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Bicycle companies faced a historical deletion about the time World War II rolled around and the prevalence of the automobile became overwhelming. Manufacturers, racers, and race organizers found their livelihoods interrupted and in some cases, those livelihoods never returned. It was around this time that several European bicycle companies found themselves struggling through economic hardships and societal fears that hindered sales or made them impossible altogether. Perhaps this is why vintage bicycles from that era have become so coveted; if they stuck around, they had to have been of the highest quality. London’s Hetchins bicycles certainly fell into this category, and one look at the interesting frame designs, diverse models, and meticulously manufactured lugs is enough to make an admirer understand why.

This article was written with the generous assistance of Historic Hetchins

It’s rare to find a bicycle company founder who wasn’t, at one time, a racer, pro mechanic, or the like. But Hyman Hetchin was none of these things. He was simply a bicycle enthusiast who took his hobby to the next level. Originally a gramophone dealer, the Russian-born Hetchin applied successfully for British citizenship after fleeing the revolution at age 26 with his sisters (his parents were killed in the uprising), and began to sell bicycles as a seasonal supplement out of his home. But the bicycle end of his business rapidly grew and he acquired the building next door to house both the gramophone shop and the bicycle shop. Initially, Hetchin sold BSA, Raleigh, Hercules, Rudge, and Humber bicycles; it wasn’t until a few years later that he started to peddle bicycles bearing his own name, which were made by various local frame builders. One of those frame builders, Jack Denny, came to Hetchin with a design that not only changed his business, but also bicycle design in general.

Denny had designed a frame with what eventually became known as a Vibrant Triangle, a curled-tube design that gave the seat stays and chain stays of Denny’s frame a very characteristic look and ride. Motivated by severe accidents his fellow cyclists had experienced due to frame breakage, Denny began tinkering with designs that would both improve strength and dampen vibration. The Vibrant Triangle achieved both of these goals. Hetchin was so taken with the design that he patented it and became partners with Denny.

In 1934, Hetchin moved the location of his shop and opened for business selling cycles exclusively; though it’s not certain, Denny most likely managed the shop on-site. Nationwide enthusiasm for cycling was high, and Hetchin was determined to take advantage and make a name for himself. After the shop itself relocated one more time, the patent cleared for the Vibrant Triangle and production began on frames featuring this design in 1935. It was met with immediate success, receiving stellar reviews in magazines and hitting the market full force with three models: Brilliant No.1, Brilliant No. 2, and Superbe. All models at that time featured Reynolds A tubing, until later productions that used Reynolds 531. Hetchin’s catalog offered straight-stay frame models as well, so with a strong line of bicycles, Hetchin took his product to the public.

Why was the Vibrant Triangle so successful? In the days of racing before (and certainly for years after) World War II, road conditions in Europe were atrocious. Riding rutted, potholed roads on wooden rims and stiff frames was a challenge in and of itself, and racers looked for every edge they could find on the race course. The Vibrant Triangle allowed for slight flex that dampened the road shock otherwise transferred to the rest of the frame, thereby eliminating speed loss and enhancing comfort. Though Denny applied the design to other styles of bikes, it was conceived for the race bike and was most effectively used as such. According to Denny himself, “I designed it back in the days when road surfaces were even worse than they are now. We all rode on wooden rims in those days and we needed something to take up the road shocks.” source

Hetchins bicycles hit the pro circuit not long after. They appeared beneath podium racers in 1936 at both the World’s and the Olympic Championships, and popular cyclist Tony Merkens rode a Hetchins as his bike of choice for such victories as the UK’s Herne Hill. By 1937, the cycling facet of Hetchin’s business had taken over, and he decided to drop the music side of his venture. In that same year, Merkens rode a Hetchins in the Wembly Six-Day race, and though he did not win, he performed well and gave Hetchins bicycles a well-deserved spotlight. Hetchin made the most of it, pushing his product as well as his racer. The advertising venture paid off the following year: nine riders rode Hetchins bicycles in the race, providing more exposure and certainly more profit for the still-fledgling business.

With Denny on his side, Hetchin continued to add dimension and depth to his bicycle line by pursuing innovations — some successful, others ill-fated. The company’s foray into tandem bicycles, for example, never made much headway as far as sales, but it led to a patent application for a fluted seat tube, which Hetchin failed to pursue further after the initial application, and was therefore dropped by the patent office. Another such patent application failed after time: according to Hetchins.org, ‘Hetchin’s universal rear fork end,’ provided a forward opening for single or multiple gears plus a rear opening for track racing.

Most notable about Hetchins frames is their lugs, which look more like pieces of art than pieces of function, but serve both purposes wonderfully. In fact, the intricate patterns added to the overall strength of the lugs; they cut and drilled their lugs, preventing the need for excessive occurrences of re-heating, which weakens thin-tube cro-moly and steel. Click here to see an example of ornate lugs. The Magnum Opus II features the most sought-after lug design of all Hetchins bicycles, as seen here.

