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Purchased on eBay from second owner in October 2008 as a frameset and, separately, all the original parts except wheelset for $1572. Back on the road 15 November. This frame appealed because of its remarkable original condition, great 1970s colour and unusual decal scheme. This is a transitional style and unique to the 1974 Supers without the "wreath" and worlds bands on the seat tube and "Colnago" instead vertically in the same large type as on the downtube with the Colnago club above and without the worlds "flash" stripes added c. 1975. The headtube decal is on crooked! The Restoration Said to have approximately 3,000 miles on it and meticulously maintained by its original owner, the frame and original components were in superb condition so that the "restoration" comprised reassembly and overhaul only. The original wheelset of Campagnolo high-flange Record hubs with no name clincher rims was replaced by a wheelset built with Campagnolo low-flange hubs, Nisi sprint rims and NOS Regina Corsa freewheel and chain. A NOS 3ttt Superleggere saddle was fitted as were new cables and housing. Frame Material: Columbus SL double-butted frame and forks Finish (original): pearlescent "Sammontana" mustard yellow, chrome-plated fork crown. Size: seat tube 63 cm (c to t) (25”), 61 cm (c to c) top tube 58 cm (c to c) Chainstay length: 42 cm (c to c) Bottom bracket height: 11 inches Wheelbase: 101 cm (40) inches (c to c) Angles: 75.5º head 73.5º seat Fork offset: 1½ inches Rear spacing: 126 mm Lugs: Colnago pattern with club cut-out on lower head lug Fork Crown: Investment Cast with chromed cap Dropouts: Campagnolo forged, long Braze-ons: Campagnolo cable guides top of bb shell and chain stay cable stop, dual lever bosses and downtube bottle bosses Frame/fork features: Colnago club cut-outs on lower head lug, fork tangs, fork crown caps and bottom bracket shell. Fluted seat stay caps Serial nos: none Components Rear derailleur: Campagnolo Nuovo Record 1020/a pat. 78 Front deralleur: Campagnolo Nuovo Record 1052/1 Gear levers: Campagnolo 1014 (cut-out) with Campagnolo clamp Chainset: Campagnolo Record Strada 1049, 42t x 52t, 175 mm cranks, no date code Bottom bracket: Campagnolo Nuovo Record 1046 Italian thread Headset: Campagnolo Record 1039 Italian thread Stem: Cinelli 1A, 110 mm, recessed allen bolt fixing Handlebars: Cinelli Criterium No. 65, 39 cm, Velox black cotton tape and no name plugs Brakes: Campagnolo Nuovo Record 2040 side-pull, nutted bolt fitting Brake levers: Campagnolo Record Brake cable clips: Campagnolo chrome-plated Seatpost: Campagnolo Record, 27.2 mm Seat binder bolt: Campagnolo Saddle: 3ttt Superlegere with alloy undercarriage Pedals: Campagnolo Record Strada 1037 with toe-strap loops Toeclips and straps: REG Special chromed steel clips, no name black leather toe straps Rims: Nisi polished alloy 36-hole sprints Hubs: Campagnolo Record 36-hole low-flange with Campagnolo straight-lever quick release skewers Spokes: 3x 15 straight-gauge stainless steel Freewheel: Regina Corsa, 12-13-14-15-16-17t, six-speed Chain: Regina Tyres: Tufo Jet-Pro sew-ups 700x19 Accessories: Colnago bidon and REG bottle cage Weight: frame/fork with headset: 6.6 lbs. complete machine: 22.2 lbs.

