Peregrine

Drawing on the traditions of the great French constructeurs of the post-war period, while employing the finest modern steel tubing and fitment for modern componentry. The Peregrine was the second frameset I designed under the Singular brand – with the first prototypes landing in May 2007. I’d already been a big proponent of 29” wheels launching the Swift in ‘06. The concept of the Peregrine was to take the function of those big wheels and put them in a classically styled lugged construction frame, with disc brakes and ability to use current componentry. That brief hasn’t changed in the 13 years which have since passed – bringing with them a whole raft of ‘gravel’ bikes – a wider audience now coming to appreciate the wonders of drop bars and fat tyres for tackling varied terrain.  Versatility has always been the Peregrine’s essence – and that is heightened with the Mk3 to be released in 2021. Adapted for current component standards, the emergence of the 650b (27.5”) wheel size is a boon. While 29×2.1” wheels will fit the frame, for those after volume 27.5×2.3” rubber is a treat. The eccentric bottom bracket shell has twin virtues of allowing single cog drivetrains (whether singlespeed, fixed or internal gears) and adjustment for multiple wheel sizes – see more details below.  The Mk3 framesets employ flat mount brakes for neat and sleek lines and thru axles for secure and repeatable wheel fitting. They enjoy full mounting points for traditional pannier racks, three bottle cages, and mudguards.  Thanks in part to the flexibility afforded by the EBB, the Peregrine can be anything from a stripped back fixed gear commuter, to a pacey road bike, or a loaded tourer – but it’s at it’s best somewhere in the middle – covering some distance with a light load over rough terrain. It’s surefooted, yet agile when needed. Fit some higher volume knobby tyres and you’ll find it surprisingly capable on tight, twisty singletrack – though perhaps leave the black runs and gap jumps for the sprung brigade.    Specifications

  • Custom drawn double butted Columbus steel tubing
  • Lugged head tube and seat cluster
  • Flat mount 160mm brake fitment
  • 12mm thru axles – 142mm rear spacing, 100mm front
  • Eccentric Bottom Bracket insert – 68mm BSA threaded shell.
  • Clearance for Shimano road width cranks with <48/34 chainrings
  • Tyre clearance for max 622x55mm (29×2.1”) or 584x65mm (27.5×2.3”)
  • Bolt on modular cable guides under down tube
  • Double chainring compatible
  • 27.2mm seat tube diameter
  • 1 ⅛” external bearing head tube (34mm ID) for straight steerer fork
  • Electrostatic Deposition (ED) anti-corrosion treatment
  • Four frame sizes from Small to Extra Large.

Two colour options:

  • The iconic Singular blue (RAL 5014) with ivory head and seat tube panels (only for pre-ordered frames)
  • Midnight Blue (RAL 5004) with ivory head and seat tube panels

Yes, I really liked the original red as well, but times change!

Production and Orders

Unfortunately to to extended lead times affecting the the whole bicycle industry we will not be getting delivery of these new frames until September 2021.   When that timeframe is more firm we will be accepting pre-sales – hopefully in June. 

Retail price will be £1000 (GBP) or equivalent in other countries through select dealers.

 

Small

Medium

Large

Extra Large

XXL – will only be produced if we get at least 10 orders! This does still have a lugged head tube.

A word about overlap

That’s toe overlap. The unwanted interaction of toe and front wheel (or mudguard). Traditionally, the only people who needed to worry about toe overlap were those with particularly small frames, even then, it wasn’t too much of a concern in normal use. However, with the advent of big tyres on drop barred bikes it is something which can have a wider effect.  The drop bars make a difference for two reasons – one that they tend to have shorter top tubes for a given size of rider to account for the longer reach of the bars – secondly that drop bar bikes tend to have steeper head angles which pulls the front wheel back closer to the toes.  Of course, there are a load of other things which can influence the incidence of toe overlap – tyre size, crank length, foot size, cleat position and more. However, I do try to design frames to minimize the chance of toe overlap. Ultimately though, it is just a matter of space – if you want a big 700c wheel and a mudguard on a smaller frame size it is extremely possible you will encounter some overlap.  You may see some frames which have a very slack head angles and loads of fork offset to further reduce the change of overlap – something like a Dutch style town bike is a good example of this. If you are using big 28” wheels and mudguards and a manoeuvring a bike laden with groceries and children through Amsterdam traffic the last thing you want is your toe hitting the front wheel during a sharp low speed turn. However, on the Peregrine I have avoided going this far for a few reasons, but the main one is that I don’t like how extreme application of this approach ends up affecting bike handling – especially on smaller frames. I like my bikes to have responsive handling within the use type for which they are intended – this is a combination of multiple factors, but head angle, offset and trail are critical. To go playing with this harmonious combination simply to avoid toe overlap I think is unnecessary for the type of bike the Peregrine is intended to be. In any case, for most people, in most conditions, you are unlikely to have unavoidable overlap on a Peregrine. And before you ask, I can’t tell you definitively whether you will or won’t – only that I try to help avoid it. 

Eccentric Bottom Bracket

An unusual point on this frame is the eccentric bottom bracket shell. Rotation of an insert within the shell allows the position of the bottom bracket to be moved +/- 13mm in relation to the frame. Chiefly – this allows for neat use of a single cog drivetrain (whether singlespeed, fixed or internally geared hub) without moving the wheel. However, an added benefit on a frame which has capacity to accept multiple wheel sizes, is the ability to adjust bottom bracket height as appropriate for smaller or larger wheels.  We use a precision machined solid aluminium insert which is secured in the frame by stainless steel cup point set screws. Singular has produced over 2000 frames with these shells and have encountered no issues which can’t be solved by correct installation and periodic maintenance – an article on which you can find on blog page.