Denny’s mind for innovation never faltered, and designs that began as sketches soon hit the market as feasible, intelligent components and frames. They would then become items highly sought-after in the industry. One such development was a special fork crown which, “consisted of two separate plates, the fork blades passing through the lower one.” This, the Twin Fork Crown (Registered [Patent] No 849405) was itself distinctive, but as the more ornamental lug designs were developed, [so] embellishments were added to the fork blades below the crown. Again it was decoration with a strengthening function. source Denny used tangs on his fork blades to add a touch of ornate class as well as strength and rigidity, and most –if not all — the designs were based on a fleur-de-lis pattern that Denny so enjoyed.

As the war hit Europe full force, most businesses suffered and many went under altogether. But Hetchins didn’t begin any sort of decline in business until the rapid inundation of automobiles in Europe. Sales were crippled slightly, but Hetchins bicycles still remained popular enough to keep the business strong. By the 1950′s, Denny had designed and named several different types of tangs described above, and most models featured them. Around that same time, Reynolds began fabricating fluted and reinforced seat tubes for Hetchins models, which were used on the 12 (also called the Six Day Model).

Hetchins racing successes didn’t seem to be affected by the war at all. Cyclists rode Hetchins to victories at the Tour of Britain, the Empire Games, the Circuit of Britain, and countless local and national contests. Europeans had found a gem in Hetchins, and while other companies were floundering or selling their popular names to wealthier investors, Hetchins carried on. But in 1961, Hyman Hetchin died, and the need for a rapid transition of leadership arose. Luckily, this was feasible and smooth, as Hyman’s son Alf — already a constant presence in the Hetchins factory throughout much of its existence — took over at the helm. Jack Denny stayed on as the chief designer, and, as was the case throughout Hetchins history, Denny’s presence, coupled with the determination of his Hetchin partner, led the company to great successes, both financially and production-wise.

The company faced hardships in other areas, however. Component companies also floundered after the war, making it necessary to find other ways to spec the bicycles. In addition, pre-fabricated lugs became widely available, allowing competitors to build frames cheaper and with more ornate lugs resembling or at least competing with Hetchins lugs. Denny continued to design his own lugs, despite cheaper alternatives, adding to the unique nature of his cycles and further enhancing market desire for Hetchins. Designs did become a bit simpler, as was the case with the Keyhole model — such as the early-seventies model seen here. New models continued to hit the market, such as the Gothic, Mountain King, Bonum Super, and on the more current end of the spectrum, the Swallow.

In order to keep the mystique and popularity of Hetchins bicycles alive and well, the company began to export frames, particularly to the United States. All frames were hand-made, one-off productions made to standard geometry, or less-often custom geometry, and the frames quickly became highly desirable in the American market. According to Hetchins.org, this practice began in 1945 but didn’t become wildly popular until much later; it was typical to export fifty to sixty frames each year. Later, in the 1980′s up until the present day, all Hetchins bicycles were custom-made to the customer’s specifications and desires. Collectors went wild, and even today, Hetchins remains one of the most collected bicycles out there.

Despite Hetchins continued success throughout the years, the aging Alf decided to sell the business since, without children, there was no obvious successor. This occurred shortly after Alf began sub-contracting frame construction to Bob Jackson in Leeds. After the company was sold, Hetchin and Denny continued to oversee production of the frames at Jackson’s. But as all good things must end, Denny died in 1991, taking a piece of the Hetchins legacy and character with him. Alf died in 1996, ending the family-base of the company.

The company still exists today and produces approximately twelve frames per year. They are distributed in the United States in New York by World Class Cycles. There are several notable models, such as the Magnum Opus, Scorpion Bonum, the thirties model Brilliant, and the Anglo Continental. Equally beautiful and ever-popular to collectors is the Brilliant Tandem. Each model features lugs unparalleled in detail and craftsmanship, and many feature Jack Denny’s custom tangs that are always sure to turn heads.

Since Hetchins are a favorite of collectors, there has been no shortage of copycats and faked Hetchins. In fact, the Hetchins slogan was, “Copied by Some, Equaled by None” for several years (at one point, their slogan changed to “Don’t Hitch a Ride, Ride a Hetchins!”). According to Hetchins.org, the most copied model is the Magnum Opus II curly. A surefire way to spot a fake is in the curls: because Hetchins made an exclusive deal with Reynolds to make the curls, an imposter Hetchins will undoubtedly have an inaccurate curve. Other fakes, however, may be harder to spot, such as this one, made by Harry Butler and put up for sale under the guise of an original 1950′s Magnum Opus. Another fake, believed to be made by Butler, can be seen here.

The bicycle industry is and always has been a fickle one. A profitable business was one that had a strong racing program and the most current innovations and designs; all the others had to fight just to survive in the competitive market. Though Hetchins bicycles performed on the race circuit, they thrived instead on workmanship and class coupled with a strong partnership and smart advertising. Instead of fighting to stay alive in the market, they helped define it; instead of succumbing to the heyday of the automobile, Hetchins simply continued to refine and make a classy product the public desired. Though companies today may have more technology invested in their bicycles, none can outclass the charm and meticulous craftsmanship of a Hetchins.