Marukin Bicycle (Extra)

次回、この記事の日本語版を投稿します。

This is a short extra-post to the previous two Marukin Bicycle posts (First Half) and (Second Half).

The restorer, M-san, from Shizuoka Prefecture, sent in additional photos in hopes of helping people see and understand how well vintage Japanese bicycles were built.  The photos provide an invaluable opportunity to view portions rarely visible to vintage Japanese bicycle enthusiasts.  Let's take a look.

These are photos of frame cut-out models actually used for sales purposes by the Marukin Bicycle Company.  In the 1950s, with automobiles still out of reach for the vast majority of households, the main mode of affordable private transportation was the bicycle.  The emphasis was on utility.  Being made of steel, bicycles had to be strong, waterproof, and rust resistant as they were used in all types of weather and paved roads were the exception rather than the rule.

Cut-out models were used not only by Marukin but by many manufacturers to highlight these important qualities.  
The enamel paint, chrome parts, gold pinstriping, badges (link Japanese only) and decals are attractive, but rarely can one get a peek at what is under the paint and on the inside.

The cut-out models allow salespersons to visually show potential buyers the quality on the inside of their product.  Thickness of the undercoats, frame (butted) tubing and lugs, and measures taken to prevent rust.

Not only head tube cut-outs as shown above, but also the all-important bottom bracket cut-outs were used to drive home the quality of a manufacturer's product.

Note the triple butted tubing.

These cut-outs make it easy to understand why Japanese vintage bicycles are so rugged and often outlive their original owner.

Finally, on a side note, M-san even found himself a pair of genuine vintage Marukin coveralls to go with his beloved Marukin bicycle.
 

Happy wheels M-san!

Marukin Bicycle (Second Half)

 次回、この記事の日本語版を投稿します。

In this post we shall continue our look at a recently restored Marukin bicycle.  Once again, a special thanks to the restorer, M-san, from Shizuoka Prefecture, for sending in photos.

As we saw in the previous post there are various approaches to a restoration.
M-san's restoration goal was to maintain the built-in history ("beausage") by cleaning up the original paint and chrome, and overhaul and grease-up mechanical parts.

Let's take a look. 

The Marukin fender ornament is streamlined and elegant.

I find its streamline reminiscent of that infamous locomotive, Lehigh Valley Black Diamond.
Marukin bicycle is stamped in Japanese on both sides of the fender ornament.
Also, note the Marukin trademark stamp at the tip of the fender.
The numerous stamps are a good indicator that the bicycle is 1950s - very early 1960s.



The bicycle has all the characteristics of the 1950s.
Note that all parts are original and bear either the Marukin name or trademark.
(front stirrup brake)


(front fender stay)


(front hub)


(front rim)



A before/after comparison reveals that M-san accomplished his restoration goal of cleaning up the original chrome.
(handlebars before)

(handlebars after)

(bell and grips)

The trademark on the back of the head tube lug is a telltale sign of a 1950s - very early 1960s bicycle.
Also, note the stamps on the fork crown. 

Even the head bearing cover has a tiny Marukin trademark stamp.

Amazingly, the head badge (link Japanese only) is in perfect condition.


Slotted hex head fender stay bolts (link Japanese only) and fender stay badge.


Old JIS mark stamped on the rear brake fulcrum.
Marukin trademark stamped on the brake fulcrum bolt.

The leather hammock saddle shows little signs of wear.
Note the badge on the rear of the saddle.


Marukin stamp on the top of the saddle.


Marukin stamp on both sides of the saddle.

Old JIS mark stamped on the seat lug.


Seat post bolt head stamped.
 

Marukin seat tube badge.

Marukin decal on seat tube.
Rear fender also stamped with the Marukin trademark, just like the front fender stamp.

Bottom bracket overhauled.

Marukin stamp at the top of the chainwheel cover, and at the bottom "Markun Bicycle Company".

Marukin stamp on chaincase chain stay bracket.

Barely any sign of wear on the rubber block pedals.
Each side of the rubber blocks is stamped with the Marukin trademark.

Slat on rear (luggage) rack stamped with the trademark and "MARUKIN WORKS".


Painted Marukin badge on rear (luggage) rack.
Large rear fender stay badge.

