Here is a Formula 10 from the 1972 catalog. There's also a Formula 5 and a Formula 3 listed. They are all junior bikes and the numbers of course refer to the speeds. But there's no Formula 1, although I had an email from a lad who says he has one. So I was wondering if anyone had any info.
Submitted by JCCMCGREGOR on Fri, 01/27/2012 - 00:26.
Hello,CCM Formula 1 can be found on the last page of the 1972 catologue, 21" Rebel Red or the 23" in Racing Green or go all out and try a C.C.M TOUR DU CANADA "The ultimate racing machine, the C.C.M flagship" 21" 22" 23" 24".Guess what there is probably not to many of these around which may be a good thing depending on how you look at this sport. Regards Jamie quiz< CVBS2012JN24BTRD11AN>
Submitted by randyjawa on Sun, 03/11/2012 - 08:50.
I have owned three Formula 1 CCM bicycles but never took the time to ride one of them. Stupid me. Anyway, if I knew how to present pictures, I would share some of what I have.
Randy the best way to post photos in a comment is to upload them to one of the photo hosting sites such as Flickr, Photobucket, Picassa etc and then provide a link to the photo or copy and paste it directly into the comment box. Hope this helps. John
Submitted by cycle trash on Sun, 04/01/2012 - 10:10.
I sent one to its death last summer in a pile of others. I had way to many bikes at the time so a mass disposal as in order and no one around here wanted them.
I picked up this nice, like-new condition 1972 Formula 1 this past weekend. Originally I intended to stay away from 1970s ten-speeds, but have become more interested in road bikes after acquiring my 1930s Flyer, Doc Morton, and Alex Kay racers. I understand the derision in earlier posts in this thread, as the 1970s is known as a period of decline for CCM, sadly, but I picked up this bike for two reasons: its amazingly well-preserved condition, and the Reynolds 531 tubes in its frame (straight tubes, not butted). Except for a few new parts, I'd like to think this is the best-preserved Formula 1 in existence. The bar tape was originall white, and was replaced because it had become fragile. I think black looks better on this bike actually. The tires were also replaced. As for the rest of it I'll let the photos do the talking.
I'm hoping T-Mar reads this because I'd love to get some further comment on the Formula 1. Do I understand correctly that this bike was made for only one year, 1972? Was it second-highest in the pecking order, below the Tour du Canada? Do you have any insight into CCM's thinking behind this bike, the market position, and why it was discontinued? If it was made in only one year, at the beginning of the 10-speed boom, I imagine it must have been a failure in the market place? Anyone?
Yes, the Formula 1 was 1972 only. It was 3rd in CCM's lineup of four adult, lightweight, 10 speeds. It was replaced in 1973 by the Concorde and while I can't provide a definitive reason, I strongly suspect it was infringement upon the trademarked name used by the FIA for its automobile racing series. Still, this was only part of the reason, as CCM revamped most of their model line for 1973. Many 1973 bicycles were substantially the same as 1972 but most had new names and graphics. Most notably,1973 was the year that CCM introduced their new logo consisting of three boxes. My opinion has always been that CCM was hoping that an (inexpensive) cosmetic change would revitalize their image and sales for 1973
The Formula 1 had replaced the Grand Prix, which had been in existence since 1966. Grand Prix was the name for races within the Formula 1 race series, so the model name change maintained a degree of continuity while signifying a major change to the bicycle. That change was switching the main tubes from hi-tensile steel to the thinner, lighter and more resilient Reynolds 531, though in the lower plain gauge variety. Most of the other components were largely unchanged, though there was one other major change that went largely unnoticed, except by mechanics. In the European tradition, the 1972 line now used a small diameter bottom bracket shell with threaded cups.. CCM hadn't done this since the discontinuation of the Club Racers and Flyers in the 1950s. When they started building 10 speeds in the late 1960s, they had utilized the large diameter shells with press fit cups, which required a non-standard spindle having cotter flats and cone threads. Mechanics viewed the 1972 change as a positive sign and, in conjunction with the Reynolds 531, was viewed as evidence that CCM was trying to raise their game in the "10 speed" market.
