NAHBS Partners with TPC, Trade-UP


The 13th edition of NAHBS boasts the largest number of sponsors, media partners, and international builders ever.

SALT LAKE CITY, UTAH – North American Handmade Bicycle Show announces sponsors, media partners, and international exhibitors. This year’s show marks the largest number of sponsors, media, and international builders to participate in the show.

In terms of show logistics, NAHBS has partnerships with The Pro’s Closet, Professional Bicycle Mechanics Association (PMBA) and Bike Flights. The Pro’s Closet will feature a selection of bikes from their museum, which will spotlight an incredible mix of iconic American made road and mountain bikes. Additionally, The Pro’s Closet’s Trade-UP program has automatically enrolled all NAHBS builders, which allows consumers to trade in their used bicycle before the show, and receive a voucher to use towards a deposit on a new custom bike from any builder exhibiting in this year.

PBMA will be on hand exhibiting, as well as before and after to help builders assemble and break down their show bikes. NAHBS has also secured a local media partner with KRCL in Salt Lake, producing on-air content supporting builders, the show, and local sponsors. BikeFlights is the official logistics partner for the show, offering exhibitors streamlined shipping.

Sponsors: Shimano, Enve (UT), Campagnolo, HED, Columbus Bicycle Tubing, and Reynolds (UT).

Media Partners: Bicycling Magazine, Road Bike Action, Bike Magazine, Dirt Rag, Bicycle Times and KRCL Radio in Salt Lake City.

Countries Represented: Japan, Korea, Italy, Germany, Singapore, Russia, United Kingdom, Ireland, Canada, and USA.

About NAHBS: The largest and oldest handbuilt bicycle show in the world. We are a space for the sharing of ideas and innovation, promoting custom bicycles and the companies that support the frame builder market. NAHBS keeps itself fresh by traveling to a different city with over 175 vendors that make the trip each year.

Davis Phinney’s 1984 Olympics bike

Davis Phinney’s ’84 Olympics bike and the golden dream that almost was

Words by James Huang, // Bicycle Photos by The Pro’s Closet

Davis Phinney and Connie Carpenter-Phinney — the parents of current cycling phenom Taylor Phinney — were the runaway favorites to win the men’s and women’s Olympic road races in 1984. It was a dream scenario with all the ingredients for a fairy tale ending: a popular American husband-and-wife duo, a first-ever road race for women at the Olympics, and home field advantage with the course set in Mission Viejo, California. Real life isn’t a fairy tale, though, and that dream scenario didn’t end as planned. US tech editor James Huang sat down with Phinney at his home in Boulder, Colorado, to not only take a look at the bike he rode that infamous day, but also recap that fateful day in July.

olympics 1984


July 28, 1984, was certainly not like any other day for the Davis Phinney and Connie Carpenter-Phinney. Although both were already superstars of their sport and well accustomed to being in the limelight, the Olympics were upon them — and not just any Olympic Games, but ones hosted on American soil for the first time in fifty years. Both were highly favored to win their respective events in what was hoped to be a storybook husband-and-wife ending, and to say that both felt the pressure of the day would be quite the understatement.

“Connie and I were staying in private housing, as were the whole road team, because the day the Games opened, the first competition was the women’s road race,” said Phinney. “We skipped the opening ceremony so we didn’t have lead legs from standing up for five hours. Connie’s race was at 9am so she went off early and I stayed in bed, and then got up and turned on the TV. And they were already talking us up, this American married couple, who were both favored to win, and what a historic double that would be. Not that I didn’t sense or accept pressure before, but that was just like, boom!

1984 Serrota Team Murray 7Eleven-1 Davis Phinney

“What had been remarkable about the whole experience up until that time was how incredibly amazing the crowds had been. One day we were out there training, a week before the games, riding on Highway 1 toward Laguna Beach. All of a sudden, there are all these people on the side of the road, the traffic ceases, and there are more and more people. We were in our USA kit and people were cheering. Finally, we stopped and asked, ‘What’s going on?’ We had inadvertently run into the final leg of the torch relay. To hear all these thousands of people, three or four deep, on Highway 1 — that gave us a taste for the enthusiasm of the Games.

