The author is hosting this article translated into German at http://www.company7.com/bosendorfer/ADbicycle_de.html.

Who Were Austro-Daimler? When I bought my Vent Noir II in 1981 Austro-Daimler Puch was a wholly owned subsidiary of the famous Steyr-Daimler-Puch consortium. But the company history began more than one hundred years before then in 1855 when Josef Werndl (b. 26 February 1831, Steierdorf Austria d. 29 April 1889), a gunsmith, took over the established family manufacturing company then making components for small arms. He improved manufacturing techniques and diversified their offerings. With his brother Franz Werndl the "Josef und Franz Werndl & Comp. Waffenfabrik und Sägemühle in Oberletten" (Weapons Factory Arms and Sawmill) was formalized on 16 April 1864 in Steyr, Austria. They would continue the manufacturing, but also develop the Werndl-rifle Model 1867 a new modern breech loading rifle system. Working with talented engineers including Ferdinand Mannlicher the company became the leading European producer of small arms. The company began producing bicycles in 1894, and "Steyr" brand automobiles in 1915. The company transitioned 1869 to "Österreichische Waffenfabriksgesellschaft" (OEWG, Austrian Arms-Manufacturing Company), then in 1924 it was changed as "Steyr-Werke AG".

Right: Joseph Wednl, founder of what would become best known as Steyr (11,191 bytes).

The second member of the triad was founded by Gottlieb Daimler (b. 17 March 1834 Schorndorf, Kingdom of Württemberg Germany, d. 6 March 1900) an engineer, industrial designer and industrialist. Working with his partner and renowned engine designer Wilhelm Maybach (9 February 1846 Heilbronn, Baden-Württemberg, d. 29 December 1929) by 1885 they developed motorcyles and the first automobiles that were powered by compact high RPM gasoline powered engines. By March 1886 they successfully installed a gasoline engine and drivetrain into a coach thereby producing their first automobile, one year after Karl Benz. In 1890 they founded "Daimler Motoren Gesellschaft" (DMG) with their factory based in Wiener-Neustadt.

Left: Gottlieb Daimler, founder of Daimler Motoren Gesellschaft. Image c. 1900 (11,209 bytes).

Elsewhere, mechanic and inventor Johann Puch (b. 27 June 1862 in Juršinci, then Georgendorf, Germany now in Slovenia) moved to Graz in 1885. By 1889 he had established a small shop manufacturing bicycles selling them in the Austrain Empire and exporting to other European counties. By 1891 his company was offically registered as the "Johann Puch Erste Steiermärkische Fahrrad-Fabriks-Aktiengesellschaft" (First Styrian Bicycle Factory Corporation) with manufacturing based at Puchstraße 85 in Graz, Austria.

Right: Johann Puch, founder of Puch. Image c. 1890's (45,803 bytes).

While the Puch company originally produced bicycles by 1901 the company was producing gasoline engines. In 1903 the company expanded into the production of motorcycles, and by 1904 it was also manufacturing small automobiles. Many brilliant engineers were to become affiliated with the Austro-Daimler and Puch names, not the least of these was Ferdinand Porsche. Porsche was recruited by Austro-Daimler in 1906 to work as their chief automobile designer. Porsche's best known designed Austro-Daimler car was the 1910 Prinz Heinrich model, named after Wilhelm II's younger brother Prince Heinrich of Prussia.


Left: turn of the 20th century bicycles bear the painted head badge "STYRIA" FAHRRAD WERKE - STYRIA - Joh.Puch&Comp. - GRAZ" (13,765 bytes).

The white and green colors of Puch derive from those of Styria, the Austrian state (or Bundesland) where the company was founded. The shade of green used on the Styrian flag is that of a fir-tree green reflecting the pride of the residents in their forests of fir trees. Head badges on Puch bicycles bear white and green colors, as would competitive teams sponsored by Puch.

Johann Puch retired in 1912 but he continued to contribute in an Emeritus status. Puch died at age 52 on 19 July 1914 in Zagreb (German Agram) and the company name was changed to "Puchwerke Aktiengesellschaft" (AG). Puch continued to build motor vehicles for the war, but after 1918 the economic situation was dire in the country and this took its toll on the company. By 1923 the company was nearly bankrupt when an Italian engineer Giovanni Marcellino arrived and helped to rebuild the company with innovations to improve engines performance. On 31 March 1928 Puch merged with the Austro Daimler bodywork plant and by 28 December the new company "Austro Daimler Puchwerke Aktiengesellschaft" is entered in the Vienna register of companies.

Bicycles continued in production bearing the Puch trademark. After the merger with Austro Daimler the production of automobiles by Puch was ended, though Austro Daimler continued making cars until its merger in 1934 with Steyr-Werke AG forming Steyr-Daimler-Puch AG, this merger was registered in Vienna by 1935. Those bicyles made after the merger bear the name "Steyr-Daimler-Puch Aktiengesellschaft" engraved on the head badge and embossed on some accessories.

Right: Steyr-Werke AG trademark (11,137 bytes).

Among the last bits I came upon when researching for this article was the following information, that somewhat diminishes my former fascination with the Steyr-Daimler-Puch brand even though I doubt any of the craftsmen who built my bicycle were war criminals. The history of this traumatic time is conspicuously absent when reading about German and Austrian companies, so I decided to help:

Anschluss and Slave Labor Austria was annexed to the German Third Reich on 12 March 1938, just one day before a referendum vote was to be held so that Austrians could declare whether or not they wanted to remain independent or merge with Nazi Germany. Georg Meindl (b. 1 March 1899 in Uttendorf, Austria; d. probably 10 May 1945 in Steyr) was among the many enthusiastic Austrian National Socialist Party (Austrian Nazi) members who were promoting unification with Germany. While he was certainly not the only Nazi party member in Austria, Meindl had been acquainted with Hermann Goering since about 1922 hence he was considered to be among the 'Old Guard' of the Austrian Nazis. He became a member of the Allgemeine-Schutzstaffel (the "General SS") and came to be recognized as intelligent, ruthless and resourceful. In recognition of his work for the Nazis Georg Meindl was appointed on 15 March 1938 as Director-General of Steyr Daimler Puch AG. Meindl would in time promote to became Chairman of the Board. An honorary SS rank was also conveyed to the CEO of Steyr.

During the late 1930's and throughout World War II Steyr-Daimler-Puch were part of the German manufacturing base providing bicycles, motor vehicles, engines, weapons and other components for the war effort much as General Motors, Ford and other large corporations transitioned to war time production - but the similarities ended there. After the Anschluss Steyr became a Reichwerke (government-owned) company. As such labor unions were banned and Jewish management employees were expelled, soon after then Jewish laborers too would be fired. During the war Steyr-Daimler-Puch was among the early manufacturing adopters employing forced slave labor from concentration camps. The nearest facility to Steyr was a large group of camps built around the villages of Mauthausen and Gusen in Upper Austria. By the Spring of 1941 Steyr had about three hundred (300) slave laborers provided by "Die Deutsche Erd- und Steinwerke GmbH" (The German Earth and Stone Works Ltd.) in positions related to construction work of Steyr facilities. At DEST facilities the principle of "Vernichtung durch Arbeit" or destruction of laborers through excessive hard work and poor conditions were conducted. DEST was founded in Berlin on 29 April 1938 and took over the original stone-quarries in Mauthausen and at Gusen soon after the annexation of Austria to the Third Reich on 17 March 1938.