Being 2nd from the bottom of the line. the Formula 1 was considered upper entry level and competed directly against models like the Peugeot U08 and Raleigh Grand Prix, which were arguably the two most successful bicycles in Canada in this market segment. The component specifications of the Formula 1 were typical for the era and level of the bicycle, so the presence of Reynolds 531 should have given it an advantage over the competition but most consumers preferred European brands.
The early 1970s bicycle boom had seen a shift in industry sales from primarily children's bicycles to teenagers and young adults (i.e. 13-29 age range). At the time, there was a huge counter-culture movement by people in this age group wherein traditional, well established, domestic companies like CCM were not popular. Companies like Peugeot were just as old but, being foreign, the consumer wasn't familiar with them and they offered an exotic appeal.
Also, Europe was the home of the racing bicycle. The North American racing scene had been a shadow of its former self since the Second World War and CCM's limited forays into racing models in the 1950s were unknown to the youth market which viewed Europeans as the acknowledged experts. They wanted to buy what they thought was the "real thing", as opposed to some Canadian manufactured copy. This was not unfounded. During this era CCM employed a relatively conservative frame design on their 10 speeds that gave a comfortable and stable ride. However, it also resulted in the bicycles being relatively unresponsive, to both pedal and steering input.
There were also quality control issues. Brazing voids, braze splatter, poor paint , insufficient lubrication and poor assembly were fairly common occurrences. To be fair, even the European factories weren't immune. The least affected were the Japanese and this was evident to the consumer. Sometimes they couldn't explain why but the Japanese models gave the impression of being better and this was reflected in constantly increasing market share.
Most of the 13-29 crowd had their own money and could buy what they wanted. They didn't want to spend a lot of money, however nor did they wan to be seen riding a bottom of the line model. Consequently, upper entry level (typically 2nd from the bottom of the line) became the hottest market segment. This should have made the Formula 1 a good seller but it wasn't. It was sunk primarily by anti-CCM sentiment, along with a conservative design and quality control issues.
The only CCM 10 speeds that sold in good quantity were the bottom of the line models, which was the Turismo in 1972. Most of these were purchased for teenagers, by their parents. Typically, the parents were suspicious about 10 speeds, which they viewed as being mechanically complex and the parents were old enough not be influenced by what they considered a fad. Consequently, parents tended to buy the least expensive model for their teenagers. However, they also remembered the war and were very patriotic, buying Canadian products. As a result, CCM's best selling 10 speed in 1972 was the bottom end Turismo and it outsold the Formula 1 by large margins.
The Formula 1's successor, the Concorde, fared no better, being eclipsed by the bottom of the line Targa. The only other good sales for CMM were children's bicycles and the upright handlebar, recreational bicycles, particularly those with 3 speed, internally geared hubs. The latter sold particularly well to the 30+ age group who often suffered from what I called DAS (Derailleur Anxiety Syndrome). All this only reinforced the notion that CCM's market was primarily inexpensive bicycles for children and the 30+ market.
So, while the Formula 1 was a poor seller and short lived, there was nothing specifically wrong with the model itself. Dismal sales were largely the result of CCM's poor corporate image with the 13-29 age group that constituted the majority of the target market for this model. The short life span was due (probably) to trademark infringement and CCM's attempt to stimulate sales though relatively inexpensive changes.
Thank you very much T-Mar. You are a wealth of knowlege!
Your explanation was so thorough I only have one question. Which model was between the Formula 1 and the Tour du Canada?
Brian, the model between the Tour du Canda and Formula 1 was called the Citation. It was also a one year model and was CCM's first boom era attempt at a mid-range model. The big selling point was the wheelset, which had aluminum rims and hubs with quick release skewers. It was a dismal seller in my region, so they were a pretty rare bicycle, even back in their day. I can only recall seeing a couple in recent decades. It's sucessor, the Mistral, sold slightly better.