“On the Olympic road race day, we drove on to the course to get to the cabins and get ready, and we just turned up the hill during the women’s race on La Paz Rd. in Mission Viejo. I’ll never forget it. You turn on with this ratty old van that said ‘USA’ on it, and there were twenty and thirty-deep people, spectators all the way around the course. The noise was deafening, and it only got louder. I still get chills thinking about it. That was our introduction to race day. We were going to race in front of what was estimated to be 200,000 people. It really was amazing.”

1984 Serrota Team Murray 7Eleven-3 Davis Phinney


“We got to the cabins, and got settled, and we were waiting for the women to finish,” Phinney recalled. “There was a very small TV in the back of the van that was just loosely built-in — a little, tiny, old-school black-and-white TV that we plugged into the cigarette lighter and adjusted the antenna to get the reception for ABC. In the last kilometer, Connie was back towards the back of the group of what had been six women, but Jeannie Longo, who was her main competition at that point, something happened to her derailleur and she dropped off the back. So Connie was wondering what happened to Jeannie, and why she was positioned poorly in the back, and I was yelling at the TV, ‘move up, move up! You’re too far back!’”

1984 Serrota Team Murray 7Eleven-11       1984 Serrota Team Murray 7Eleven-10

“Rebecca Twigg jumped with about 200 meters to go, and then Connie comes roaring up the side, and is carrying way more speed. But Rebecca has a couple lengths lead. Right at the line, they both throw their bikes, but Connie just does a masterful bike throw, and I can’t tell if she’s won or not. But we run out into the street because the cabins were located right after the finish line. Connie comes rolling past and she’s surrounded by fifty people, and the hillside on the other side of the cabin was just filled with people and noise. She just mouths, ‘I think I won’.”

Phinney would have loved to relish in that moment but he didn’t have that luxury with his own race start only a few hours later.

“I was so ecstatic for her, but I had to almost immediately put my game face back on and get out for the men’s race.”

The brutality of the men’s road race course was looming as well. Not only was it long at 190.20km, but it was also hilly with roughly 380m of climbing for each of the race’s twelve laps, By the end of the day, racers would have logged more than 4,500m of ascent in total — those that completed the full course, that is.

Of the 135 starters, only 55 finished.

1984 Serrota Team Murray 7Eleven-14       1984 Serrota Team Murray 7Eleven-13

“The men’s race started, and it was a hot day. It was 120 miles, 90 degrees, 80 or 90 percent humidity, which didn’t favor me, historically. I wasn’t a good heat rider, but I’d spent the winter preparing for heat in an old-school wrestling tactic. I would go riding, no matter what the weather here in Colorado, and I would put on layers of wool jerseys. And in between the layers, I’d put a plastic garbage bag so that I was always sweating. That was my heat training! And of course, I was not doing what physiologists would recommend now. I was not drinking enough because, again, the thought was that you’ve got to get used to being dehydrated. That was never so true as in the Olympics because it was so difficult to get a bottle and to get fed, because you had no support from your team car and there was only one place to go to get a bottle or musette. And that was on a very short stretch right past the finish line, where you’re going 30mph.”

That the conditions weren’t entirely favorable was the furthest thing from Phinney’s mind at that point. He wasn’t just capable of winning that day. He was supposed to win. He was destined to win.



“I was on the best day of my life up to that point. I had calculated my peak perfectly, and I had envisioned nothing but winning the Olympic road race, at least two years going up. I’d spent every day visualizing how the race would unfold, picturing myself in the situation to win so it’d all come together really well.”

The US team went into the race with a clearly defined plan. Phinney was the designated leader, and he had three teammates at his side: Thurlow Rogers, Ron Kiefel, and Alexi Grewal. They were thoroughly drilled, it was a course they knew well, and with the Soviet Union one of 14 nations boycotting that year’s Games, the cards were stacked in the Americans’ favor.

There was only one problem with the plan: Grewal wasn’t on board with it.