Purchased on eBay from second owner in October 2008 as a frameset and, separately, all the original parts except wheelset for $1572. Back on the road 15 November. This frame appealed because of its remarkable original condition, great 1970s colour and unusual decal scheme. This is a transitional style and unique to the 1974 Supers without the "wreath" and worlds bands on the seat tube and "Colnago" instead vertically in the same large type as on the downtube with the Colnago club above and without the worlds "flash" stripes added c. 1975. The headtube decal is on crooked! The Restoration Said to have approximately 3,000 miles on it and meticulously maintained by its original owner, the frame and original components were in superb condition so that the "restoration" comprised reassembly and overhaul only. The original wheelset of Campagnolo high-flange Record hubs with no name clincher rims was replaced by a wheelset built with Campagnolo low-flange hubs, Nisi sprint rims and NOS Regina Corsa freewheel and chain. A NOS 3ttt Superleggere saddle was fitted as were new cables and housing. Frame Material: Columbus SL double-butted frame and forks Finish (original): pearlescent "Sammontana" mustard yellow, chrome-plated fork crown. Size: seat tube 63 cm (c to t) (25”), 61 cm (c to c) top tube 58 cm (c to c) Chainstay length: 42 cm (c to c) Bottom bracket height: 11 inches Wheelbase: 101 cm (40) inches (c to c) Angles: 75.5º head 73.5º seat Fork offset: 1½ inches Rear spacing: 126 mm Lugs: Colnago pattern with club cut-out on lower head lug Fork Crown: Investment Cast with chromed cap Dropouts: Campagnolo forged, long Braze-ons: Campagnolo cable guides top of bb shell and chain stay cable stop, dual lever bosses and downtube bottle bosses Frame/fork features: Colnago club cut-outs on lower head lug, fork tangs, fork crown caps and bottom bracket shell. Fluted seat stay caps Serial nos: none Components Rear derailleur: Campagnolo Nuovo Record 1020/a pat. 78 Front deralleur: Campagnolo Nuovo Record 1052/1 Gear levers: Campagnolo 1014 (cut-out) with Campagnolo clamp Chainset: Campagnolo Record Strada 1049, 42t x 52t, 175 mm cranks, no date code Bottom bracket: Campagnolo Nuovo Record 1046 Italian thread Headset: Campagnolo Record 1039 Italian thread Stem: Cinelli 1A, 110 mm, recessed allen bolt fixing Handlebars: Cinelli Criterium No. 65, 39 cm, Velox black cotton tape and no name plugs Brakes: Campagnolo Nuovo Record 2040 side-pull, nutted bolt fitting Brake levers: Campagnolo Record Brake cable clips: Campagnolo chrome-plated Seatpost: Campagnolo Record, 27.2 mm Seat binder bolt: Campagnolo Saddle: 3ttt Superlegere with alloy undercarriage Pedals: Campagnolo Record Strada 1037 with toe-strap loops Toeclips and straps: REG Special chromed steel clips, no name black leather toe straps Rims: Nisi polished alloy 36-hole sprints Hubs: Campagnolo Record 36-hole low-flange with Campagnolo straight-lever quick release skewers Spokes: 3x 15 straight-gauge stainless steel Freewheel: Regina Corsa, 12-13-14-15-16-17t, six-speed Chain: Regina Tyres: Tufo Jet-Pro sew-ups 700x19 Accessories: Colnago bidon and REG bottle cage Weight: frame/fork with headset: 6.6 lbs. complete machine: 22.2 lbs.

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

1948 Raleigh Record Ace model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme A late 1948-built frame for the 1949 model year. Fitted with the Dunlop L.A. (light alloy) HP wire on rims introduced in 1949, the second version of the RRA chainset with stronger, beefier cranks and the new Brooks B37 saddle with alloy cantle plate Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.8 lbs. complete machine less bag support Components Wheels: 27 x 1¼” Dunlop LA (light alloy) 32/40-hole rims. Airlite Continental high-flange alloy front hub with Tecalemit lubricator and Raleigh pattern wingnuts Chainset: RRA 2nd generation special pattern detachable chromed steel 48t chain ring with 6 ¾” fluted section Nickel Chrome Steel cranks Pedals: RRA special pattern steel and alloy quill road racing with nickel chromed steel spindles. GB “Professional” stainless toe-clips and Popular straps Bottom bracket: special RRA hollow nickel steel spindle Gears: Sturmey-Archer AM medium-ratio three-speed hub gear, alloy shell, date code 4.52 Freewheel: Sturmey-Archer 18-tooth Gear lever: Sturmey-Archer GC2 alloy face three/four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, silver gray brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 17" c-c Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks B37 Lightweight Champion. Alloy cantle plate and stainless steel undercarriage. 1 lbs 3 ozs. Seat pin: Reynolds domed top alloy 10” Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy sprint rims rims and muguards weighs 24.6 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 24.6 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy xprint alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag

model no. 26 serial no.599283P Purchased from Paul Raley in March 2004 who beautifully restored this himself, winning the Best of British Award at the 2002 Cirque du Cyclisme The Post-War Raleigh Record Ace (RRA) 1948-1954 "A product embodying the combined experience and advice of Club and Track Men, in collaboration with the ‘quality conscious’ Technicians of the Raleigh Organisation, whose unequaled skill and craftmanship have produced a mount incorporating all the needs of the most critical Rider. It will be obvious from an examination of the specification that the requirements of every keen Clubman have been appreciated and embodied. Apart from the frame, the angles of which are the result of exhaustive research and experiment, each machine is made to individual taste in respect of the components and finish. Although the price is high, it should be realized that no expense has been spared in fitting all the very latest components made from the expensive light alloys available today. We are satisfied that in the R.R.A. we are offering a Speedman’s mount which is without equal in the industry." 1948 Raleigh catalogue Announced in March 1946 the new Record Ace was the flagship of Raleigh’s initial post-war range. Production delays, material shortages and greater demand for traditional roadsters delayed the introduction of model 26 to November 1947 when it was announced in “Cycling” magazine . As it was, the first models weren’t released until the following spring. The post-war RRA frame was derived from the 1939 Charles Holland Continental model of the original RRA. Like it, the frame sizes were in halves but with a much wider choice: 20 ½, 21 ½, 22 ½, and 23 ½, a 22 ½" top tube, the same frame angles of 73 head and 71 seat and the same pattern lugs and seat stay caps but with more slender profile profile seat stays. This was the first all Reynolds 531 frame offered by Raleigh with butted tubing used for the main triangle, stays and forks. Whereas the frame was standard, the Reynolds 531 fork (including steerer tube) could be ordered in a “D” to round section profile or the stock all round to round section. Stock silver soldered braze ons- mudguard fittings, chain rest and down tube pump pegs—could be augmented by any combination of options—brake cable clips (neat under down tube design), quick release bag support studs, rear lamp clip, chainguard clip and pulley boss for Sturmey-Archer gear control wire. Tecalemit lubricators for bottom bracket races and bottom headrace were fitted. A distinguishing feature of the post-war RRA frame was its gorgeous and elaborate finish with a special intricate transfer design (the far simpler pre-war style could also be specified and standard for factory repaints/repairs) and chromed rear triangle and front fork ends. Paint was to customer specifications including Raleigh Green or black enamels, polychromatics or pastel finishes with optional paneling or lug lining. In drab post-war Britain, the RRA was a welcome and desired piece of flash in the cycling circuit and still regarded as one of the most stylish and handsomely finished British lightweight cycles of alltime. Unique to the RRA were the specially designed and made stem, pedals, crankset, alloy mudguard fitments and rear bag support. The stem, made of Reynolds 531 and available in three different length extensions (1”, 2½ ” and 3½”), was of the headclip fixing pattern and featured decorative lugs replicating those on the frame. The racing rattrap pedals, lovely with their little Heron’s heads on the cages, were of steel and alloy construction with nickel-chromed steel spindles and Tecalemit lubricating nipples to the oversized races. There was also a touring model of alloy construction with rubber inserts. Very similar to the new Williams C1200, the RRA crankset was probably manufactured by Williams having a sequential patent number on the arms which were fluted nickel chrome plated and the right-hand crank with two arms solid forged. This was the lightest steel crankset of its day but somewhat fragile and broken crankarms were not uncommon and replaced by otherwise identical Williams ones. The distinctive RRA chainrings with their Heron heads came in 44t, 46t, 48t or 50t whilst the bottom bracket featured a hollow nickel steel spindle. The mudguards were Bluemel “Noweight” with alloy stays and special alloy wingnuts unique to the RRA. Finally, a specially designed quick-release rear bag support was fitted which clipped to brazed on pips on the rear stays. All of these are quite rare and coveted today as many RRA frames extent have been stripped of their special parts or were purchased originally as framesets only. The post-war RRA was the first Raleigh to feature a truly customer-specified component fit from a choice of the finest British made fitments of the day. It could be built-up as a single speed or hub-geared time trialling, mass start racer, club or touring machine. Wheelsets: the RRA was the first machine specially-made to accommodate Dunlop’s new alloy HP (high pressure) 27” x 1 ¼” rims and special wire-on 90psi racing tyres which weighed just 18 oz. a pair or, alternately, the 26” x 1 ¼” alternatives (17 oz.) or their stainless steel or chromed steel versions or 26" x 1 ⅜" steel Endricks. At extra cost one could also have Conloy Asp 26” x 1 ¼" or 27” x 1 ¼" alloy wire-on rims or 27” (700) sprints. A Sturmey-Archer AM medium-ratio three-speed hub was fitted as standard but could be substituted for any SA hub gear or fixed/free rear hub. Front and rear hub options included Airlite, Harden, Coventry, Ultralite, Solite or Airlite Continentals. Quick release hubs, front and rear, were standard with special RRA