Speaking of sales, I went back and dug out my shop sales records for 1972. The Turismo outsold the Formula 1 by a ratio of 10.2:1. Of course, this was only one shop but based on conservations I had with other dealers at time, it was probably typical, as they all reporterd the Turismo (and the later Targa) as being their best selling CCM 10 speed, by a large margin.
Regarding the build quality, after a closer look at the frame I've noticed the paint is speckley and thin, not evenly sprayed, like someone (a machine?) passed the spray gun over the frame too quickly. There is also some braze splatter on the frame as mentioned above.
The bike has a really strange mix of imported equipment. The chainset is Takagi (three arrows), the gear ensemble combines Huret parts with Shimano shift levers, spoke disc, and chainstay stop. The brakeset is Cherry brand, the pedals are Mikashima Works, and the hubs are Sanshin Matsumoto (Sunshine). Together with the poor welding and paint job, it must have been a sad state of affairs for the older workers at the Weston Plant at that time who remembered the days when CCM built quality bikes from parts made in their own factory.
Neither the component mix nor the workmnanship is a surprise, when you put it in context with what was happening in the North American bicycle industry at the time. 1971 was the start of the bicycle boom. I don't have Canadian figures but in the USA, ten speed sales went from 0.8 million units in 1970, to 3.7million in 1971 and then skyrocketed to 8.0 million in 1972. In other words, ten speed sales jumped tenfold in 2 years and 1972 sales of ten speeds alone were more than total bicycle sales in 1970.
Most manufacturers had under estimated the sudden increase in demand, resulting in a scramble for materials and parts. At the time, most ten speed components came from Europe There were no North American suppliers of derailleurs, double chainring cranksets, etc. With demand outstripping supply, many of the European component manufacturers gave preference to the European bicycle manufacturers with which they had an established, long term relationship. Relatively new (and lower volume) customers, like CCM, recceived small allocations and were forced to seek alternate sources. As a result, there were lots of factory substitutions in 1971and 1972. This opened the door for smaller, less well known component brands, mainly from Japan,
The catalogue version of the Formula1 appears to have completely European sourced components and this fits with the early Formula 1 that I recall. However, later production runs used increasing amounts of Japanese sourced components. Weinmann brakes gave way to Cherry, who would become CCM's prime source for the subsequent Targa and Concorde. I'm not sure your crankset is a Takagi as there were some other Japanese clones, but crankset sourcing also switched to Japan. The Shimano levers are a bit strange, given that both derailleurs are Huret. You would think that Huret would supply these in equal quantities but I have seen other Formula 1 with Shimano shift levers, so they are undoubtedly factory installed. While I've seen Shimano hubs on Formula 1, in addition to French Normady hubs, I've never seen Sunshine or a small flange hub. Still, given the era and the bicycle's condition, there's no reason to question it.
Similarly, the sudden increase in demand contributed to workmanship issues. With shops screaming for more bicycles, workers were undoubtedly being pushed hard, at frantic pace. New, inexperienced hires wouild also have been common place. To make orders on time, personnel probably looked the other way when defects were encopuntered, as long as they didn't affect function, reliabilty or safety. In such sistuations, things typically snowball. As stated previously, CCM wasn't alone in this. Many European brands suffered similar quality lapses and it cost them market share too. The nationality that came out the best after the boom was over was the Japanese and it was largely due to their Quality Control.
Yes, it had be 1972. That was the only model year that the Formual 1 was produced.
While it may have come with a kickstand, it may not have been factory supplied. During this time, kickstands were considered obligatory by most owners and they were the most commonly requested accessory. I'd estimate that somewhere between 80 and 90% of new bicycle buyers also requested a kickstand. I don't recall CCM supplying kickstands as factory standard items during this era, so it was probably dealer installed. Some dealerships included kickstands at no charge, as a buyer incentive. We bought our kickstands in crates of 200 and typically had 2 or 3 crates on hand, at any time. When you bought them in large quantities, the unit price was only about $0.95 per kickstand.
No luck?
Is Tom Marshall out there anywhere?
never heard of it!!!