Georg Meindl and the Board requested additional laborers for Steyr recommending a new satellite facility be constructed nearer to Steyr factory to hasten the transport of prisoners to and from work. For this the camp Steyr-Münichholz was completed in March 1942. At the direction of Armaments Minister Albert Speer, in the Spring of 1943 additional slave labor was allocated to wartime production. At Gusen 18 barracks were established with the commands "GEORGEN-MUEHLE I, II, III and IV" for some eight thousand five hundred (8,500) additional laborers working at the Steyr-Daimler-Puch underground factory built there in 1943. Steyr developed 'trustee sites', subcontractor facilities in Poland at Radom and Warsaw that relied on slave labor as well. Meindl gradually earned promotion to the rank of SS Brigadeführer and was considered a sort of 'mini-Speer' by some, a man who might be qualified to manage the SS operated manufacturing industries. Wartime slave labor from Mauthausen working for Steyr would peak at about three thousand (3,000) by April 1945. Meindl is suspected to have died by suicide on 10 May 1945.

After The Whirlwind Steyr-Daimler-Puch came under control of the US Army occupation forces at the end of the war. Post war Europe gradually settled into the new order. The Allies were eager to 'move beyond' matters of World War II as they faced a perceived threat from the Soviet dominated Eastern Bloc nations. Reconstruction, the restoration of farming and manufacturing, even the building of a new Army in West Germany was encouraged by the western allies. Austria, in general, was treated with a leniency not initially shown to Germany; it was as though Austria had been invaded by Germany and then liberated by the Allies. The Reichswerke assets in allied-occupied Austria were nationalized by the First Nationalization Law enacted by the Austrian Parliament on 26 July 1946. By 1949 cooperation agreements were being signed with manufacturers in western bloc nations, the first of these was one with Fiat of Turin, Italy. By 1953 Puch introduced two new motorcycles. In 1954 Puch introduced their first 'Moped' the MS 50, this economical two wheeled vehicle was well suited for the needs of urban living at the time and was the first of a decades long success story for the company. In May 1955 full independence by Austria was regained, and by then and throughout the next decade bicycles and mopeds were manufactured in Graz, Austria and marketed in Europe as Puch.

The Puch bicycle catalog of 1956 shows seven basic models in production, each in numerous size frames. Models made by Puch for export to the USA included those branded 'Allstate' and sold by Sears Roebuck and Co. with the label "MADE IN AUSTRIA, STEYR - DAIMBLER - PUCH, A.G. - GRAZ". By the early and mid 1960's introductory level bicycles made by Steyr-Daimler-Puch were sold under the Puch name and also under retailers trademarks including 'Sears'. The bicycles sold from 1964 to around 1972 bear a decal on the seat tube commemorating the 1864 to 1964 centenary, this may read 'Steyr-Puch 100 Years' for example. By 1966 BMX ('bicycle motorcross' for off road use) models had entered the line-up too. Entering the 1970's Steyr-Daimler-Puch was marketing several products including entry to mid level road and BMX bicycles on several continents under three brand names simultaneously: Austro-Daimler, Steyr-Daimler-Puch, and Puch. The Arab Oil Embargo of October 1973 to March 1974 persuaded management they might have a much larger market for their Mopeds in the USA, and so to manage the sale of their products there the Steyr-Daimler-Puch of America Corporation was established in Greenwich, Connecticut. The importation and distribution of their products (including Mopeds and firearms) in the USA was from locations in Secaucus, New Jersey and Jacksonville, Florida.

Right: Aluminum Head Badge of a Puch bicycle, probably of the early to mid 1970's (26,892 bytes).

The upsurge in bicycle sales during the 1970's and into the 1980 prompted the consortium to produce mid and upper level bicycles; the expectations are high when buying a bike associated with those great Austrian and German names! The Puch, Steyr Daimler Puch, and Austro-Daimler bicycle frames were still all manufactured and assembled in Austria. The Puch brand offerings included BMX models (bicycle motocross, for off road) and road bikes sold in Austria and overseas. These represented the lower priced offerings of the maker although Puch would also offer some very fine road models in the USA.

Left: Aluminum Head Badge on author's Austro-Daimler Vent Noir II (18,250 bytes).

The Puch brand name was generally reserved for frames exported for sale in other European countries (Germany, France, England, etc.). Steyr trademarked frames made up to the early 1970's included steel construction and these bore the Steyr head badge. And while there was some some overlap of the features between the three trademarks road bikes, the Austro-Daimler trademark was reserved for their more upscale line of bicycles marketed in the American markets.

Some of these bikes were so well regarded that they were successfully raced by some Olympic and National Team members. Steyr Daimler Puch became active in bicycle racing developing a 531 frame they called the 'Team', this would be the basis of several production bicycle models. Their experience in the defense industry crossed over and in 1978 Puch designed the world's first carbon-frame bicycle. The Austro-Daimler trademark was reserved for bicycles sold in the US market, hence those competing as an American market mens team rode A-D labeled frames - usually the 'Ultima' model that bore a retail price then of about $2,200 USD. While Puch as the label of frames sold in Europe and for those competing as the Eurpoean market team or American Women's team. I have seen Austro-Daimler team racing advertisements, and have seen their tasteful jerseys from 1976 and from 1977. One is shown below (front and back):



By the late 1970's Steyr-Daimler-Puch was looking to overseas sources to produce some of their bicycles, most were models made to compete in the lower priced portion of the market than those made in Austria. These sources were not only in Japan and Taiwann but in the USA too. One may come across one of these contracted bicycles from Asia bearing a "PUCH" head badge but with smaller letters "MADE FOR" over the Puch name. By the Spring of 1980 Steyr-Daimler-Puch contracted Speed Unlimited (Thruster) of Wayne, New Jersey to manufacture a new BMX bicycle, the 'Puch Trak/Pro'. These BMX bicycles are constructed of a chromed chrome-moly frame, and bear a standard "PUCH" head badge. The overall lack of success of Puch in the BMX market had more to do with management and distribution issues than their technology. Interest by management in bicycle production seems to have started to taper around 1984 or so, probably facing the realities of increasing competition from Asia. By about this time there was a decision made to unify overseas marketing efforts behind the Puch name. Puch continued to be the trademark in most European markets however, the Austro-Daimler frames of this time bear the Puch Head Badge with the decal "Made by Puch AUSTRO-DAIMLER" along the frame downtube. These frames may also bear the "Steyr Austro-Daimler Puch" decal as shown at right. Later production Puch and Austro-Daimler frames may have a decal applied instead of the metal Head Badge plate, apparently a cost cutting decision.

Right: later production model Vent Noir II frame with "Steyr Austro-Daimler Puch" decal on the seat tube (170,122 bytes).
With less hand painted trim this frame is not finished as elaborately as its predecessors. The frame downtube bears the decal "Made by Puch AUSTRO-DAIMLER".
It bears a metal Puch Head Badge, this is embossed and then painted but in a simpler manner than the one shown above right.