“Alexi Grewal attacked very early, after two or three laps, and he established a breakaway with a lot of principal players: Dag-Otto Lauritzen and Morton Sæther, Steve Bauer, Thurlow Rogers, myself, and a couple of other guys. We just sailed away. Everybody was pulling, and we established a big lead. The problem was, I felt so good, and I wasn’t used to being in this situation where, other than the Coors Classic, there was live TV coverage. Turns out they spent most of the race covering another sport but we assumed it was live! And so you’re going up these roads, which were just crammed with people. The noise the crowd was making was so intense, you couldn’t even hear yourself think hardly, let alone talk. Even though Alexi would be right next to me, I’d say something to him, and I couldn’t even hear myself talk because it was such a thundering noise. So for five hours, we went like that.

“I felt so good that I overcooked myself a little bit. I pulled too hard, and was so confident that if I could take this group to the line, I’d win in a sprint. And then Alexi attacked again [with about 18km to go], and Thurlow and I looked at each other, like, ‘what the fuck?!’ He wasn’t supposed to do that, as per our team plan. But Alexi had been an outlier with Eddie B [Borysewicz, the US team coach], and had not come to any of the team meetings. And Eddie had just had a word with him before the race and said, ‘We are working for Davis, so whatever you can do to help him, you need to do it.’ Alexi was thinking, in the meantime, that whatever I need to do to beat Davis, I’m going to do. Alexi had had his own struggles, and I respect him — now — greatly for how well he rode and how clinically he dismantled me and the other riders in that race.”


A naturally gifted climber, Grewal knew that Phinney likely wouldn’t be able to maintain the blistering pace he was setting on the La Paz Rd. — and as Phinney would come to understand years later, Grewal also knew that there was little glory with merely being the teammate of an Olympic gold medalist.

“I was definitely pissed,” Phinney recounted. “Alexi gained about a minute going through the finish line with one lap to go. I was desperately thirsty at that point, desperately bonked, just because I hadn’t fueled properly and I hadn’t anticipated not being able to get any feeds. I had only had one thing on my mind at that point, which was to get a musette, or get a can of Coke, for this last lap. So I’m there trying to signal to our soigneur to get me a Coke, and then Steve Bauer attacks up the side! So I take the musette, and I look up and see Bauer 50 meters off the front, just launching, and I was like ‘Fuck!’. So I just slammed the musette down and chased Bauer.”

Phinney’s heat-of-the-moment decision to toss that musette — and the precious calories contained within — would ultimately prove costly.
“The situation, with about 8 miles to go, as we turned left on to the steepest climb on the course, is Alexi about to get caught by Steve, with me dangling off the back, chasing and just totally blowing up. And so we hit the bottom of the hill and it was just lights out for me.

“Lauritzen and Sæther roll by, and then I get picked up by Thurlow and what remains of the break, and I just get out in front and pulled the whole way to the finish line but I don’t have enough gas to even catch Dag Otto and Morton. Steve catches Alexi, and Alexi plays his cards perfectly. I don’t think Steve, and certainly I didn’t, expect Alexi to beat him in a head-to-head sprint after a hard road race but Alexi was incredibly smart that day. He had anticipated everything, even down to forcing Steve to the front with 500 meters to go, and making Steve lead it out, and waiting, and waiting. And just like Connie, he comes by at the end, only he comes by with enough speed to win by a length or two.”


It’s one thing to lose a bike race when you know you’re capable of winning it. It’s another entirely when you’re supposed to win it, and with so much build-up leading up to the Olympics, Phinney’s disappointment was understandably stinging.

“At the end of the day for America, it was a banner day: two gold medalists. But I was inconsolable. I was happy for Connie on the one hand, but I had the ego of someone who wanted to win and somewhat expected to win, and was so bitterly disappointed that I’d made mistakes. I felt like I’d basically cost myself the win, which didn’t give Alexi, nor Steve, nor Dag Otto, who were one, two, and three, the credit they deserved. But again, when you’re in that world, it’s easy to become so self-absorbed.”

