1974 MOTOBECANE GRAND JUBILEE R/T

             

The Review in 1974!

MOTOBECANE GRAND JUBILE R/T !  

By Richard Jow • Bicycling! 

• May ’74 • Pages 26–27 

 

(the above pictures are of my 1974 Motobecane Grand Jubilee
- 50 plus years later! Indeed it was/is a great touring bicycle)

The Article:

ROAD TEST: MOTOBECANE GRAND JUBILEE    

Finish         Rating

Paint. 2 

Chrome. 1 

Lug work. 1 

Dropout & fork tip joining. 1 

Detailing. 1 

Overall finish & workmanship. 1 

Handling.   Rating 

Steering. 2 

Cornering. 1 

Undesirable frame whip. 2 

Ride. 1 

Overall handling. 1 

 Rating scale: 1 = excellent; 2 = very good; 3 = good; 4 = acceptable; 5 = not acceptable. 

The Grand Jubilee is the newest addition to the Motobecane line in the United States. So new, in fact, that unless you have their 1974 catalog, it isn’t listed. I understand from the importer, Lawee, Inc., that a similar model has been in production and has been sold in France for some time now, so it’s not coming to the United States unproven. The Grand Jubilee was introduced last year with the advent of the Huret Jubilee derailleur setup, from which the name was derived. Motobecane built this model as a high-quality touring machine, and I tested it with this in mind. Most of the time I carried baggage of one sort or another—large handlebar bag and/or a large saddlebag, with weight varying between 12–27 pounds. I could easily have carried 40–50 pounds with the addition of panniers, but I think the weights used gave me a fair indication of this bike’s characteristics. This is not a very fast machine as a competition machine is fast. It’s more inclined to a leisurely riding pace. This can be attributed to several things, the seat tube angle being paramount. The 70-degree frame angles place the bottom bracket much farther ahead of the seat position than is normal, so the riding position is a more comfortable one for longer rides. The seat tube stresses more in flexure and makes for more judicious use of the leg muscles. A 17½-inch chainstay and 2½-inch fork rake give this bike a 39½-inch wheelbase, relatively short for a touring bike. One might tend to think the 17½-inch chainstay would introduce a fair amount of flexure vertically in the rear triangle, especially when loaded down, but I didn’t find this to be true. The latter 70-degree angle also positions the top of the seat tube farther back in relation to the rear wheel. This, in turn, results in a more vertical seat stay, making the rear triangle more stiff in a vertical loading position. Lateral whip is not excessive, but it can be felt when there’s excess weight being carried. Cornering can be quite fast with this bike. The tighter cornering here is possible because of the shorter wheelbase. One thing unique to this touring frame is that it’s built with the close clearances usually associated with racing machines. As a result, the 610 model Weinmanns used provided a quicker reaction in braking response and a stiffer connection between brake and frame. However, with the narrower gap between the tire and bridge and fork crown, the installation of mudguards will be tight. The Nervex lugs are of the cutout variety, not being used too extensively today. Most manufacturers are using the more simple spearpoint type, which are said to dissipate the stresses built up in the joints more evenly and efficiently. This makes sense on competition frames, but for others I still prefer the cutout lugs. If nothing else, they look nice and lend class to the frame. Motobecane never disappoints me in their choice of hang-on equipment, and this model is no exception. Each component does what it’s supposed to without skyrocketing the bike’s cost out of sight. All of the components are lightweight alloy, except for the Ideale 80 leather saddle. The saddle in 1974 has been changed to Unica suede-type saddle. This bike is the first one equipped with the Huret Jubilee as stock equipment that I’ve been able to spend a bit of time with. I had my doubts about this unit, the lightest derailleur—6 ounces, total, for the rear and front units—on the market today. My doubts are gone, for touring this model is excellent. It’s outstanding in workmanship and finish. It didn’t give any trouble on the 14–28 Atom freewheel and shifted more positively than other Huret derailleurs I’ve used. I don’t think anything need be said about the Stronglight “49” crankset, other than that the 40/52 chainrings give good ratios for a touring machine. One part of the drive train was noticeably absent: toe clips and straps didn’t come as stock equipment. I’ve said this many times before, but until a rider actually tries clips and straps and gets used to them, he won’t know what efficiency is. I did notice that this model on the sales floor of Wheels Unlimited in San Rafael, California (whose owner was kind enough to provide me with this test bike) was equipped with clips and straps, courtesy of the dealer. My overall impression of this new model from Motobecane after three weeks and about 400 miles was a good one. It didn’t turn out to be one of those bikes I rode because I had a test to do, as sometimes happens. At $250, the Grand Jubilee’s cost is higher than average for a touring machine, but I feel that it’s well worth it. The bicycle does what its designer intended and is executed with fine workmanship, to boot. Photograph Captions “Detailing and lug work are some of the finest that I’ve seen on a bike of this class.” “The Huret Jubilee rear derailleur weighs only 6 oz.” Motobecane Grand Jubilee Specifications FRAME: Straight gauge Reynolds 531 main tubes, cut-away Nervex lugs, Campagnolo rear dropouts, stamped fork tips, chromed fork crown, semi-wrapover seat stays. Dimensions: Top tube: 21½ in. (55.2 cm); seat tube: 23 in. (58.4 cm); chainstay: 17¼ in. (43.8 cm); fork rake: 2½ in. (64 mm); bottom bracket height: 10½ in. (26.7 cm); wheelbase: 39¾ in. (101 cm); head tube angle: 70 degrees; seat tube angle: 70 degrees; weight: 25 lb. CHAINSET: Stronglight “49” with 40/52 chainrings and 170 mm-length cranks. DERAILLEURS: Front: Huret Jubilee (alloy). Rear: Huret Jubilee (alloy). Both with down-tube controls. WHEELS: Hub: Normandy “Sport” with quick-release. Rim: Weinmann alloy clinchers. Tires: Michelin “Fifty” high-pressure. Spokes: straight gauge, untreated. BRAKES: Weinmann Vainqueur 999 model 610 center pulls with hooded levers incorporating quick-release. PEDALS: Atom rat traps with steel cage and alloy barrel and reflectors. FREEWHEEL: Atom 14–28 tooth with Huret plastic spoke protector. SADDLE: Ideale leather “80” with alloy seat post. BAR & STEM: Pivo alloy. COST: $250.00. Original publication: Bicycling!, May 1974, pages 26–27.