Puch Austro-Daimler bicycles remained in production at Graz in Austria until the motorcycle and bicycle fabrication portions of the company there were sold in the mid 1987 to Piaggio & C. S.p.A. of Italy. Piaggio is the holding company for a group of companies that manufacture light vehicles most notably two-wheeled motor scooters including the Vespa motor scooter, motorcycles, and bicycles. After 1987 Piaggio's F.I.V. Edoardo Bianchi S.p.A manufacturing operation included Bianchi, Raleigh (formerly of the United Kingdom), and Puch bicycles. While Austro-Daimler parts and designs and some staff and marketing people went to Bianchi, the rights to use the name 'Austro-Daimler' were never transferred to Piaggio. Some bicycles bearing the 'Puch' name continued in production at Bianchi (and maybe under contract in Japan) through 1995 when the Puch name rights were sold to first a company in the Netherlands, and later to a company in Sweden. By 2003 bicycles bearing the Puch name were again available, made with aluminum frames coming from Taiwan and components from Asian providers. These could be found being distributed through Cycleurope Deutschland GmbH in Europe for example.

The finale for the Steyr Daimler Puch AG conglomerate came about in the 1990's when Steyr Tractor was sold to Case Corporation. By 1998 Steyr's automobile production became combined with Magna International, Inc. as Magna Steyr. Steyr Mannlicher GmbH & Co KG remains in Austria independently producing small arms for hunting, law enforcement and defense agencies. In 1998 the production of military vehicles was sold to an Austrian investor company which in 2003 sold the company then called Steyr-Daimler-Puch Spezialfahrzeug GmbH (SSF) to the US based General Dynamics. All that is left of what Johann Puch might recognize is represented by the Johann Puch Museum in Graz, Austria. It is amazing to see how this consortium evolved and how it all started with Johann Puch making bicycles in 1891! Unfortunately I do not ever again anticipate seeing new Austro-Daimler bicycles coming from a General Dynamics subsidiary - at least not selling for less than $1 million each.

The Vent Noir series were among those bicycles made bearing the 'Puch' or 'Austro-Daimler' Head Badge metal plaque. The original Vent Noir was equipped as a mid level model in the product line, it was distinguished by its matte black painted chrome frame with black anodized components. For any ignoramuses out there Vent Noir is French for 'Black Wind' - OK, I had to look that up.

Right: This Vent Noir II frame originally sold in Europe bears the 'PUCH' trademark (42,380 bytes)
Click on image to see enlarged view (168,232 bytes).

1. by 1975 the Vent Noir and Vent Noir II were marketed in the USA and UK as 'AUSTRO-DAIMLER'. While in most of Europe and elsewhere the same frame could be found bearing the 'PUCH' trademark shown at right.

2. the Vent Noir and Vent Noir II were marketed with various component groups and components (by Shimano, Campagnolo, etc.).

3. earlier Austro-Daimler trademarked models bear the "AD" Head Badge. But by about 1983 the Austro-Daimler Vent Noir II sold bear the Puch Head Badge.

4. some later models bear "by Puch" alongside the Austro-Daimler name, and these were sold bearing the Puch Head Badge.

The 'Austro-Daimler' and European market 'Puch' Vent Noir ten speed bicycles were originally provided with Shimano Dura Ace components with parts of these anodized black, Weinmann hubs and wheel rims, and with 'Regina Oro' cassette and chain in gold finish. The Austro-Daimler Vent Noir frames I have seen in the USA have a bit more elegant trim than the Puch models sold here, with the Austro-Daimler having gold pinstripes and with gold detailing of the Lugs (painted by hand) in a manner similar to my own Vent Noir II. Apparently the details and components of the Vent Noir components varied depending on their Puch or Austro-Daimler designation, or where they were to be sold - in Europe or USA for example, or from year to year. I have seen early 1980's factory Puch literature showing an 18 speed version of the Austro-Daimler Vent Noir in black frame and with 'PUCH' vertically engraved on the frame Top Stay tips, and where the components changed to the T/A Cyclo Tourist crank, Duo-Par titanium rear Derailleur, and Weinmann Carrera side pull brakes, 'Regina Oro' cassette and chain in gold finish; this was listed as weighing 22 lbs.

The original Vent Noir was joined in 1978 with the release of the Vent Noir II which is in fact not finished in black and neither were it's components. Both the Vent Noir and the Vent Noir II frames were assembled in Austria incorporating Reynolds 531 (pronounced "five-three-one") Manganese-Molybdenum alloy tube stock sourced from 'Tubes Investments Reynolds Limited' of Birmingham, England. The frame of the Vent Noir II were chromed, treated with a process that produced the dark golden green 'smoked chrome' appearance. Even though in 1978 the Vent Noir II was marketed as "The All European Limited Edition" (see the brochure near the end of this article) I find it curious to note the 1978 and 1981 brochures lists it being delivered with Shimano components; the 'all Euro' claim probably was devised by the same fellow who did not know the meaning of 'vent noir'.

On the earlier Vent Noir and Vent Noir II frames the Top Stay Tube Tips are welded onto either side of the Seat Tube Lug, and these Tips have an elliptical flat area that accommodates engraving. The Top Stay are are the two frame tubes that rise from the rear axle and are brazed onto either side of the Lug which joins the Seat Tube and the Top Tube just below the Seat. The earlier Vent Noir and Vent Noir II frames have either the letters 'PUCH' or 'AD' engraved arranged vertically on the frame Top Stay Tips; this is another detail that was often found only on the better bike frames of this era. On the later production Puch and Austro-Daimler frames this engraving on the Top Stay Tips has been omitted. Frames made even later in the 1980's may have the Top Stay tubes attached to the lug with their tips welded into the rear of the Seat Tube Lug and with no flat area at all. Gradually the hand painted pin striping accents of the early production frames was scaled back on later production, would eventually be completely omitted.

Left: Austro-Daimler Vent Noir II Top Stay Tip, a Bocama Lug, and Campagnolo Seat Binder Bolt. Note hand painted gold trim and lettering (52,688 bytes).
Click on image to see enlarged view (139,533 bytes).

The later production Puch and Austro-Daimler frames may incorporate Horizontal Dropouts and Fork Tips or other components made by yet another supplier: Gipiemme S.R.L.. Gipiemme (sometimes misread Giriemme') is a manufacturer founded in 1964 by Giovanni Bernardi at Milano, Italy. Production is based in Loria near Treviso, Italy. Their offices are in Vicenza, not far from Campagnolo headquarters. Gipiemme developed their own products, mostly a less costly alternative to the top line Campagnolo. Gipiemme was at times subcontracted by Campagnolo to manufacture parts for Campagnolo's lower tier Gruppo's. However, in terms of performance Gipiemme's best 'Special' components Gruppo competed directly against the best made by Campagnolo. They showed signs of being an innovator as late as in 1984 when they became the first company to offer Rims made of carbon fiber. Gipiemme S.R.L. was sold in 1989 and since then have pared down their offerings to focus on the production of Saddles, Rims and Wheels.