Davis Phinney TPC Museum

Phinney has now had more than three decades to move past that fateful afternoon. Today, he has not only healed those painful wounds but even manages to look back on that moment with a positive spin. Everything that happens in one’s life leads you to where you are now, after all, and for Phinney clan, there’s a whole new round of Olympic hope. After a devastating crash in 2014 that nearly ended his career, Taylor Phinney is now set to compete in both the road race and time trial in Rio, along with teammate Brent Bookwalter. Neither is a favorite to medal in the former event, but Phinney is certainly a medal contender in the race against the clock.

Davis Phinney is still the winningest road cyclist in American, and he certainly enjoyed crossing the line first, describing it to me as, “plugging into Earth’s core and feeling hot magma shooting out through your hands.” Even so, he says it’s still important to maintain perspective of what competitive cycling is all about.

“That was my Olympic story,” he said, ” and stories make life rich. One thing that Taylor and I talk about, is that what drives you ultimately to race bikes well is your passion for the sport, and if it’s all just training and numbers and race directors and team directors in your ear telling you what to do here and there, it becomes almost robotic. So you can’t lose sight of the passion. I think keeping these stories fresh and relevant is part of that.

Taylor Phinney Promo Vid-1

“He’s a really good guy — a smart guy, a sensitive guy. It’ll be interesting to see where he goes from here. We shall see.”

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1995 Kestrel Rubicon Comp

Now THAT Was a Bike – 1995 Kestrel Rubicon Comp

Words by Mike Levy, Pinkbike // Photos by The Pro’s Closet

1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-1

With its radical suspension layout and being designed by a company that took its name from a falcon, the carbon fiber Kestrel Rubicon Comp from 1995 was destined to be one of the most radical bikes of its time.

Less than a decade earlier, Kestrel had offered their first carbon fiber bike, the bladder-molded monocoque 4000 road bike. And, in 1988 they shocked many with a carbon fiber hardtail for the mountain: the MX-Z, and later, a full-suspension bike dubbed the Nitro. Both of the swoopy machines looked like they were from the future, especially compared to the simple steel tubing that most riders were astride at the time. Kestrel didn’t entirely forsake metal, however, as steel reinforcements were put to use inside of the head and seat tube junctions, as well as down at the bottom bracket.

Jump forward to 1995 and the Rubicon would make that once futuristic looking Nitro look downright boring. Hell, the Rubicon makes a lot of today’s modern machines look yawn-worthy, but professional racer Kurt Stockton’s dual-shock Mammoth Kamikaze Special took it to a whole other level.

1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-4

Two Shocks, 200mm of Travel… in 1995

Two decades ago, most professional downhill racers were competing aboard warmed-over cross-country rigs that saw a riser handlebar and different gearing added, and possibly a switch to different rubber if the course called for it. And that’s exactly what Kestrel’s Kurt Stockton had been doing, until one night when he was tinkering in his garage and noticed that part of his Rubicon’s linkage appeared to be about the same length as the single Fox Alps shock that was fitted to the bike. ”It looked like the same length as the shock, so I measured it, and it worked,” Stockton said of the experiment (one that Kestrel hadn’t ever considered). I called them, and they said that they hadn’t even thought about it, and the bike now had eight inches of travel with two shocks.”

The two shocks allowed Stockton to run less pressure in each, and he also says that the increased sag from doubling the travel and running a much more forgiving spring rate meant that the Rubicon’s head angle was kicked out enough to help the bike’s handling at speed. According to Kurt, that wasn’t the only benefit: ”If four inches is good, then eight inches is great. Remember that downhill courses weren’t super gnarly back then, but if you had more travel, you were less likely to flat.” Don’t forget that tubeless tires, and even burly sidewalls, were a long way off still, so just getting across the finish line was a big part of the battle.

