My introduction to cycling was during the late ages of European steel. I was awarded this introduction during appeasable times as both wrench and cyclist for Domenic Malvestuto and Domenic’s Cycling Imports. It was under his tutelage that I learned of the heritage of “old steel.” Like fine art in some cases, I absorbed its meaning over time. In that time however, Bridgestone Bicycles, and the now-somewhat elusive RB-1 was a domesticated high-performing workhorse. It was in the late 90’s that I recognized the peculiar cult dedication the RB-1 had. It was a peculiar tire manufacturer’s name on euro influenced steel tubes. I always wondered about this allure. Due to its not-Italian’ness, I’m pretty sure Domenic would have scoffed then laughed. For Bridgestone’s Bicycle Division, they wanted a part of the market. The produced a better mass produced racing frame. It’s tubes and geometry were on par with many euro builds of the time. In that era, it was Grant Petersen who had the knowledge of european steel and japanese efficiency.
Grant Petersen – as Sheldon Brown defines him – was a man cut of his own jib. He worked within the corporate experience while having angst for lack of control for what he was in charge of. The trickle down of that created what might be defined as the Hors Categorie of Blue Collar design & mass manufacturing. Fundamentally, the Bridgestone RB-1 is nothing more than old world Italian cycling ideals piped into efficient AF, Japanese production. Petersen eschewed the bloated multiform technology of the day (sound ever-familiar?) in order to stick to the business end of what he thought a great bicycle should be. The RB-1 is the ultimate result of that agenda coupled with Bridgestone’s industrial might. But Petersen’s independence and ability wasn’t appreciated by the pecking order over time. It was Bridgestone’s desire to monetize while, it seems, Petersen’s desires were to maximize his ideals of cycling. Petersen’s ideals, over time, were not amenable to this, and so they parted ways and with that, Bridgestone RB-1 production died. Today, Grant Petersen is the MC of Rivendell Bicycle Works while Bridgestone Bicycles, after repetitive folly in the bike biz, is no longer at all. Check out the late Sheldon Brown’s insights for greater detail.
As the world’s economy has evolved, and manufacture of whatnot and bicycle has followed the dollar to better (insanely better) performance, there is still a heavy nostalgia for the Japanese craftsmanship of cycling’s late ferrous age. It is whispered about in the dimly lit hovels by waning aficionados of steel, and the occasional craigslist ads. The RB-1 was, and still is, a good bike.
The Ishiwata Quattro butted tubes formed, welded and brazed by Japanese craftsmen rivaled anything coming out of Europe. And the cost undercut. This is the allure. The convergence of a lost moment in which a tenacious and tenured Japanese focus met an incorrigible cycling passion, the world over. Maybe it can be surmised that the RB-1 and Bridgestone’s dabble in the cycling market was a zenith of steel bicycles.
I acquired via eBay an identical vintage RB-1 a couple months ago after one of my bikes was stolen. Unfortunately, the original fork has been replaced by a carbon Reynolds. But riding it since it has come into my possession has been pure joy – 22 yr old 8-speed STI shifts like a dream and the bike rides amazingly well.
About freaked me out…crolling through the pictures, both bikes have the identical Louisville Cyclery sticker still on them – what are the odds? I had to scroll back through to realize they were different sizes.
And yes, I am firmly a part of the Cult of RB-1.
Last May I finally found my dream RB-1 on ebay – a 54.5cm ’93 (yellow, 8-speed, Shimano 600 drive train) model. Bridgestone cultists know that the company made that size for just 3 years (1992-1994). Prior to that, sizes jumped from 53cm to 56cm. I bought a ’90 RB-1 in 2001 in 56cm. However, I didn’t ride it much because the top tube was too long. Finally, this ’93 became available, so I sold the ’90 and paid $680 for the ’93.
The bike has exceeded my expectations in ride quality (smooth and solid) and just plain gratification and pride in ownership.
My 1986 white/black RB-1 is still my favorite ride despite a decent TI bike and our steel tanden. I’m thinking of S&S couplers to get even more use out of the bike. Third set of wheels and Suntour GPX group has been replace with various Shimano components over the years…but the GPX side-pull brakes are still doing fine. About $600 back in the day (which I could not afford)! Great bike.