The Vent Noir II was made in production through 1981, but by 1982 appears to have been discontinued both in the USA and Europe; it is not listed in subsequent sales literature. However, the latest version of the black Vent Noir reappears in the line for 1982. In Europe the last of the production matte black Vent Noir bicycles bear the "STEYR-DAIMLER-PUCH" gold decal on either side of the Down Tube, with some pinstripe accents around some lugs, with a Puch sick-on decal instead of the metal head badge as provided on earlier models. The components may have varied but I have seen one of these bicycles with the trademark black anodized Shimano Dura Ace 53T chainring with crankset and front derailleur, with Shimano Crane rear derailleur, Weinmann brakes, Suntour SR stem and handlebar, Corsaire 313 San Marco saddle, Regina Oro chain, Fiamme rims with Continental 'Sprinter' 27 inch tires.

The last new model of the series was introduced in 1982, the Puch Vent Noir Aero. This is built upon a smoked chrome frame made with the Reynolds 531 'Speed Stream' tapered frame Tubes that otherwise resembles the Vent Noir II. The Vent Noir Aero was marketed for sale only in Europe. The factory 1983 literature shows the Vent Noir model in production and with the option of ordering the Superleicht model also in smoked chrome. The most distinctive visual feature is the Down Tube, the diameter widens towards the middle of each tube. The Top Tube bears the decal Vent Noir, and the 'PUCH' head badge is affixed. The Vent Noir Aero is finished with the same smoked chrome process and was equipped with the Shimano Dura Ace AX components gruppo, with some frames appearing a bit lighter in tone, more towards silver. However, by 1985 all models of the Vent Noir (black or chromed) had been discontinued.

Right: Puch Vent Noir Aero made with the Reynolds 531 'Speed Stream' tapered frame (31,044 bytes).
Click on image to see enlarged view (93,750 bytes).

Austro-Daimler Vent Noir	Puch Vent Noir
Puch Vent Noir II (cousin of my AD Vent Noir II)	Puch Vent Noir Aero

Above: The Austro-Daimler and Puch trademarked Vent Noir bicycles.
Click on each image to see the enlarged view.

Lust At First Sight

From the moment that I first gazed upon it in the showroom the Vent Noir II was a sight to behold, and it remains so to this day. The elegant appearance of this bike attracted me to it immediately. And even though at the time I knew nothing about Puch or Austro-Daimler bicycles, my knowing that it was made in Austria and also related to Daimler was reassuring. The 57cm frame geometry is a perfect fit for me. It is tastefully appointed in its finish and markings; this is less and less common for bikes made in recent years when their frames are often splashed with every form of commercial trademark to sell this or that from any conceivable angle. The tips of the frame Top Stay tips of my Vent Noir II are engraved with "AD" in a vertical arrangement, and with the "AD" Head Plate (shown above right). And instead of being painted as most other bikes are, the Vent Noir II's entire frame and fork were chemically treated with a hard anodizing process producing a durable dark golden greenish brown color described as "Smoked Chrome" in the literature. Rarely before or since have I seen such an elegant frame tubing treatment; photos can not do it justice as it takes on different tones at varying times of day and in differing surroundings. On 7 May 1981 I bought this ten speed road bicycle from Larry Black the founder and owner of College Park Bicycles in Maryland.

The frame of my Vent Noir II's is built with Reynolds 531 double-butted tubing. This tubing is a non heat treated Manganese-Molybdenum tubing stock that was first offered in 1935. But 531 reached its zenith in terms of popularity in the era from around 1955 to 1977. Furthermore, up to 1977 the bicycles that won 20 out of the most recent annual 21 Tour de France races were made of Reynolds 531 cycle tubes. And the top ten finishers in 1977 rode on 531!

A complete Reynolds tubeset included the top tube, seat tube, downtube, chainstays, seat stays, two fork blades, a head tube, and a steerer, but NOT the lugs. The assembled frames weigh between four and a half (4-1/2) lbs.; they can weigh more depending on the intended application. This complete Vent Noir II would have left the factory weighing about 23 lbs. I have not weighed it since I added accessories then later changed the components over to all Campy, but it sure does feel lighter and more agile.

The Vent Noir II that I purchased is somewhat better equipped than I expected. For example, the Reynolds 531 tubes of my Vent Noir II are joined by Lugs made by Bocama of France. Those on my frame appear to be their Professional Series, with medium tips and marked 'BCM'. The angle of at one of these reads '72Δ'. The Austro-Daimler sales literature specifies a 73° Headtube angle frame, and at least one Bocama document specifies the following dimensions for the Professional Lug Set with Medium Points:

• Head: 31.7mm
  
• Top: 25.4mm, 73° (other information suggests 72, 73, 74, 75°)
  
• Down: 28.6mm, 61° (other information suggests 58, 59, 60, 61°)
  
• Seat: 28.6mm, 73° (other information suggests 72, 73, 74, 75°)
  

Some professional builders feel Lugs within 1° of another can be interchanged. It is likely that Bocama would make Lugs to various other custom specifications if the ordered quantity justified it.

This frame appears to have been made in 1978 if judged by the Serial Number, the first year of the Vent Noir II. And although the 1978 and 1981 literature I have read mentions Shimano as the source, the Horizontal Dropouts and the Fork Tips of this Vent Noir II are in fact forged Campagnolo 'Record' Model 1010/A (without eyelets). With spring-loaded knurled head adjusting bolts these Dropouts permit setting the axle back or forward within the long grooves thereby adjusting Chain slack. Thank goodness these are Campy since I'd hate to have made all this effort to have an "all Euro" bike and find Shimano parts (however good) welded to the frame!

The Bottom Bracket Shell of my Vent Noir II is engraved with its Serial Number (6164001), and above this number in smaller type are "A 11" upside down relative to the Serial Number. I do not know what the A 11 indicates. The shell also has the letter "E" stamped near the Crank Bearing indicating it is threaded with the British (BSA) 68mm standard, although some other Puch and Austro-Daimler frames of this era have Italian thread Bottom Bracket. Many years later I read claims that some owners of Austro-Daimler bicycles complain about rough file marks, rust, etc. on earlier frames. But mine shows none of this, and so it is possible this Vent Noir II was made (apparently in 1978) towards the middle of the Puch production life when lessons learned by the craftsmen had most likely been applied.

           

           

The components needed to complete the bicycle as it was originally set up were spourced by Austro-Daimler from well regarded makers including: Campagnolo, Cinelli, and Regina Oro of Italy, from Avocet in France, and Weinmann then of Belgium and Switzerland. Anyone who appreciates fine craftsmanship and mechanics could have little bad to say about the Austro-Daimler Vent Noir II of this period as it was delivered to the retailer when new. This bicycle's most critical components were beautifully machined made by Campagnolo ('Campy') and originally it was made up with components from their Gran Sport Gruppo (a mid priced grouping) including: 42/53 Crankset, front and rear Derailleur, Shift Levers, front and rear wheel quick release Hubs, Brakes, Pedals. The alloy 700c Wheel Rims (Presta valves) were made by Weinmann, the 1/2" x 3/32" Chain and the 14/24 Freewheel were made by Regina Oro and when new appeared as though they were plated in gold - this nice appearance lasts for a few miles of riding as I recall. The comfortable black leather seat (Saddle) was made by Avocet.