Even in the stock configuration, with a single Fox Alps shock and a bit more than 100mm of travel, the pivoting beam design and slender swingarm looked as if it were from another planet. The beam was intended to increase leverage on the Rubicon’s shock when the rider was seated, making for a more forgiving ride when a racer was in the saddle.

image for Now THAT Was a Bike - 1995 Kestrel Rubicon Comp article

Being a downhill racer at the time, Stockton obviously spent less time sitting than his climbing counterparts, so the doubling of the bike’s travel and its much softer spring rate meant that the Rubicon was an improvement over the stock setup when he was out of the saddle.Not exactly the involved development story that most contemporary bikes go through, but Stockton’s garage experiment story is an interesting anecdote nonetheless. You may be surprised to discover that his prototype Rubicon hasn’t been the only dual-shock bike in our sport’s history – Cannondale’s team-only Gemini, Scott’s High Octane, and a Karpiel design all employed two shocks in various layouts – but the Kestrel was by far, the wildest race bike of the last millennium.

1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-13 1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-9

Stockton’s frame was a prototype, second shock or not, and Kestrel was experimenting with different carbon layups and designs at this point. Nothing was as certain as it is now; everything was new, and as you’d expect, there were some issues.

That long and slender swingarm that looks like it’d offer as much lateral travel as it does vertically? Yeah, it broke. Stockton recalls snapping one during a race at Vail, Colorado, in 1994, but noted that Kestrel quickly built him an updated version that proved to be sturdy enough. ”It was pretty flexy laterally,” he said, ”but it was all new at the time, and we didn’t have anything to compare it to.”

Kurt says that the bike pictured here is built up with parts from not only his time but also from when Jimmy Deaton was riding for Kestrel. A set of exotic HED wheels featured a deep carbon fiber section that was bonded to an aluminum track for the Magura hydraulic rim brakes, and the extremely tall and aerodynamic rims meant that finding tubes with long enough valve stems could be a challenge. Kurt needed to run heavy duty downhill tubes, but those only came with Schrader valves that were far too short to clear the carbon rim. The answer? Plastic valve extenders from a truck stop.

1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-14 1995 Kestrel Rubicon Kamikaze Kurt Stockton TPC Museum-2

Another interesting item is the homemade chain guide that had to be built to work with the 63-tooth chainring that Kurt used on the Mammoth Kamikaze course. The Nylon sliders could be adjusted vertically, and the steel boomerang bolted to the Rubicon’s front derailleur mount and a special adapter that was attached to the frame just above the bottom bracket. A Bullet Bros. chain tensioner was put to work to further help matters.

The brand has been owned by Advanced Sports since 2007, and while their catalog is now focused on road and triathlon bikes, the radical design of the Rubicon will be what many riders of a certain generation think of when they see the Kestrel name.

View a full run of photos!

4th Annual Colorado Vintage MTB Ride

Don’t miss the 4th Annual Colorado Vintage MTB Ride!

This year we are excited to welcome our very special guest, MTB Hall of Famer and Founder of Fat Chance Bicycles, Chris Chance! The 2016 Colorado Vintage MTB Ride and Gathering will be one to remember.

2016 The Pro's Closet's Vintage MTB Ride and Gathering

This FREE event will begin and end at The Pro’s Closet‘s Vintage Bicycle Museum, located at the corner of Valmont and 29th, in the heart of Boulder, CO. A short ride across town will lead us to the Betasso Preserve Trailhead where we will find miles of flowy singletrack!

To end the afternoon in style, we will parade back to the museum where a catered lunch from Yellowbelly and refreshments (that means beer) will be awaiting our arrival. Chance will be on hand with his new bikes and will be available for photos, autographs, and story telling!

Chris Chance TPC Museum 2016 The Pro's Closet's Vintage MTB Ride and Gathering

Vintage whips are encouraged but all bikes are welcome!
We hope to see you on Sunday, September 4th, 2016 at 10am!

In the meantime, view photos from previous Vintage MTB Rides:

2015 The Pro's Closet's Vintage MTB Ride and Gathering The Pro's Closet's Vintage MTB Ride and Gathering 2016 The Pro's Closet's Vintage MTB Ride and Gathering The Pro's Closet's Vintage MTB Ride and Gathering The Pro's Closet's Vintage MTB Ride and Gathering The Pro's Closet's Vintage MTB Ride and Gathering