I bought my 54.5 CM 1993 RB-1 in October of that year. As a proud and happy owner of a ’92 MB-2, I had been wondering what all this road bike hubbub was about, not having paid much attention to the fact that some serious roadies (I respectfully call them “lab rats”) had completely blown my doors off when I was out on the road. Not that I minded. I still love being passed at lightning speed by the incredibly fit.
I didn’t then– and don’t now- believe that a mountain bike doesn’t belong on the road, and why not? If you look at it these days, roadies have (again) taken to the trails in the form of cyclocross and gravel riding without ridicule. They’ve even gone back to center-pull brakes! Gads! They were such a pain… After all, didn’t Grant Peterson preach using any bike any way you wanted? Therefore he spec’d fender eyelets and rack braze-ons to his RB’s, reminding us that “they don’t slow you down in the slightest” and that the owner could use them or ignore them. He also spec’d the outstanding Tom Ritchey flat-crowned fork, which was both bullet-proof and wide enough for cyclocross. That wasn’t cool enough for the times, and he was ridiculed for making a serious road bike that was also versatile.
After having read the ’92 and’93 Bridgestone catalogs cover-to-cover, I willingly became a Grant Peterson “retro-grouch”. Even so, I did some open-minded comparison shopping and still decided it was clear that I needed to make room for the RB-1 that I had test-ridden. Even though I was laid off at the time and had very limited funds, I went further into debt so that I could secure the last RB-1 at the shop named “Cycle Logic” in Littleton, Colorado.
I bought it unchanged from the catalog configuration for $1300 because it was the end of the model year. List was $1500. I was certain that one day when I would have to sell it, that some other Peterson disciple would be on the lookout for one, and it would go to a good home. As it turns out, that’s what happened. After 19 years, my body changed enough to where my pride and joy RB-1 no longer fit, and I put it up for sale. It wasn’t quite like putting your favorite pet to sleep, but it was close.
In the meanwhile during my ownership of it, I received many on-the-road compliments on it; many in the bike-riding community knew what it was. I kept it up well and replaced worn or outdated parts, bagging them up and storing them for “sale-day”. As a result, the new owner was pleased as punch, feeling he’d hit the jackpot. That’s all I wanted. I wasn’t going to hang it in my garage as a museum piece. You may have heard it said: “it’s a tool, not a jewel!” Well, my RB-1 was both.
Just noticed a 1992 RB-1 very similar to the one pictured here in a craigslist ad in Philadelphia PA. Not an expert in these bikes, always liked them though. Is $1200 high for one? Seems a little pricey for an older bike, but images look pretty good.
I think that’s too much, however it is an antique or vintage.
No harm in making a reasonable offer, thanks for the info!
Mine went for $800 three years ago. I felt is was fair even though EVERY ORIGINAL PART, including the headset, that I could salvage along the way was “bagged and tagged” for the next owner. And I dare say, without intent to insult, mine was in better cosmetic condition than the one pictured. Just sayin’.
Also,I had installed a Chris King headset, which improved handling EVEN BETTER than any loose-ball headset (100% better), and left it installed for sale because it was the best thing for the ride. I’m not a high-falootin’ antiques dealer, and the bike has A BUNCH of riding life left in it. I knew it would please the next owner every bit as much as it pleased me- and this guy ACTUALLY KNEW what he was looking at. In any case, he and I felt $800 in 2014 was what the market would bear.
Sounds about right. +1 for the King upgrade.
Ken thanks so much for the information, I inquired about the bike, the seller knows the asking price is high but seems to be more interested in trading for a touring bike, more so than selling the RB1. Per the seller all stock parts. I will try to get by and check it out soon. Sounds like he will be ready to negotiate on price if the trade does not work out. The information your provided is very helpful, thanks again!
You are most welcome, Jimmy. Though I am fresh out of Bridgestones (my MB-2 went to my step-son), I still feel a kinship to those who are still “in it”. Cheers!