Here is a Formula 10 from the 1972 catalog. There's also a Formula 5 and a Formula 3 listed. They are all junior bikes and the numbers of course refer to the speeds. But there's no Formula 1, although I had an email from a lad who says he has one. So I was wondering if anyone had any info.
Hello,CCM Formula 1 can be found on the last page of the 1972 catologue, 21" Rebel Red or the 23" in Racing Green or go all out and try a C.C.M TOUR DU CANADA "The ultimate racing machine, the C.C.M flagship" 21" 22" 23" 24".Guess what there is probably not to many of these around which may be a good thing depending on how you look at this sport. Regards Jamie quiz< CVBS2012JN24BTRD11AN>
Thanks jamie. I guess I didn't look far enough into the catalogue.
Those pics makes me howl! I mean, who puts a kickstand on a roadbike? :)
I was going to say the same about the kickstand. Looks a little out of place on a road bike.
I have owned three Formula 1 CCM bicycles but never took the time to ride one of them. Stupid me. Anyway, if I knew how to present pictures, I would share some of what I have.
Randy the best way to post photos in a comment is to upload them to one of the photo hosting sites such as Flickr, Photobucket, Picassa etc and then provide a link to the photo or copy and paste it directly into the comment box.
Hope this helps.
John
I sent one to its death last summer in a pile of others. I had way to many bikes at the time so a mass disposal as in order and no one around here wanted them.
I picked up this nice, like-new condition 1972 Formula 1 this past weekend. Originally I intended to stay away from 1970s ten-speeds, but have become more interested in road bikes after acquiring my 1930s Flyer, Doc Morton, and Alex Kay racers. I understand the derision in earlier posts in this thread, as the 1970s is known as a period of decline for CCM, sadly, but I picked up this bike for two reasons: its amazingly well-preserved condition, and the Reynolds 531 tubes in its frame (straight tubes, not butted). Except for a few new parts, I'd like to think this is the best-preserved Formula 1 in existence. The bar tape was originall white, and was replaced because it had become fragile. I think black looks better on this bike actually. The tires were also replaced. As for the rest of it I'll let the photos do the talking.
I'm hoping T-Mar reads this because I'd love to get some further comment on the Formula 1. Do I understand correctly that this bike was made for only one year, 1972? Was it second-highest in the pecking order, below the Tour du Canada? Do you have any insight into CCM's thinking behind this bike, the market position, and why it was discontinued? If it was made in only one year, at the beginning of the 10-speed boom, I imagine it must have been a failure in the market place? Anyone?
One more:
Yes, the Formula 1 was 1972 only. It was 3rd in CCM's lineup of four adult, lightweight, 10 speeds. It was replaced in 1973 by the Concorde and while I can't provide a definitive reason, I strongly suspect it was infringement upon the trademarked name used by the FIA for its automobile racing series. Still, this was only part of the reason, as CCM revamped most of their model line for 1973. Many 1973 bicycles were substantially the same as 1972 but most had new names and graphics. Most notably,1973 was the year that CCM introduced their new logo consisting of three boxes. My opinion has always been that CCM was hoping that an (inexpensive) cosmetic change would revitalize their image and sales for 1973
The Formula 1 had replaced the Grand Prix, which had been in existence since 1966. Grand Prix was the name for races within the Formula 1 race series, so the model name change maintained a degree of continuity while signifying a major change to the bicycle. That change was switching the main tubes from hi-tensile steel to the thinner, lighter and more resilient Reynolds 531, though in the lower plain gauge variety. Most of the other components were largely unchanged, though there was one other major change that went largely unnoticed, except by mechanics. In the European tradition, the 1972 line now used a small diameter bottom bracket shell with threaded cups.. CCM hadn't done this since the discontinuation of the Club Racers and Flyers in the 1950s. When they started building 10 speeds in the late 1960s, they had utilized the large diameter shells with press fit cups, which required a non-standard spindle having cotter flats and cone threads. Mechanics viewed the 1972 change as a positive sign and, in conjunction with the Reynolds 531, was viewed as evidence that CCM was trying to raise their game in the "10 speed" market.
