" oil bottle provides superior lifespan in almost all bicycle uses. This is especially true for lubricating old hubs, such as Sturmey Archer three speeds and Raleigh front hubs. Medium 3-in-1 can also be used to refresh brake calipers, especially older Raleigh and Schwinn-built steel calipers that use fiber or rubber washers (Tri-Flow also works well for this - as noted above). 

 

SAE 20 and 30 motor oils, another option: motor oil also is not a bad choice for lubrication. SAE 20 works fine in Sturmey Archer three speeds (in fact, 3-in-1 blue bottle motor oil is SAE 20 oil). SAE 30 can be used in bottom brackets, if you don't mind the mess. (I prefer a good grease in bottom brackets for ease of maintenance, but oil works too). Did you know that you can oil a Raleigh bottom bracket without an oiler cap? You can buy a plastic flexible tube, send the plastic tube down the bicycle's seat tube, thereby dropping in the oil from above. It makes a mess, but it will lubricate your hub if you have no easier route available. My advice, if using motor oil, is to use regular "SAE oil", not a variable weight oil like 10W-30 or a synthetic oil. If you have no other choice, those oils will work, but conventional SAW 20 and 30 weight oils are closer to the original formulation at the time your old bicycle was manufactured. 

 

Medium gear oil - a classic choice for New Departure type hubs: Did you know that New Departure's maintenance instructions for their classic coaster brakes called for gear oil? New Departure's classic coaster brake hubs operate using a series of small metal discs inside the hub, some stationary and some turning with the hub shell. When the rider pushes backwards on the pedals, a driver push that stack of discs together, causing friction between the station and the moving discs. Such a set up requires a medium oil that will allow the discs to separate when the rider pedals forward again. A medium weight oil or medium gear oil will keep these old hubs operating smoothly. Grease or oil can be used in the hub outer bearings (grease in the outer bearings helps keep the disc oil in better).  

 

Conclusion

Don't be afraid to keep a couple of different oils in your shop. Products like Kroil and WD40 can be used to free stuck bolts and keep rust at bay. Oils like Tri-Flow and 3-in-1 blue bottle can keep bike parts moving smoothly. A spare bottle of motor oil can keep your automobile and your bicycle on the road. Whatever you decide to use, stick to periodic maintenance schedules and keep track of what needs a drop of oil on your bike from time-to-time.