Rennrad:    Raleigh, perlweiss

Raleigh, USA

Aluminum, R-Five-Hundred, 16-Gang




580 mm (Sattelrohr, Mitte Tretlager bis OK Sattelrohr)
540 mm (Sattelrohr, Mitte Tretlager bis Mitte Oberrohr)
570 mm (Oberrohr, Mitte Sattelrohr bis Mitte Steuerrohr)
Für Körpergrössen von 165 - 185 cm geeignet

Raleigh Aluminum, Doubble Butted 7005 Heat Treated

Raleigh Full Cro-Mo

Shimano RSX

Tektro RL-340 (neuwertig)

Shimano RSX

Shimano RSX

Shimano RSX

Rennlenker, Zoom Alloy

3ttt, Pro Chrome

Bike Ribbon BTPR Bar Tape Professional, schwarz (neu)

Suntour Superbe Pro

XLC PD-C01 City/Comfort Pedals, silber/schwarz (neu)

Kenda Kontendor Comp (700 x 23C), schwarz/weiss

Shimoano RSX

gebrauchter Ledersattel, schwarz

Wer kennt sie nicht, diese Situation?
Ständig verlässt man morgens das Zuhause leicht
verspätet und muss mit dem alten klapprigen „Göppel“
noch den Zug zur Arbeit erwischen. Sämtliche
Abkürzungen auf dem Weg kennt man bereits, die
Rotlichter auf den Kreuzungen werden ignoriert.
Zeitliches Optimierungspotenzial gibt es kaum mehr.
... und doch erreicht man den angestrebten Zug meistens
noch, auch wenn dann mal das Velo am Bahnhof mitten
auf dem Trottoir abgestellt werden muss, weil das Chaos
der Velos der anderen Leidensgenossen bereits alle
offiziellen Veloabstellplätze zugeparkt hat.

Dieser sportliche Raleigh Renner aus den 1990er Jahren
schafft gerne Abhilfe. Leicht und rassig rauscht er durch
den Pendelverkehr, überholt so einige Rostlaugen auf
dem Weg zum noch freundlich grüssenden freien
Veloabstellplatz am Bahnhof. Zwischen Parkieren und
Zugabfahrt reicht es wohl sogar noch für einen Kaffee im
Becher bei Segafredo Zanetti und auf dem Perron fährt
der Zug eben erst ein. Geschafft - ach wie gut fühlt sich
ein Zeitgewinn von wenigen Minuten an!

Der Alurahmen hat bereits einige Lackschäden vom
Gebrauch, ist sich also nicht zu schade, um den Tag am
Bahnhof zu verbringen. Nach einer Generalüberholung
und dem Ersatz der Verschleissteile (neu) funktioniert
alles wieder einwandfrei.


Weitere Fotos und Informationen sind auf Wunsch

jederzeit erhältlich.

Herleitung des Übernamens: „Malcolm“

Malcolm Elliott (born 1 July 1961) is a former English professional cyclist, whose professional career has lasted from 1984 to 1997 when he retired and from 2003 up to 2011 when he made his comeback in British domestic racing.

Known as a sprinter, his career includes three stages and the points classification in the Vuelta a España, two gold medals in the Commonwealth Games, and winning the amateur Milk Race and its professional version, the Kellogg's Tour. He rode and finished the Tour de France in 1987 and 1988. Elliott also competed at the Olympic Games in 1980 and 1996.

(Bild: „Cycling“ Magazine cover, March 24, 1984)

Early life and amateur career

Elliott was brought up in the Wadsley area of Sheffield. His joined Rutland Cycling Club in Sheffield at 15 where he was selected for the British team for the world junior championship in Argentina in 1979. In 1980 riding for Rutland CC, Elliott won the British National Hill Climb Championships, beating Jeff Williams by one fifth of a second. He also raced for the UV Aube cycling club in Troyes, France, for part of 1980 season to gain experience of racing on the continent before being selected for the British team pursuit at the 1980 Summer Olympics in Moscow. He, Sean Yates and Tony Doyle finished seventh.[1]

Elliott's breakthrough came at the 1982 Commonwealth Games in Brisbane where he first took gold in the team time trial and then again in the 184 kilometre road race by outsprinting Steve Bauer, Roger Sumich, Steve Lawrence and Russell Harrington.

