Ephgrave Lightweights

Les told me in 1963 or 1964 that during the Second World War he and other cycle builders were employed building special reconnaissance Spitfires. They were specifically recruited because of their skills and experience in welding and/or silver soldering thin tubing. It was my understanding that Reynolds 531 (‘Five-three-one’) was chosen by the Air Ministry for these special hand built Spitfires. Why not for bicycles?

The article cited below prompted my recall:
https://www.independent.co.uk/news/world/europe/spitfire-norway-mountain-great-escape-pilot-found-second-world-war-nazi-raf-espionage-alastair-gunn-a8646841.html

As I have mentioned before I am somewhat fascinated by the bilaminated method of building frames and have used the technique on quite a lot of occasions for a variety of differing reasons; if nothing else the bilaminated technique offers the builder a terrific amount of freedom, particularly if he is intent on building custom i.e. made-to-measure frames as opposed to standard models.

There has been a considerable upsurge in the amount of interest shown by collectors in frames built with this method, but, in my opinion there have been many false assumptions and interpretations. Into this category falls, I am certain, the Ephgrave No1 Super ‘Bilaminated frame No 263LE that you have just featured in your pages. This frame is an example of the earlier model that did not feature long spearpoints; all the frames (or rather all the No1 frames that I have seen with the early pattern lugs) have been built with EKLA malleable cast lugs.

These lugs with their very thick walls and ‘cheeks’ are cast in a precise angle and the holes for the tubes are machined /reamed at that angle. Although the lugs are named as ‘malleable’ they cannot be reworked, bent, blacksmithed etc etc to take on any other angle without great difficulty and also without the danger that the holes would distort, rendering quite expensive lugs worthless.. destined only for the scrap box.

As your article states, supplies of frame parts were often difficult to obtain in post-WWII Britain, and under these circumstances no frame-builder would take that risk. The red No1 Super frame with the extra windows and the spearpoint embellishment of the headlugs is a later frame whose lugs are not malleable cast, but in fact pressed steel plate. Unlike the malleable ones these lugs can be reworked into different angles quite readily. Having studied the photos of the MkI No.

Derek Athey relates that he was very fortunate to have befriended an elderly gentleman by the name of Geoff Bolwell (V-CC, FCOT, TCC, Buckshee Wheelers etc) who, when demobbed, got a job with Claud Butler in 1946 as a buyer for their works and retail shops. He worked with all the great names of the era…Ephgrave, Skeates, Purves, Gray, Philbrook etc etc. By 1950 he left to join Brown Brothers as a rep and then frequented the retail and business workshops of these men.

Geoff knew the background to the relationship between Ephgrave and Purves when Ephgrave left to start on his own. Apparently Purves wanted to join forces with Les, but Les was reluctant to do so as he wanted to work close to is home in East London, whereas Stuart was keen to have the joint operation in Streattham, south west London. They couldn’t agree but initially attempted to work separately from different locations but all work was to be channeled through to Aveley Works.

It very quickly became apparent that the relationship didn’t work as Purves’ business style didn’t match that of Les’, hence the different advertisements supplied by Alvin below. Stuarts passion for horse racing and betting meant that very little serious input was forthcoming. Geoff frequently commented that Purves was almost never at his premises when he finally established his own business in Streatham. Sadly Geoff has now passed away.

Ephgrave and Purves from advertisements in Cycling

The story from these few advertisements appears straightforward, but what the story I read doesn’t tell us is how these men worked together- for that Peter Holland’s and Mick Butlers’s accounts are far superior.

There are persistent accounts of how Ephgrave, when still in employment by Claud Butler, made frames for sale to clubmen (perhaps selected athletes whom he favoured) and sold them at competition events from 1946 onwards. When I bought my frame the original owner was said to have purchased it in 1947 – just unfortunately though it carries the number LE 1612 and must therefore be a 1952 frame- memories and vendors don’t always play fair! Incidentally, the first time I could find an Ephgrave cycle offered for sale was in Cycling’s secondhand sales column for 7 July 1948; isn’t that a more reasonable time to find such a machine?

In tracking adverts for Paris Cycles in Cycling a few years ago I came across the advertisements described below. They appear to tell a tale. The first one was on 14 April 1948. This was placed therefore placed some two months before Peter Holland says the firm was registered (June 1948). In it, Ephgrave Lightweights made their first announcement using a layout that seemed to become a house style with its inset text items, opening and closure by the firm’s name with overlarge initial capitals and the figment of bureaucracy implied by the “The Secretary”:-

Bryan Clarke has this 1952 Ephgrave No1 that includes its original fancy lugged Ephgrave stem, Gnutti headset and C1000 chainset. He has never seen a ‘chromovelato ‘ paint job on any British frame let alone an Ephgrave. Also this is the first Ephgrave made stem he has ever seen in 30 years of involvement in retro bikes.