The Cinelli 'Giro D'Italia' (Cinelli Model 64) handlebars are held by a Cinelli 26.4mm handlebar stem. With the shallowest drop (138mm) of the three top bars made during this period, the Giro are among the most comfortable fast touring bars I have used. These handlebars are satin silver anodized and incorporate tasteful low-profile markings befitting the elegance of this bike: an engraved Cinelli seal to one side of the stem with the 'Giro D'Italia' crest on the other side. These are easy to appreciate with the eye, but not so easy to photograph so I've thought about filling in the engraved area with gold to match the trim of the Vent Noir II but so far I have managed to leave these as they have been.

Right: Author's Austro-Daimler Vent Noir II showing Cinelli Bar and Stem, Campagnolo Gruppo, hand-sewn Almarc leather handlebar grips - as nice as you could imagine even after some 26 years (194,945 bytes).
Click on image to see enlarged view (429,532 bytes).

Covering the grip areas of the 'Giro D'Italia' are precisely hand-stitched black leather covers made by Almarc of Italy; to this day I have not found the equal of this leather work for bicycles. The leather is made as a pair with two strips rectangularly cut as wide as the circumference of the handlebar, and the holes are punched for the thread. As I read it described "the brake lever clamp is attached to the bare handlebars. Then the leather strips and soaked in water to soften the leather, then each is laced onto the handlebars using "linen" thread beginning near the center using two (2) needles, like lacing a shoe. As the leather dries it will shrink to fit." The clean symmetrical lacing and the perfectly matched flush fit seam testify to the patience and skill of the person who applied this. Most of the factory literature and those images I've seen of used Austro-Daimler and Puch bicycles sold before and after my Vent Noir II was made show the handlebars with conventional tape covering; I suspect this Almarc covering was a short-lived upgrade product for the line that was discontinued as being too labor intensive to install. Yet even after all these years this leather covering still feels great! No matter how much I have considered spending for today's state of the art composite bar and coverings I find nothing that equals the elegance of this set.

Since I wanted to buy this bike then but my funds were not equal to the task, Larry Black offered to modify the bike somewhat to suit my budget. We swapped out some Campy gear for Shimano which was probably just as good at half the cost. The final cost of this bike, with local Sales Tax was $787.50. At the time I could not have not fully understood how my mindset would change later but truth be told had I ordered it in an "All Euro" arrangement, then good things might not have happened to it later.

The Vent Noir II turned out to be a joy to ride, durable and resistant to the elements and shocks of day to day riding on suburban streets and paved paths. At about 22 lbs. this was not a world class ultra lightweight racer but in many ways it was leagues beyond the technology of my first ten speed, a yellow Schwinn Le Tour of 1974. The Schwinn Le Tour bicycle with its kickstand weighs about 31 lbs. This model was made in Japan for Schwinn (hence labeled Schwinn Approved) and sold in the USA for $147.95 in 1974. However, even an economically accessorized Vent Noir II of 1980-81 cost notably more. I found either bike was wholly adequate for day to day fast touring rides for that one with cast iron legs could enjoy, but the Vent Noir II felt so much lighter and responsive that it seemed as though it might just run right out ahead from under me!

Accessory Items That Date It:

This bike was accessorized by me to incorporate some ideas that have since been lost to the modern bike accessory maker including the handy and lightweight (26 g) "Flickstand". Made by the now defunct Rhode Gear USA company, this is a plastic split ring that slips onto the Down Tube and is bolted into place, to this is attached a steel brace. To park the bike swing the brace down and forward, then while holding the brace against the tire back up the bike by a few inches until the brace impinges firmly against the tire. This holds the front wheel in line with the frame and it also prevents the wheel from rotating so the bike can be left standing nearly upright against a support. The Flickstand eliminates carrying the weight and the unsightliness of a conventional Bicycle Kick Stand. The Flickstand fit onto most popular road and BMX frames made throughout the 1980s since frame tubing were similar in diameter and cylindrical in shape. Since it was nearly a 'universal fit' accessory retailers did not have to stock many different models. However, although the principle of operation never changed there were some minor changes of design over the years of production; I learned this when shopping to replace my original worn out Flickstand with an identical 'new old stock' unit.

Right: close up of author's bicycle showing Flickstand brace extended to lock front wheel (77,881 bytes).

Of course today there is the Velcro strap spanning the brake and handlebar, or around the front wheel to frame to lock the bike in place but to me either lacks the techno appeal of the Flickstand.

Another item that dates my Vent-Noir II is the "Lock Sock", a lock holder made of a durable synthetic. This is attached by a Velco flap to the Top Tube, this is suspended just forward of the Seat Post. A smaller flap near the bottom of the Lock Sock is strapped to the Seat Tube to reduce lateral sway of the loaded Lock Sock. This accessory was made to fit the then recently introduced high security "D" shaped metal bicycle frame locks. Around 1980 Sojourn Designs of Boulder, Colorado (marketed as "Velocipac Fox") was among the few companies that made frame bags that fit between the top, seat and downtubes however, I am not sure if they made this Lock Sock.

This D shaped type of lock, sometimes referred to as a shackle lock, was developed by bicycle mechanic Stanley Kaplan and put into production by 1971. It was marketed under the trade name 'Kryptonite Lock'. Their improved range of bike locks (and locks for other markets too) are in production to this day although the company was acquired in 2001 by Ingersoll-Rand.

Right: close up of author's bicycle showing Lock Sock strapped onto the frame (70,772 bytes).
Click on image to see enlarged view (207,521 bytes).

The bicycle lock I selected for my Austro-Daimler was made by CITADEL. This lock was made by Acro-Fab Industries (later Bike Security Systems) at 177 Tosca Dr., Stoughton, MA 02072. Citadel a competed with Krytonite but is no longer in this business. The Citadel lock incorporates a cylindrical cylinder, so it is unlikely an amateur could pick the lock. The numbers code to cut a replacement key is engraved on the key handle. The lock is made of anodized hardened steel 'U' and with a steel cross bar so that it could resist bolt cutters up to 42 inch, or a rod saw attack for up to 15 minutes; almost anything a typical bike thief might throw at it. The Citadel locks (as are most of this type) are provided with a bracket that bolts onto the bike frame and can hold the lock, but this exposes the lock and its circular key cylinder to the elements and grime. So the Lock Sock appealed to me as a way of protecting the lock while also providing a convenient space to store folded documents, or other small items. The lock sold in 1980 for about $29.95 and was accompanied by an insurance policy against loss of a protected bicycle, as I recall the policy of 1980 covered up to $350 loss (up from $150 in 1977) - not enough to reimburse the cost of losing my Austro-Daimler however reassuring nonetheless.

Reviews I have read indicate the Citadel remains among the best constructed and more tamper resistant D style bicycle locks. And so as I see how clean my 26 year old Citadel lock remained over the decades, and how it works effortlessly with the two keys, I again appreciate the choice of the Lock Sock. And being made of fabric, the Lock Sock Never scarred the frame either.

In the days before compact CO2 inflators bikes were equipped with an air pump that was usually attached to the frame. In hindsight I realize a mistake was made in choosing a pump that compressed in length to span from the bottom bracket up to a metal slit ring bracket clamped around the Seat Tube. The length of the pump necessitated placing the clip so that it damaged the "TI Reynolds 531" decal. But more about that later.