Rear reflector (link Japanese only) frame stamped with Marukin trademark.

Rear fender stays and channel stand stamped with Marukin trademark.

Band brake stamped with Marukin trademark and "MARUKIN WORKS".

Band brake overhauled.

Sankyo dynamo (6V6W) with badge, old JIS mark, engage/disengage lever, and splach guard.

Heavy-duty lock with Marukin trademark.

Rear wheel rim stamped with Marukin trademark on each side of the valve.

A true piece of Japanese bicycle history.  All original parts.
Two thumbs up to M-san and his Maurkin bicycle restoration!

Marukin Bicycle (First Half)

次回、この記事の日本語版を投稿します。

In this post we shall begin to look at a recently restored Marukin bicycle.  Special thanks to the restorer, M-san, from Shizuoka Prefecture, for sending in photos.


First, let’s start with some basic information on Marukin Bicycles.
This is the Marukin trademark.


Marukin started producing bicycles over 90 years ago, back in 1932 (link Japanese only).
In the 1950s it even had its own song, The Marukin Bicycle Song.
In 1972 the main factory in Ikebukuro suffered a major fire and burnt to the ground.  Unable to recover from the devastation, the company went out of business in 1977, and, in the same year, the Hodaka Corporation took over the brand.
To celebrate its 90th anniversary, the company produced a limited edition model in 2021; the concept was to design a bicycle reminiscent of its 1950s utility cycle (all black frame, gold pinstriping, upright riding position, fender ornament, suspension saddle,  chaincase, headlamp, large rear carrier/luggage rack, channel stand, etc.) but lightweight, and packed with all modern features and technology.  Check out the fender ornament which reads "Since 1932  Marukin".


M-san's Marukin is indeed a rare find.
All original, even the license plate (tax badge) attached to the handlebars.

M-san certainly found himself a sleeping beauty.


Not only is it all original, but barely ridden and well stored.
As mentioned in Bridgestone Bicycle (Selecting a Project①) by examining the wear & tear of three specific places where the rider's body makes contact with the bicycle, i.e. grips, saddle and pedals, one is able to measure how much the bicycle was actually ridden.

1. Grips
Some damage on the very end, but very little wear and the Marukin trademark is still crisp and clear.

2．Leather saddle
Hardly any signs of wear, no cracks around the rivets.


The Marukin trademark is still crisp and clear.


3. Pedals
Consistent with the grips and saddle, the rubber block pedals also show virtually no sign of any wear.
Again, the Marukin trademark is still crisp and clear.

In addition to above, checking friction wear streaks on the front rim, and tire tread on both front & back tires can also helpful.

Bicycles like these are certainly becoming increasingly harder and harder to find.  Further down the  restoration project pyramid one goes are the more common weather-beaten, broke-down rusty relics of varying degrees like the Yamaguchi Maruwai-Go below.


But as H-san proved in a previous post, if you have the passion and perseverance, even these can be brought back to life.



In the next English post, Marukin Bicycle (2nd Half), we will take a detailed look at M-san's Marukin bicycle.

Front Headlamp (Headlight) Part 10

次回、この記事の日本語版を投稿します。

This is the final installment of the Front Headlamp (Headlight) series.

So far we have covered:
Part 1: Vintage Japanese bicycle headlamps
Part 2: Various mounting locations and hardware (brackets)
Part 3: Features typically found on headlamps before 1955
Part 4: Features typically found on headlamps after 1955
Part 5: Headlamps equipped with pilot lights, speedometer and odometer
Part 6: External/internal focus beam control
Part 7: Electrical cord weaving (chain stitch)
Part 8: Other types of headlamps besides the dynamo powered type
Part 9: Battery powered headlamps (hand lamps)

As mentioned in the previous post, in this installment we will take a look at dynamos (generators).

Here is a very old dynamo.  The body finish is black enamel.
Notice that it has no lever to engage/disengage the dynamo.
It is not missing the lever, this was the way dynamos used to be.
"But how do you engage/disengage the dynamo if it has no lever?"
Read on.

The badge  reads "SUPER CHERRY DYNAMO LAMP" 12V 0.5 Amps.
Notice it has no  JIS (Japan Industrial Standard) mark. Another indicator that it is at over 65 years old.