Being 2nd from the bottom of the line. the Formula 1 was considered upper entry level and competed directly against models like the Peugeot U08 and Raleigh Grand Prix, which were arguably the two most successful bicycles in Canada in this market segment. The component specifications of the Formula 1 were typical for the era and level of the bicycle, so the presence of Reynolds 531 should have given it an advantage over the competition but most consumers preferred European brands.
The early 1970s bicycle boom had seen a shift in industry sales from primarily children's bicycles to teenagers and young adults (i.e. 13-29 age range). At the time, there was a huge counter-culture movement by people in this age group wherein traditional, well established, domestic companies like CCM were not popular. Companies like Peugeot were just as old but, being foreign, the consumer wasn't familiar with them and they offered an exotic appeal.
Also, Europe was the home of the racing bicycle. The North American racing scene had been a shadow of its former self since the Second World War and CCM's limited forays into racing models in the 1950s were unknown to the youth market which viewed Europeans as the acknowledged experts. They wanted to buy what they thought was the "real thing", as opposed to some Canadian manufactured copy. This was not unfounded. During this era CCM employed a relatively conservative frame design on their 10 speeds that gave a comfortable and stable ride. However, it also resulted in the bicycles being relatively unresponsive, to both pedal and steering input.
There were also quality control issues. Brazing voids, braze splatter, poor paint , insufficient lubrication and poor assembly were fairly common occurrences. To be fair, even the European factories weren't immune. The least affected were the Japanese and this was evident to the consumer. Sometimes they couldn't explain why but the Japanese models gave the impression of being better and this was reflected in constantly increasing market share.
Most of the 13-29 crowd had their own money and could buy what they wanted. They didn't want to spend a lot of money, however nor did they wan to be seen riding a bottom of the line model. Consequently, upper entry level (typically 2nd from the bottom of the line) became the hottest market segment. This should have made the Formula 1 a good seller but it wasn't. It was sunk primarily by anti-CCM sentiment, along with a conservative design and quality control issues.
The only CCM 10 speeds that sold in good quantity were the bottom of the line models, which was the Turismo in 1972. Most of these were purchased for teenagers, by their parents. Typically, the parents were suspicious about 10 speeds, which they viewed as being mechanically complex and the parents were old enough not be influenced by what they considered a fad. Consequently, parents tended to buy the least expensive model for their teenagers. However, they also remembered the war and were very patriotic, buying Canadian products. As a result, CCM's best selling 10 speed in 1972 was the bottom end Turismo and it outsold the Formula 1 by large margins.
The Formula 1's successor, the Concorde, fared no better, being eclipsed by the bottom of the line Targa. The only other good sales for CMM were children's bicycles and the upright handlebar, recreational bicycles, particularly those with 3 speed, internally geared hubs. The latter sold particularly well to the 30+ age group who often suffered from what I called DAS (Derailleur Anxiety Syndrome). All this only reinforced the notion that CCM's market was primarily inexpensive bicycles for children and the 30+ market.
So, while the Formula 1 was a poor seller and short lived, there was nothing specifically wrong with the model itself. Dismal sales were largely the result of CCM's poor corporate image with the 13-29 age group that constituted the majority of the target market for this model. The short life span was due (probably) to trademark infringement and CCM's attempt to stimulate sales though relatively inexpensive changes.
Thank you very much T-Mar. You are a wealth of knowlege!
Your explanation was so thorough I only have one question. Which model was between the Formula 1 and the Tour du Canada?
Brian, the model between the Tour du Canda and Formula 1 was called the Citation. It was also a one year model and was CCM's first boom era attempt at a mid-range model. The big selling point was the wheelset, which had aluminum rims and hubs with quick release skewers. It was a dismal seller in my region, so they were a pretty rare bicycle, even back in their day. I can only recall seeing a couple in recent decades. It's sucessor, the Mistral, sold slightly better.