The bike survived the years and environments well because it was stored covered in a garage, and needed only occasionally washed and lubricated. It is free of rust even in the area of the Bottom Bracket. Over time my only concerns have involved wear and tear issues to the bike decals, the minor scuffing of the Avocet seat and of the Almarc handlebar leather coverings. It also remained on my mind that my bike was not "All Euro" but it was instead a mishmash of European and Japanese components dictated by my original budget.

Since seeing him in 1981 Larry Black had become quite successful at making many people happy so that he opened a second store Mt. Airy Bikes in Maryland. In April 1997 I purchased a Giant Cadex CF-1 carbon fiber bike, again from Larry Black at Mt. Airy Bikes. This is a very comfortable frame and is outfitted with 'Rock Shock' titanium suspension fork system and other components that are better suited for riding primitive trails. So I retired my Austro-Daimler from day to day use. By 2006 I treated the Cadex to some technology upgrades including top line Shimano Deore XT components. By the Summer and Fall of 2006 I tried to build what I thought would be my dream road bike, this was to have been based on the Colnago C-50 carbon fiber frame also with first rate components, and all weighing in at under 15 lbs. But this effort crashed and burned so badly that I wrote an article about the experience My Colnago Misadventure: A C-50 FLR Bicycle Frame Nightmare; let's call this my attempt at catharsis after that episode. In 2007 a new distributor took over for Colnago in the USA and in April 2007 I again placed an order for the C-50 FLR with a promised delivery in a matter of weeks, but months later with no C-50 FLR in sight I cancelled that order.

Making This Vent Noir II My Vent Noir

After the Colnago C-50 FLR experience I decided to revisit the Austro-Daimler to see if I could make it more like what I wish it had been when I bought it. The bike company had such a long history, and the Vent Noir II was so distinctive and classy that I decided to have it overhauled and upgraded while attempting to employ the best components that would have been found in the early 1980's. So after something more than 25 years, in October 2006 my Vent Noir II was again in the capable hands of the man who sold it to me. I explained to Larry my primary concerns and hopes for the Vent Noir II:

1. Change the components over to something that is beautiful, that was more representative of the state of the art in the early 1980's.
2. The components would be appropriate to the time this bike was made.
3. Replace the inner tubes and tires.
4. Recondition the Leather Covers on the handlebar.


It turned out the Almarc Leather covering on the handlebars were essentially in very good condition with only some mild scuffing of the sides that could be made to disappear with a little leather conditioning creme. Since I could find no other company in the bike world that seemed to make a durable leather wrap with flush seams such as these, I decided to leave this original aspect of the bike as it is and periodically apply Brooks brand Leather Conditioning Cream.

The only components Gruppo that could be equal to the beauty of a Vent Noir II is the "Campagnolo 50th Anniversary Group" (Gruppo del Cinquantenario) introduced in 1983 to honor the 50th anniversary of the company's founding. This is a limited edition of 15,000 planned cased sets of hardware based on Campagnolo's then current 'Super Record', 'Nuovo Super Record' and 'Cobalto' lines. An optional Campagnolo 50th Anniversary Freewheel was also available but sold separately. The components feature a unique commemorative design engraved on several of the components, and a Serial Number but the 50th gruppo is most easily distinguished by the presence of a number of gold-plated accents on the crank dust caps, pedal dust caps, brake caliper and lever pivots, and the lower Derailleur pivot. Set No. 00001 was retained by Campagnolo while set No. 00002 was presented to Pope John Paul II on 15 June 1983.

Right: complete Campagnolo 50th Anniversary Gruppo in presentation case. Note the Cables set is stored at top, behind placard (194,945 bytes).
Click on image to see enlarged view (429,532 bytes).

A complete 50th Anniversary Set consists of: Serialized Registration Card and documents, Brake Calipers, Brake Levers with Gum Rubber Hood, Front Derailleur, Rear Derailleur, Shifters, Cables, Seat Post, Headset, Front and Rear Wheel Hubs, Bottom Bracket (English, French or Italian threading), Crankset (170 or 172.5mm), Crank Arm Dust Cover Pin Tool, Pedals, Pedal Toe Clips, hard shell fitted Case with fabric cover.

Between the Fall of 2006 into early 2007 I found it was not terribly difficult to find a complete Campagnolo 50th Anniversary set for sale, although now they were selling for several times the original typical $650 price of the early 1980s. These were often unused sets for sale by vintage bicycle specialty shops, and at on line sales sites including eBay. In time I acquired one complete, like-new cased set that includes the correct Bottom Bracket in British Threading (1.370 in x 24 TPI) for my Austro-Daimler. But I developed some sense of guilt at the thought of buying a like new never used set and then essentially violating it by installing it onto a bike to ride casually. I also wondered why should I pay premium dollars for a set in the custom fitted carrying case, registration card, etc.? So I rejoined the hunt and soon found another 50th Anniversary Set with 170mm long Crank Arms being offered for sale, this one was not cased but represented as having come from a display model bicycle. I delivered these components to Larry Black for installation on my bike.

Campagnolo 50th Anniversary Gruppo: elegance of materials craftsmanship, tasteful and timeless beauty.


Front Derailleur	Rear Derailleur with upgrade 'BULLSEYE' brand sealed bearing Guide (top) and Tension Pulleys	Pedals (Toe Clips not attached)
Front & Rear Brake Calipers	Crankset (note non fluted arms)	Campagnolo 50th Anniversary poster

Above: several of the core components included with the Campagnolo 50th Anniversary Group now installed on the authors Austro-Daimler,
and the Poster artwork issued by Campagnolo to commemorate the 50th Anniversary event.



But as much as I thought I knew about this hardware I still had several lessons yet to learn. Some of the components were not included with the second Campagnolo 50th Anniversary Group set that I purchased for the installation on my Austro-Daimler bicycle. Also, some components that were with the set I bought on eBay were incompatible with each other or with the Austro-Daimler Frame. For instance, the Campagnolo gum rubber grips that cover each Brake Lever tend to rot over the years, and finding these in good condition while possible is not cheap. The Bottom Bracket set that I found in fact had mismatched parts and could not be put together as provided by the seller; more about this later. So Caveat Emptor! remains good advice.

Right: Campagnolo 50th Anniversary Group components on my Austro-Daimler Pretty Metal! (194,945 bytes)
Click on image to see enlarged view (429,532 bytes).

As I mentioned previously, the second Campagnolo 50th Anniversary set is the one that I installed onto the bicycle. This 50th Anniversary set was purchased largely intact but was from a demo bike and incomplete, I shopped around to complete the set buying the components often from people who were breaking up complete 50th Anniversary sets on eBay.