pattern alloy wingnuts or, with S/A rear hub gears, S/A steel wingnuts and quick release indicator fitments. Stem: the RRA pattern headclip fixing stem was standard but could be substituted for GB Hiduminium or Reynolds 531 pattern stems with expander bolt. Handlebar bends: GB Sylvere Maes alloy pattern was standard to racing models or North Road Raised on the touring version but any GB ‘bar could be substituted: Pellissier, Bailey, Binda, North Road flat etc. Raleigh pattern rubber sleeve grips, tape or rubber grips to choice were provided. Brakes: the new GB Hiduminium side-pull calipers with alloy hooded levers were standard but one could also specify Raleigh pattern calipers and levers. Saddle: the Brooks 17-N was standard but any Brooks saddle could be substituted. A Reynolds domed alloy seat pin was standard. Stripped for timetrialling, a RRA with fixed/free rear hub, Conloy sprint rims, two brakes and the obligatory bell, tipped the scales at 19½ lbs or in touring configuration with Sturmey-Archer four-speed hub, mudguards, 26 x 1¼ wired on steel rims and tyres etc. as high as 27.5 lbs. The version shown here with four-speed hub, Conloy Asp 27" wire-on rims and muguards weighs 25.2 lbs. In 1948, the complete RRA (with Sturmey-Archer AM three-speed hub gear) cost £39 9 s. 4 d. (including the breathtaking Atlee era purchase tax of £7. 9s. 4d.) making it one of if not the most expensive cycle of its era. To put its cost in perspective, the average annual salary in Britain in 1950 was £101. The frameset was also offered, costing £16 16s, with chainset. In 1952, the price for a complete machine rose to £45. For 1949, the new FC close-ratio hub gear with alloy shell was standard or, if desired, the ASC, FM or AM hubs. As of 17 October 1950, for the 1951 model year, the specification was amended making the Sturmey-Archer AC (three-speed, close-ratio) , Brooks B-37 (a lighter version of the B-17 with aluminium cantle plate and stainless rails) and Dunlop stainless steel 27” HP rims standard equipment unless specified otherwise. The option of the D to round pattern fork and 50t chainring were withdrawn. Although not nearly to the extent of its pre-war predecessor, the post-war RRA figured in some road records near the end of its regular production. This included Mary Dawson riding one to win the woman's Britain Best All Rounder (BAR) in 1954. Most famous of all were the records smashed by the great, late Ray Booty who, under sponsorship by Raleigh, established the last road records made on Sturmey-Archer gears and on a specially made 25” RRA built by the in-house “works” unit in 1955, a year after the RRA was withdrawn from commercial sales. On this, Booty was the first to break the four-hour mark for 100 miles on 6 August 1956 with a time of 3 hours 58 minutes 28 seconds and a month later, broke the straight-out (one-way) 100-mile record in a remarkable 3 hours 28 minutes 40 seconds, a performance unmatched for another 34 years. On these, he used a Sturmey-Archer AC three-speed close-ratio racing hub. This historic machine is still extent today in the collection of Alexander von Tutschek: www.classiclightweights.co.uk/raleighbooty.html Frame/Fork Material: Reynolds 531 butted tubing, thin taper backstays and chainstays. Braze ons: Sturmey Archer gear pulley boss, pump pegs on bottom, rear brake cable stops on top tube, fixing bosses for RRA pattern saddle bag support, mudguard eyelets on rear stays and forks, tail lamp fitting and chainrest. Tecalemit lubricators for bottom bracket races and bottom headrace. Fork: round to round section blades of Reynolds 531. Finish: repaint (by Paul Raley) polychromatic electric blue. Gold lug lining. 8” chromium plating on front fork ends and 6” on rear triangle ends. Size: seat tube 23½” (c to t), top tube 22½” (c to c) Angles: 73 (head) 71 (seat) Fork rake: 2½” Wheelbase: 41 9/16” Bottom bracket height: 11 ⅛” Chainstay length: 17 ¼ “ Rear spacing: 118 mm Lugs: RRA pattern cutaway lugs Weight: 25.2 lbs. complete machine Components Wheels: 27 x 1 ¼” Conloy Asp alloy 32/40-hole rims and Harden high-flange alloy front hubs with Tecalemit lubricator, Sturmey-Archer wingnuts (rear) and Raleigh pattern wingnuts (front) Chainset: RRA special pattern chromed steel 46t with 6 ¾” cranks Pedals: RRA special pattern steel and alloy quill road racing with GB “Professional” stainless toe-clips and Popular straps Gears: Sturmey-Archer FC close-ratio four-speed hub gear, alloy shell, date code 4.49 Freewheel: Sturmey-Archer 16-tooth Gear lever: Sturmey-Archer alloy face four-speed trigger control Chain: Renold Elite 3/32” Brakes: GB Hiduminium side-pull calipers with Super Hood alloy levers, blue brake cable housing. Headset: RRA special headclip fixing, chromed steel, Tecalemit lubricator for top and bottom headraces Stem & handlebars: RRA special stem, chromium-plated Reynolds 531, headclip fixing, 2" extension with GB Hiduminium 15" wide Bailey bend 'bars, shellaced white cotton tape and white Velox plugs Saddle: Brooks oval badge B17N Competition with black enameled undercarriage. Saddle toolkit: Brooks Challenge Seat pin: Reynolds domed top alloy Mudguards: Bluemels Noweight celluloid with alloy quick release stays Pump: 19” Bluemels Tour de France celluloid Lamp bracket: Raleigh RRA left fork-mounted Accessories: Brooks Leabrook saddle bag