1983 was Elliott's final year as an amateur and he took six stages of the Milk Race and was also third overall in the Circuit des Ardennes before turning professional with Raleigh-Weinmann in 1984. Further domestic success followed in 1984 and 1985 before switching to the ANC–Halfords Cycling Team in 1986, alongside Graham Jones, Paul Watson and Joey McLoughlin.

Professional career

ANC–Halfords raced on the continent as well as in Britain. Elliott finished third in the 1987 Amstel Gold Race. The team received an invitation to the 1987 Tour de France with Elliott finishing 94th overall and third on the stage into Bordeaux.

In 1988 Elliott joined the Fagor team, led by Stephen Roche. Elliott took his first stage in the Vuelta a España that year and another two in 1989, by which time he had switched to the Spanish Teka team riding alongside fellow British rider Darryl Webster. He rode in Europe until the end of 1992 when he signed for the American team, Chevrolet–LA Sheriffs.

Elliott had many wins for Chevrolet, winning the First Union Grand Prix in 1993 and 1994 and the Redlands Classic in 1993 and 1994, and two stage wins in the Tour DuPont in 1993 and 1995. In 1996 he was then selected for the Olympic Games road race, but finished a disappointing seventy ninth. The race was won by Pascal Richard. In 1997 he moved to Comptel–Colorado Cyclist but the team hit financial trouble. That led Elliott to retire at the end of 1997 aged 36.


Zusatzinformationen zu diesem Objekt:
The Raleigh Bicycle Company is a bicycle manufacturer originally based in Nottingham, UK. Founded by Woodhead and Angois in 1885, who used Raleigh as their brand name, it is one of the oldest bicycle companies in the world. It became The Raleigh Cycle Company in December 1888, which was registered as a limited liability company in January 1889. From 1921 to 1935 Raleigh also produced motorcycles and three-wheel cars, leading to the formation of the Reliant Company.


The history of Raleigh bicycles started in 1885, when Richard Morriss Woodhead from Sherwood Forest, and Paul Eugene Louis Angois, a French citizen, set up a small bicycle workshop in Raleigh Street, Nottingham. In the spring of that year, they started advertising in the local press. The Nottinghamshire Guardian of 15 May 1885 printed what was possibly the first Woodhead and Angois classified advertisement.

Nearly two years later, the 11 April 1887 issue of The Nottingham Evening Post contained a display advertisement for the Raleigh ‘Safety’ model under the new banner ‘Woodhead, Angois, and Ellis. Russell Street Cycle Works.’ William Ellis had recently joined the partnership and provided much-needed financial investment. Like Woodhead and Angois, Ellis’s background was in the lace industry. He was a lace gasser, a service provider involved in the bleaching and treating of lace, with premises in nearby Clare Street and Glasshouse Street. Thanks to Ellis, the bicycle works had now expanded round the corner from Raleigh Street into former lace works on the adjoining road, Russell Street. By 1888, the company was making about three cycles a week and employed around half a dozen men.[1] It was one of 15 bicycle manufacturers based in Nottingham at that time.

Frank Bowden, a recent convert to cycling who on medical advice had toured extensively on a tricycle, first saw a Raleigh bicycle in a shop window in Queen Victoria Street, London, about the time that William Ellis’s investment in the cycle workshop was beginning to take effect.[3] Bowden described how this led to him visiting the Raleigh works:

″In the early part of 1887, while looking for a good specimen of the then new safety bicycle, I came across a Raleigh in London. Its patent changeable gear and other special features struck me as superior to all the others I had seen, and I purchased one upon which I toured extensively through France, Italy and England during 1887 and 1888. In the autumn of the latter year, happening to pass through Nottingham, and with the idea of, if possible, getting a still more up-to-date machine, I called upon Messrs. Woodhead and Angois, the originators and makers of the Raleigh …″

It is clear from Frank Bowden’s own account that, although he bought a Raleigh ‘Safety’ in 1887, he did not visit the Raleigh workshop until autumn 1888. That visit led to Bowden replacing Ellis as the partnership’s principal investor, though Bowden did not become the outright owner of the firm. He concluded that the company had a profitable future if it promoted its innovative features, increased its output, cut its overhead costs and tailored its products to the individual tastes and preferences of its customers. He bought out William Ellis’s share in the firm and was allotted 5,000 £1 shares, while Woodhead and Angois between them held another 5,000 shares.[4]