Speaking of sales, I went back and dug out my shop sales records for 1972. The Turismo outsold the Formula 1 by a ratio of 10.2:1. Of course, this was only one shop but based on conservations I had with other dealers at time, it was probably typical, as they all reporterd the Turismo (and the later Targa) as being their best selling CCM 10 speed, by a large margin.
Regarding the build quality, after a closer look at the frame I've noticed the paint is speckley and thin, not evenly sprayed, like someone (a machine?) passed the spray gun over the frame too quickly. There is also some braze splatter on the frame as mentioned above.
The bike has a really strange mix of imported equipment. The chainset is Takagi (three arrows), the gear ensemble combines Huret parts with Shimano shift levers, spoke disc, and chainstay stop. The brakeset is Cherry brand, the pedals are Mikashima Works, and the hubs are Sanshin Matsumoto (Sunshine). Together with the poor welding and paint job, it must have been a sad state of affairs for the older workers at the Weston Plant at that time who remembered the days when CCM built quality bikes from parts made in their own factory.
Neither the component mix nor the workmnanship is a surprise, when you put it in context with what was happening in the North American bicycle industry at the time. 1971 was the start of the bicycle boom. I don't have Canadian figures but in the USA, ten speed sales went from 0.8 million units in 1970, to 3.7million in 1971 and then skyrocketed to 8.0 million in 1972. In other words, ten speed sales jumped tenfold in 2 years and 1972 sales of ten speeds alone were more than total bicycle sales in 1970.
Most manufacturers had under estimated the sudden increase in demand, resulting in a scramble for materials and parts. At the time, most ten speed components came from Europe There were no North American suppliers of derailleurs, double chainring cranksets, etc. With demand outstripping supply, many of the European component manufacturers gave preference to the European bicycle manufacturers with which they had an established, long term relationship. Relatively new (and lower volume) customers, like CCM, recceived small allocations and were forced to seek alternate sources. As a result, there were lots of factory substitutions in 1971and 1972. This opened the door for smaller, less well known component brands, mainly from Japan,
The catalogue version of the Formula1 appears to have completely European sourced components and this fits with the early Formula 1 that I recall. However, later production runs used increasing amounts of Japanese sourced components. Weinmann brakes gave way to Cherry, who would become CCM's prime source for the subsequent Targa and Concorde. I'm not sure your crankset is a Takagi as there were some other Japanese clones, but crankset sourcing also switched to Japan. The Shimano levers are a bit strange, given that both derailleurs are Huret. You would think that Huret would supply these in equal quantities but I have seen other Formula 1 with Shimano shift levers, so they are undoubtedly factory installed. While I've seen Shimano hubs on Formula 1, in addition to French Normady hubs, I've never seen Sunshine or a small flange hub. Still, given the era and the bicycle's condition, there's no reason to question it.
Similarly, the sudden increase in demand contributed to workmanship issues. With shops screaming for more bicycles, workers were undoubtedly being pushed hard, at frantic pace. New, inexperienced hires wouild also have been common place. To make orders on time, personnel probably looked the other way when defects were encopuntered, as long as they didn't affect function, reliabilty or safety. In such sistuations, things typically snowball. As stated previously, CCM wasn't alone in this. Many European brands suffered similar quality lapses and it cost them market share too. The nationality that came out the best after the boom was over was the Japanese and it was largely due to their Quality Control.
Im just starting to clean up my ccm from 1968
Thought it was 1968, but found my bill of sale. Dated 1972. And it did come with a kickstand.
Yes, it had be 1972. That was the only model year that the Formual 1 was produced.
While it may have come with a kickstand, it may not have been factory supplied. During this time, kickstands were considered obligatory by most owners and they were the most commonly requested accessory. I'd estimate that somewhere between 80 and 90% of new bicycle buyers also requested a kickstand. I don't recall CCM supplying kickstands as factory standard items during this era, so it was probably dealer installed. Some dealerships included kickstands at no charge, as a buyer incentive. We bought our kickstands in crates of 200 and typically had 2 or 3 crates on hand, at any time. When you bought them in large quantities, the unit price was only about $0.95 per kickstand.