The rear Derailleur of this set came equipped with distinctive upgrade ten-tooth pulleys anodized in red. After some research I determined were the 'BULLSEYE' brand sealed bearing guide and tension Pulleys. The Bullseye products were developed by Roger Durham, a motorcycle and bicycle enthusiast who started formed "Durham Bicycles" in Burbank, California. An avid cyclist and bicycle club member, by 1972 Roger introduced the first of his own brand of innovative components for BMX and road bicycles. By 1973 their product line included the Bullseye pulleys, a pair of machined aluminum low friction pulleys. These pulleys were among the first incorporating sealed precision ball bearings, a distinct improvement over those provided then by Campagnolo or Shimano.

left: Durham Bicycles advertisement for Bullseye Pulleys (194,945 bytes)

After I learned about the origins of the Bullseye pulleys I realized that with these components made in the USA I was wandering from my stated goal of the 'All Euro' bike - but who would know. Since Bullseye pulleys were sold in many anodized colors I considered toning down the appearance while preserving the improvements by switching from red to gold for example, or in time I may simply install period Campagnolo black Pulleys (0013/03).

But back to "The Project". Larry Black suggested that since I am changing the Wheel Hubs from Shimano to the Campy 50th we might as well upgrade the Wheel Rims and Spokes also to something that would be the equal of the Campy Hubs; this pair of 36 spoke alloy Rims proved to be the hardest pair of items to find in good condition and this delayed the reassembly of the bike until June 2007. And in a last minute attempt to upgrade the appearance from the pretty badly worn original Avocet Saddle, I purchased a lightweight Carbon Fiber Saddle. But this carbon saddle appeared inappropriate (and not so comfortable as my original Avocet), and so in short order I replaced that with a like new vintage Cinelli Saddle.

The last touch on this visit to Mt. Airy Bikes was to buy a Tool Pouch to replace the old now tattered and rusted Schwinn pouch that I'd had since buying a Schwinn Le Tour 10 speed bicycle the early 1970's. This would be a just about the same size, a traditional leather model made by hand at the historic Brooks company in the United Kingdom. This Brooks 'Challenge' model (shown at left) is 7 inch wide x 3 inch tall x 2 inch deep, of complete black leather construction with a leather fastening strap. Since the Brooks is an exact replica of an early 1900's Brooks design, it suits the goal of keeping the Austro-Daimler appearing appropriate to its time and origins.

The Brooks pouch attaches onto loops built into most Brooks Saddles, but I simply wrap the provided leather straps around the Saddle Mounting rails. This is not the easiest thing to do, then adjust balance so that the pouch rests horizontal instead of tilted. But it was worth the cost and effort to do this.

• The Campagnolo 50th Anniversary Group demo set I bought was missing the Cables for the Brake and Derailleurs. This set was also missing the Toe Clips that attach to the furnished Pedals. But Larry Black had some of these on hand and he provided black leather Toe Clip straps by Cinelli, these appear to be of better quality and appearance than the Campagnolo straps.

There were still some last items that I was determined to find in order to make the bike a true complete 50th Anniversary Group. And minor add ons just to make me feel better. I found the other missing parts could with some perseverance be found, often advertised as used but like new or as "New Old Stock":
• The demo 50th Anniversary set included a Bottom Bracket, but one that was threaded to fit the Italian pattern and therefore not compatible with my Vent Noir II frame. And so there I went again, negotiating to find a compatible 50th Bottom Bracket with the correct English Threading.

• And when I did find what was represented to be correct Bottom Bracket set for sale on eBay, the Bearings were a mismatch to the Spindle! The seller in the U.K. provided Super Record Bearings with the 50th Anniversary Group "Nuovo Record" Spindle. After I came to suspect a mismatch I E-Mailed him and he reassured me the set provided had just been removed from another bike intact. This glitch caused me some distress since I could not complete or ride the bicycle until this could be sorted out and the proper bearings procured. In retrospect, I might have been better off to simply pay the extra to acquire a complete Campagnolo 50th Anniversary set, but in some ways the hunt for the parts needed to complete my 50th demo set was entertaining and the costs were notably less than what it cost to buy a complete boxed set. And this qpproach allowed me to keep my first complete Campagnolo 50th Anniversary cased set intact.

And during my scavenging, and just for the fun of it, I also bought a rather good looking Campagnolo 50th Anniversary 39 x 27 inch poster (shown above) just in case I ever own a home with too much open wall space.

On my own I found the last upgrade bits that made the bike what is is today:
• Saddle:

  The new state of the art carbon saddle that I bought recently just did not look right on a bicycle of this class and vintage. And that light weight saddle was not as comfortable as the old worn and scuffed Avocet saddle that I had on this bicycle when the entire upgrade process began late in 2006. So, again I monitored eBay until I found a and acquired the Cinelli "UNICANITOR", a matt black Buffalo leather saddle. This Saddle arrived new in the bag just as these were sold from the 1970's to early 1980's. The Cinelli name in bold capital letters is embossed in yellow across the back of the black leather seat, while the UNICANITOR is on the sides. This Saddle went nicely with the date of my bike, and it blends nicely with the Black leather covered Cinelli Handlebar and Stem.

         

  There are several interesting aspects of this vintage Saddle. For one, it is a hell of a lot more comfortable to ride than most of the modern, arguably overpriced new Saddles. Cinelli made four (4) versions of this Saddle, and quite by accident I may have acquired the best one for me; this is a Unicanitor Model 4 Saddle and this indicates it is provided with extra padding from the factory.

• Reynolds Ltd. '531' Frame Decals:

  This Austro-Daimler frame was assembled in Austria with Reynolds 531 double-butted tubing.

  These tube sets were provided with decals that were applied by the bicycle frame preparer after the frame was joined together and painted (or in this case chromed). The decals indicate the material and their origin: "TI" (Tubes Investments Reynolds Ltd - after 1977) is the version of the Reynolds '531' tubing sticker on my Austro-Daimler and the set consists of a rectangular decal on the downtube with '531' in green at a 45 degree angle, and triangular decals with 'REYNOLDS 531 FORK' on both sides of the fork tines.

  The original decals have taken some wear and tear. And so in order to truly complete the restoration of my Vent Noir II I was able to locate sources for all the decals. Some are represented to be original, unused (New Old Stock), while some are excellent reproductions.

  I was able to locate the set of three exact Reynolds 531 TI decals on eBay from seller "gts753" (gtsoftley@ozemail.com.au), his eBay Store is "Cyclomondo". He is a specialist source for decals and other labels who supplies restoration shops and will also sell directly. He offers an incredible selection of decals for almost every bike make, for almost every type of metal, and choices of other decals that are appropriate to the time period. For example, he offered so many Reynolds 531 decal sets that I had to take pictures of mine and compare these against his catalog on eBay. The transaction of buying the decals from him went smoothly and quickly, and at a moderate cost including shipping from Australia. He was also very helpful and quick to answer E-Mail when I had any questions. His decals look very good, and are often very close to the originals so that most people would not notice the differences - and they would certainly be better than having nothing on the frame.

  However, as was pointed out to me by Mr. Gillies in 2009, the replacement set do differ in several ways from the original:

  Above: the reproduction decal set scanned in and color adjusted to show their real appearance as much as possible. The same for an original set at right. The original set's coloration is balanced after comparing the image to the original decals still on my bicycle, the bronze colored areas are in reality a bit more sparkly than how they appear here. Click on the image above right to see enlarged view.

  I have yet to go through the effort of removing replacing the original decals since after thinking about it I decided these are in good enough condition to remain.

• Austro-Daimler Decals:

  The bicycle frame has decals applied that explain the Make and Model of the bike, as well as its origin.