The bottom has two terminals one for the headlamp and the other for the taillamp.
Taillamp terminals were often marked in red.

Here are two National brand dynamos.

Again, neither of these has a lever to engage/disengage the dynamo.  They both have badges; however, the one on the left is obviously older as it does not have the JIS (Japan Industrial Standard) mark, and, the manufacturer is "SANYO ELECTRIC WORKS" as opposed to "SANYO ELECTRIC CO. LTD".  Both badges indicate the voltage/wattage for the headlamp "H" and taillamp "T".


Both have two terminals, stamped "H" (headlamp) and "T" (taillamp).

Dynamos can broadly be dated based on whether the dynamo is equipped with an easy locking lever.
Based on my limited resources, the easy locking lever first appeared in export catalogs in 1956 on the National brand models, and by 1958 virtually all other manufacturers had followed suit.

The photo below is from a 1956 export catalog.
Note in the descriptions that only the National brand (lower right) is equipped with the "easy locking lever".

1958 export catalog.
Note in the descriptions that all come equipped with the "easy locking lever".

Now take a look at these two models.
These are both equipped with the "easy locking lever", so post-1956.


The locking lever is a convenient mechanism.  Pushing down (or pulling up) on the lever releases the spring-loaded lock causing the dynamo roller to lean against, engage with, the dynamo roller track molded into the tire. 

Disengaged

Engaged

Left:  Push-down-to-engage type dynamo lever
Right: Pull-up-to-engage type dynamo lever

 

When the dynamo is engaged the roller rubs against the tire creating resistance making it slightly harder to pedal.  During the day, when not in use, the dynamo is disengaged.

Prior to the advent of the easy locking lever, engaging the dynamo was a dirty job.  It consisted of wrapping one's hand around the dynamo body and firmly pulling it forward in order to release the spring-loaded mechanism.  To disengage the dynamo was just as dirty a job as it had to be pulled forward and twisted back in place.  

Here is a very rare chain that came as an accessory with a pull-up-to-engage type dynamo lever. 

The length of the chain is 50cm.  One end attached to the small hole in the dynamo lever and the other end clipped to the front brake rod on the handlebars (if mounting the dynamo to the front fork, front wheel) or clipped to one of the saddle springs (if mounting the dynamo to the seat stay, rear wheel). 

Pulling up on the chain raised the dynamo lever and engaged the dynamo, enabling the rider to engage the dynamo without dismounting.

Lastly, another type of accessory was the roller splash guard, a sort of roller-fender.


 

That concludes the Front Headlamp (Headlight) series.

Front Headlamp (Headlight) Part 9

次回、この記事の日本語版を投稿します。

In this Front Headlamp (Headlight) series, so far we have covered:

Part 1: Vintage Japanese bicycle headlamps
Part 2: Various mounting locations and hardware (brackets)
Part 3: Features typically found on headlamps before 1955
Part 4: Features typically found on headlamps after 1955
Part 5: Headlamps equipped with pilot lights, speedometer and odometer
Part 6: External/internal focus beam control
Part 7: Electrical cord weaving (chain stitch)
Part 8: Other types of headlamps besides the dynamo powered type

As mentioned in the previous post, in this installment we will take a look at the battery powered headlamp.

The interesting feature of these headlamps is that they were designed to be dual-purpose; both a headlamp and a flashlight (note the handle which allowed it to be a carried like a lantern).   In catalogs these headlamps are commonly referred to as "hand lamps". 

 

These hand lamps came with a mounting bracket that could easily be fitted to the handlebar bolt.

The lamp could also be fitted to the standard lamp bracket on the headset.
(See Part 2 for details pertaining to lamp brackets.)

There were two different types of battery compartments.
1.  Twin 1.5V battery compartment

Twin 1.5V batteries

2. Packaged dry cell battery compartment

Packaged dry cell battery

There were several manufacturers, among them National (today's Panasonic), Okada, Sanyo and Toshiba (Matsuda).
It is well-known in Japan that the first product bearing the National brand name was the "National Lamp" introduced in 1927.
The case was originally made of Bakelite materials and later metal.