In Frank Bowden's own lifetime, Raleigh publicity material stated that the firm was founded in 1888,[5] which was when Bowden, as he himself confirmed, first bought into the enterprise. Thus, Raleigh's 30th anniversary was celebrated in 1918.[6] The 1888 foundation date is confirmed by Bowden's great-grandson, Gregory Houston Bowden, who states that Frank Bowden "began to negotiate with Woodhead and Angois and in December 1888 founded 'The Raleigh Cycle Company'." The December 1888 foundation date is also confirmed by Nottinghamshire Archives. In recent years, the Raleigh company has cited 1887 as a foundation date but, whilst this pre-dates Bowden's involvement, the Raleigh brand name was created by Woodhead and Angois and the enterprise can, as demonstrated above, be traced back to 1885.

The company established by Bowden in December 1888 was still privately owned with unlimited public liability. In January 1889, it became the first of a series of limited liability companies with Raleigh in its name. It had a nominal capital of £20,000, half of which was provided by Frank Bowden. Paul Angois was appointed director responsible for product design, Richard Woodhead was made director responsible for factory management, and Frank Bowden became chairman and managing director. Some shares were made available to small investors and local businessmen but take-up was minimal and Bowden ended up buying most of the public shares. He subsequently supplied virtually all the capital needed to expand the firm.

When Frank Bowden got involved with the enterprise, the works comprised three small workshops and a greenhouse. As Woodhead, Angois and Ellis, the firm had expanded round the corner from Raleigh Street into Russell Street, where also stood Clarke’s five-storey former lace factory. To enable further expansion of the business, Bowden financed the renting of this property and installation of new machinery.

Under Bowden's guidance, Raleigh expanded rapidly. By 1891, the company occupied not only Clarke's factory but also Woodroffe’s Factory and Russell Street Mills.[11] In November 1892, Raleigh signed a tenancy agreement for rooms in Butler’s factory on the other side of Russell Street.[12] Shortly after this, the company also occupied Forest Road Mill.[13] (Forest Road junctions with Russell Street at the opposite end from Raleigh Street.)

Bowden created a business which, by 1913, was claimed to be the biggest bicycle manufacturing company in the world, occupying seven and a half acres in purpose-built premises completed in 1897 at Faraday Road, Lenton, Nottingham. It subsequently became very much bigger.

Sir Frank Bowden died in 1921 and his son Sir Harold Bowden, 2nd Baronet took over as chairman and chief executive, guiding the company through the next 17 years of expansion.

During the Second World War, the Raleigh factory in Nottingham was used for the production of fuzes. Bicycle production was reduced to approximately 5% of its peacetime capacity.[15]

In 1939 Raleigh opened a bicycle factory at 6 Hanover Quay, Dublin, Ireland and commenced bicycle production there. The Raleigh (Ireland) business expanded and moved to 8–11 Hanover Quay, Dublin in 1943. The plant produced complete bicycles and Sturmey-Archer hubs, and remained in production until 1976, when the factory burned down. Models produced there latterly were the Chopper and Triumph 20. The head badges changed in the late 1960s, possibly after the passing of the Trade Descriptions Act in the UK. Dublin-made machines no longer had "Nottingham England" on the Heron or Triumph head badge, the panel being left blank instead.

Expansion and mergers

While bicycle production had steadily risen through the mid-1950s, the British market began to decline with the increasing affordability and popularity of the automobile. For much of the postwar era, British bicycle manufacturers had largely competed with each other in the export market. The 1950s saw the creation of the British Cycle Corporation under the Tube Investments Group which owned Phillips, Hercules, Sun, Armstrong, and Norman. In 1957 Raleigh bought the BSA Cycles Ltd., BSA's bicycle division, from the parent group.

BSA had itself acquired Triumph Cycle Co. Ltd. only five years previously. In 1960, Tube Investments acquired Raleigh and merged the British Cycle Corporation with Raleigh to form TI-Raleigh which had 75% of the UK market. TI-Raleigh then acquired Carlton Cycles in Worksop, England, at the time one of the largest semi-custom lightweight makers in the UK. Raleigh brands acquired and marketed were Phillips Cycles and Hercules Cycle, Rudge, BSA, and Sun, however these were cheaper machines in The TI-Raleigh range. Production was switched to Nottingham, however the Sun branded bicycles were made in the Carlton factory at Worksop, England.