  The 'Made in Austria' decal is wrapped around the front of the Seat Tube (parallel to the Frame Pump). This decal has the worst damage since the original Zefal Frame Pump that I bought is provided with a metal clamp that marred the fragile decal. Fortunately there is a source for these decals, CyclArt, Inc., 2590 "A" Pioneer Avenue, Vista, CA 92081-8427. Their telephone: 760-599-1015, and E-Mail . But there is a hitch with this as Susan Cunningham informed me they use their decal stock primarily after they have repaired and or repainted bike frames, they do not routinely sell decals alone and without inspecting the bicycle on which it is to be applied out of several justifiable concerns.

  And so my pursuit of replacing all the remaining decals pretty much came to a halt when I decided the originals are overall in good condition. And I did not think it justified the risks involved with shipping "Old Faithful" to California. I will go ahead and accept their offer to sell to me the 'Made in Austria' decals soon.

• Frame Pump:

  I was aggravated to come to the understanding that in my youthful ignorance in 1981 the Zefal Frame Pump metal clamp had marred the 'Made in Austria' decal. And on the opposite side of this is the yellow 'College Park Bicycles' decal which was likewise marred by the clamp, though not too badly. So I was determined to either dispense with the Frame Pump or come to an alternative solution that would compliment the class of this bike.

         

  After some research I learned about the 'Impero' frame pumps made by 'Silca s.r.l.' in Italy. Felice Sacchi founded the Silca company in 1917 in what was then post World War I Italy. The company survived and has prospered. Currently Claudio Sacchi, the grandson of Felice continues a tradition that retains for Silca the title of oldest company in the cycling industry to be continuously operated by a single family. This sense of history gave Silca another edge up against alternatives in my quest for something that would be interesting, beautiful and traditional installed on my Austro-Daimler. The Silca 'Impero' model features a mounting arrangement where spring tension holds it in place standing in front of the Seat Tube (between the Top and downtubes); the model was made in various lengths to suit the numerous frame geometries. It can be installed under the Top Tube as well.

  To my surprise on eBay I was able to find one in brand new condition, still in its box and sealed wrapper. I bid and won this for a price that seemed less than what I might have paid for it in the 1980's. It is the perfect solution, elegant in appearance and perfect in function as you may have noted in the pictures of the bike at the top of this article. It just so happens the 'Lock Sock' has a Velcro fastener that wraps around the Seat Tube and the Frame Pump and this provides additional reassurance that the Silca Pump will not slip off and disappear while I am riding.

  But I should confess, that my days of using a Frame Pump are behind me and I now carry a CO2 cartridge based tire tube inflator in the 'Brooks' black leather Saddle Pouch. Anyway, why would anyone wish to violate the sanctity of a new Silca Impero?

• Regina Extra "Record" Bicycle Chain:

  While I was at it I decided to upgrade another component the chain. The original Regina 50 Extra Oro chain glowed gold but over time it had darkened. As I explored the possibility of replacing the original chain I learned Regina made an upgrade "Record" model chain. The links are with factory drilled to lighten them but without reducing their strength. This is a 1/2 x 3/32 inch chain provided as a set of 116 links (390 g weight) when new in the box. I came upon a complete 'new old stock' (NOS) set still in its original box and installed it too:

  
  Above: Boxed Regina 50 "Record" Bicycle Chain (90,862 bytes), and installed with Campagnolo 50th Anniversary Group rear Derailleur (184,081 bytes)
  Click on images to see enlarged views (left 177,833 and right 521,132 bytes).
  I will have to see how many links are used after the new chain replaced the original to be sure, but the original Regina Extra 50 Oro chain listed a weight of 415 grams so I may have shaved off as much as 25 grams by upgrading to the Record chain, while adding a little bit more panache. Watch out Lance Armstrong - my bicycle, now at about 23 lbs, is fast closing in on your 15 lb. bikes.

Austro-Daimler Font While restoring my Austo-Daimler I came to learn some facts that were helpful to know. The 'Vent Noir' font style is "Auriol", this is is a registered trademark of Linotype-Hell AG and/or its subsidiaries. Georges Auriol designed this display typeface in 1901 for the Parisian type foundry Deberny & Peignot. Auriol has a stylized stencil/brush look that reflects the Art Nouveau period. Most notable about Auriol is the unusual winged 'M', the large capitals, the short ascenders and descenders, and the white gaps appearing in the middle of some letter strokes. Use Auriol for display settings evocative of turn-of-the-century design and style. The Auriol font and Auriol Flowers was the basis for the lettering used by Hector Guimard for the entrance signs to the Paris Metro. It was re-released by Deberny & Peignot in 1979 with a new bold face, designed by Matthew Carter.

Austro-Daimler Vent Noir II Brochures

The Internet continues to evolve and bring the world closer than ever, among the benefits are all the resources that helped me to not only find the rare parts to make my Vent Noir II what it is today, but also literature. Here are Austro-Daimler brochures scanned by Manfred Fratzl, and a TI Reynolds booklet scanned by the host of this site:

Austro-Daimler Vent Noir II 1978 pamphlet describes the VNII Frame and the bike's 'all Euro' Components (293 k bytes)

Vent Noit II and Force XII 1981 Brochure describing these bicycles (6.3 Mb)

c. 1981 Campangolo Catalog No. 18 72 page catalog describes all Gruppos and components (2.9 Mb)

1983 Campagnolo 50th Anniversary Gruppo Color illustrated 6 page brochure (1.6 Mb)

TI Reynolds 1978 16 page booklet describing the company history, tubes production, and decals (1.0 Mb)

Postscript

Last year (2006) I began my quest to build the state of the art high technology bike. That drove me to consider the most modern and esoteric bike frames and components made and this culminated in the abortive effort to persuade Colnago of Italy to make a C-50 frame that would meet all my expectations. As I conveyed in My Colnago Misadventure: A C-50 FLR Bicycle Frame Nightmare:

"one nice aspect of being an amateur pursuing this for my own riding experience and for my interest in the technology is that this would be my "Über Bike" - the state of the art, ultra lightweight demonstration of the best performance technology of 2006 - and all without having to comply with competitive weight minimums."

And:

"even as I researched the best technology for 2006 it seemed that my "state of the art bicycle" would be obsolete within weeks. I read for example that Campagnolo would soon introduce an improved line of "Record" series components...I read about electronically controlled Derailleurs that were already showing up on the racing scene and nearing the consumer market. And I wondered how long before I would find myself again wanting to upgrade my old "state of the art" mechanical components to keep my bike where I wanted it to be - in the forefront of bike tech."

I find it a ironic and somewhat enlightening how over time I came to realize the bike that appealed to my sense of beauty and high tech was sitting in my garage all those years, just awaiting its Renaissance. This Vent Noir II revives my satisfaction and my appreciation of materials and traditions of craftsmanship from days gone by. This effort has been a complete technical success too and the truth is told during the ride: it has shed some weight, the shifting is quicker and more precise, the ride is much quieter, and the Cinelli seat is more comfortable. An elegant machine; this Vent Noir II is compliant, rides smoothly and in near silence, and in all its years it has never let me down.

And yes, it was worth the twenty six years wait and effort to get it right!

I thank those who have contributed information and images for this article including F. Manfred. Contact the author of this site.