Back cover:  Note the letter "M" with an arrow, the original National trademark dating back to 1920.

National

Okada

Sanyo

Toshiba (Matsuda)

In the next English post we shall take a look at dynamos (generators).

Front Headlamp (Headlight) Part 8

次回、この記事の日本語版を投稿します。

In this Front Headlamp (Headlight) series, so far we have covered:

Part 1: Vintage Japanese bicycle headlamps
Part 2: Various mounting locations and hardware (brackets)
Part 3: Features typically found on headlamps before 1955
Part 4: Features typically found on headlamps after 1955
Part 5: Headlamps equipped with pilot lights, speedometer and odometer
Part 6: External/internal focus beam control
Part 7: Electrical cord weaving (chain stitch)

So  far we have focused on the most popular type, the dynamo (generator) powered headlamps. The dynamo itself will be covered later in this series. Based on the Japan's Bicycle Guide from 1951 ~ 1959, it lists six dynamo (generator) powered models in 1951, growing to 32 different models in 1959.  However, it is important to note that there were two other types of headlamps on the market in the 1950s, the oil lamp and battery powered headlamp.

Oil lamp
In the same catalog mentioned above, it lists two models in 1951, and from 1952 onward the same single model until 1958.  From 1959 onward oil lamps were no longer listed.

Battery powered headlamp.
The catalog only lists two ~ three different models throughout the 1950s. 


But that is solely based on export models, as there seems to have been a far wider range in the domestic market.

In the next installment in this series, we shall take a closer look at battery powered headlamps.

Front Headlamp (Headlight) Part ７

次回、この記事の日本語版を投稿します。

In this Front Headlamp (Headlight) series, so far we have covered:

Part 1: Vintage Japanese bicycle headlamps
Part 2: Various mounting locations and hardware (brackets)
Part 3: Features typically found on headlamps before 1955
Part 4: Features typically found on headlamps after 1955
Part 5: Headlamps equipped with pilot lights, speedometer and odometer
Part 6: External/internal focus beam control

In this post, Part 7, we will look at the electrical cord connecting the headlamp to the dynamo. 
Actually, there is nothing interesting about the cord itself.
What is interesting is the way the cord is weaved.

Pay attention to the cords in the photos below of unrestored bicycles from the 1950s.

　


Cords are typically in better shape despite the bicycle being weather-beaten.  Notice that in the above examples all the cords are weaved with a chain stitch.  The stitch serves two purposes.  The primary purpose is to shorten the cord without cutting it as that would be wasteful, and go against the concept of mottainai shugi.  The second is for decorative purpose.  

On utility or gent's models, the dynamo is commonly attached to the front fork, but sometimes it is found attached to the seat stay, as is commonly the case with carrier (cargo) cycles.  I prefer to attach it to the seat stay. 

Maybe it is going overboard, but I used the stitch on the dynamo.

The beauty of this stitch is that it not only saves material for possible future use, but is decorative as well.

Front Headlamp (Headlight) Part 6

次回、この記事の日本語版を投稿します。

In this Front Headlamp (Headlight) series, so far we have covered:

Part 1: Vintage Japanese bicycle headlamps
Part 2: Various mounting locations and hardware (brackets)
Part 3: Features typically found on headlamps before 1955
Part 4: Features typically found on headlamps after 1955
Part 5: Headlamps equipped with pilot lights, speedometer and odometer

In this post, Part 6, we will look at a simple feature that is often overlooked, the focus beam control.
The focus beam control allows the user to select the width of the beam, from wide beam (floodlight) to narrow beam (spotlight).　Two types, external, and, internal focus beam control.  Let's take a look.

External focus beam control
Up till around 1955, some models, typically the high powered 12V ~ 20V models were equipped with an external focus beam control which consisted of a dial on the back of the headlamp housing.  This dial allowed the rider to regulate the focus of the beam while riding. Pay attention to the dials on the back of the lamp housing in the following examples.



 

Internal focus beam control
Unlike the external focus beam control, the internal type did not allow the rider the luxury of adjusting the beam focus while riding, and had to be set before getting on the bicycle.  The beam focus was set by opening the cover and removing the socket with lightbulb intact.  The sides of the socket have stepped notches, and, the pins on the side of the lightbulb cap fit in these notches.  The top notches are for wide, floodlight beam, and, the lower notches are for narrow, spotlight beam.

Open cover

Socket with lightbulb intact

Pull out

Set beam focus using notched socket grooves

Lightbulb cap pins

Socket stepped notches
The higher the step, the wider the beam.

Front Headlamp (Headlight) Part 3

次回、この記事の日本語版を投稿します。

In Part 1 of this series Front Headlamp (Headlight) we began looking at vintage Japanese bicycle headlamps, and, examined the various mounting locations and hardware (brackets) in Part 2.  In this post, Part 3, we will look at the three features that, when all are present, typically signify the headlamp is mid-1950s or older.  

1. Lens Size
The diameter of the front glass, also refered to as the lens, is 3" 1/8th to 3" 1/4th inch (79.3mm to 82.5mm) in diameter.

2. Front Cover 
 ①Screw type
    The front cover opens by unscrewing it from the main body.



 ②The lightbulb is housed in a light socket inside the main body.

 ③The rim on the front cover is rounded and there is no lip.

3. Clamp Joint
The clamp joint at the base of the headlamp has two flanges.  



Headlamp manufactures include:  National (later Matsushita), Sanyo, Sankyo, Hatsune, Sun Light, Ogura, and Okada.
It is interesting to note that rear tail lamps were a standard feature. 
(1951 catalog) 

In the next post we shall look at the features that typically signal the headlamp may be mid-to-late 1950s.

Nichibei Fuji Pamphlet 1936【Second half】

次回、この記事の日本語版を投稿します。

In the previous post, Nichibei Fuji Pamphlet【First half】we began our look at a rare Fuji Bicycle (Nichibei Fuji) pamphlet dating back to 1936.
As mentioned in the first half, a big thank you goes out to the proprietor of Takahashi Bicycle Shop in Kariya, Aichi Prefecture, who kindly scanned the entire contents and allowed me to share them with vintage Japanese bicycle fans.
Let's take a look at the second half.

The following two pages are about a movie.  Take a close look at the photo (click to enlarge).
Note the celluloid chaincase and the Fuji trademark designed-in freewheel.



In the page below, the upper photo mentions that a bicycle lane was established in Middlesex, England.
To celebrate the event, the Transportation Minister rode down the lane on an old penny-farthing.
The lower photo shows a unique taxi, a covered rickshaw hitched to the back of a bicycle.

The article mentions that in a town in the US, a regulation citing that womens' shorts were to be no shorter than two inches above the knee was introduced.  


Ladies cycling club.

It is interesting to note how a good portion of this pamphlet promotes bicycles for women.
One year prior to this pamphlet, in 1935, Nichibei Fuji published a photo collection entitled "Women and Fuji Bicycles".
Below is the cover.

And one photo from the collection.

Back to the pamphlet.
Nichibei Fuji celebrating its 35th anniversary at the Imperial Hotel.

Complete list of Nichibei Fuji models and parts.

Five charcteristics of Nichibei Fuji bicycles
1. Every possible feature
2. Durable
3. Comfortable
4. Prestigious
5. Service and Support
Note the hammock saddle with through-the-loops leather tool kit.
Interesting, none of the models have fender ornaments.
Again, note the celluloid chaincase and the Fuji trademark designed-in chainwheel.

Nichibei Fuji patented 3Hs Hanger (a.k.a bottom bracket), Hubs, Head set（frame pipes).

Sweepstakes 
(Prizes awarded to Readers who send in the correct answer to cycling question.)

Nichibei Fuji, selected supplier to government offices and Osaka police department.

Advertisement for a Fuji Feather model bicycle.
This is a pre-war model.  I don't see any front brake.  Interestingly, even as far back as  1936 Nichibei Fuji was producing models equipped with cable brakes (rear). Nearly 10 years ago, I did a four part series on a post-war lady's high-end Fuji Feather.


Much obliged to Mr. Takahashi, the proprietor of Takahashi Bicycle Shop in Kariya, Aichi Prefecture, who kindly scanned the entire contents and allowed me to share them with vintage Japanese bicycle fans.