As a vertically integrated manufacturer in the mid-1960s, TI-Raleigh owned Brooks (one of the oldest saddle makers in the world), Sturmey-Archer (pioneer of 3-speed hubs), and Reynolds (maker of 531 tubing). Carlton, which had been unable to make inroads in the USA market after a failed rebranding deal with Huffy, found success in the late 1960s by recasting itself as "Raleigh-Carlton", a Raleigh-logo'd bike with some Carlton badging, and using the US dealer network to import and distribute bikes.

Reorganization and new ownership

In 1979, production of Raleigh 531 butted-tube bicycles reached 10,000 units a year. In 1982, rights to the Raleigh USA name were purchased by the Huffy Corporation. Under the terms of the agreement, Raleigh of England licensed Huffy to design and distribute Raleigh bicycles in the USA,[19] and Huffy was given instant access to a nationwide network of bike shops. The renamed Raleigh Cycle Company of America sold bikes in the US while the rest of the world, including Canada, received Raleigh of England bikes. At that time, production of some Raleigh models were shifted to Japan, with Bridgestone manufacturing most of these bikes. By 1984, all Raleighs for the American market, except the top-of-the range Team Professional (made in Ilkeston) and Prestige road bikes (made in Nottingham), were produced in the Far East.

In 1987, the leading German bicycle manufacturer Derby Cycle bought Raleigh USA from Huffy. In 1988, Derby opened a factory in Kent, Washington where Raleigh Technium bicycles are built. This factory closed in 1994, So all Raleigh Cycle Company of America parts and frames from 1995 onward are mass-produced in China and Taiwan for Derby Cycle and assembled in other plants. Raleigh of Denmark still offers traditional rod-brake models. At Raleigh of England, the "Carlton" factory in Worksop experienced strikes and was closed and a few select employees were transferred to Nottingham in 1981. The High-end, one of a kind bicycles and framesets were produced in Ilkeston Special Bicycle Developments Unit (SBDU) from 1974 to 1989 under the guidance of Gerald V O'Donovan, this production was moved to a new "Raleigh Special Products" division in Nottingham.

Raleigh Canada has had a factory in Waterloo, Quebec from 1972 to 2013.
Derby Cycle acquired
Diamondback Bicycles in 1999.

In the same year, Raleigh ceased volume production of frames in the UK and its frame-making equipment were sold by auction.

In 2000, Derby Cycle controlled Raleigh USA, Raleigh UK, Raleigh Canada, and Raleigh Ireland. In the latter three markets, Raleigh was the number-one manufacturer of bicycles. Derby Cycle began a series of divestitures, due to financial pressure and sold Sturmey-Archer's factory site to the University of Nottingham and Sturmey-Archer and saddle manufacturer Brooks to a small company called Lenark. Lenark promised to build a new factory in Calverton but failed to pay the first instalment and the company entered liquidation. It was reported that the reason for selling the business, after extracting the cash for the factory site, was to have Lenark declare it insolvent so that neither Derby nor Lenark would have to pay the redundancy costs. Sturmey-Archer's assets were acquired by SunRace of Taiwan who relocated the factory to Taiwan and sales to the Netherlands. Sister company Brooks was sold to Selle Royal of Italy.

In 2001, following continuing financial problems at Derby Cycle, there was a management buy-out of all the remaining Raleigh companies led by Alan Finden-Crofts. By 2003, assembly of bicycles had ended in the UK with 280 assembly and factory staff made redundant, and bicycles were to come "from Vietnam and other centres of 'low-cost, high-quality' production." Only the final assembly takes place in the German town of Cloppenburg.

In 2012, Derby – was acquired by Pon, a Dutch company, as part of their new bicycle group, which also owns Gazelle and Cervélo. Pon now sell Raleigh under licence throughout Germany

In April 2012, Raleigh UK, Canada and USA were acquired by a separate Dutch group Accell for $100m US, whose portfolio includes the Lapierre and Ghost bicycle brands.

(Quelle + Bilder: