Colnago Riddle

This bike which I bought at the weekend illustrates the old saying sic transit gloria mundi.


Not having been in contact with Colango bikes much, and being overwhelmed by the sheer avalanche of info available on the net, I have not been able yet to find out what sort of Colnago my frame is, cheap or nice. My guess is it´s a cheap version as the brand name has been stamped into all sorts of frame parts.

Here are some photos:

XCfullThis is what the bike looked like when I first got it.

It sported a mix of a number of Campag groupsets:

XCfrontder XCftbrakecalXCrearderXCrearhubvel

Or perhaps anyone will be able to make head or tails of the frame #?

XCreardoframe#But here´s some frame details.


Simple headlugs, as well as …XCseatcl

… a pretty cheap seat cluster solution.XCschriftrekettenstr


The cast fork crown however is quite nice.XCcablestopchainst XCcableguidett XCbrakebr

All of the above is run of the mill again.XCbblwr XCbb:MavGreat b/b shell – alas someone fitted a Mavic threadless repair unit b/b which took out the first three or so threads on each side of the shell. A quick trial fitting of an Italian thread Campag Record b/b however showed that no serious damage was done, and that the Mavic unit was not installed because of any damaged threads. Strange.

The elderly gentleman I obtained the bike from reported that he hadn´t liked the “garish” white and red original paintwork, so he had it redone. Wonderful idea, especially as the new paintwork hasn´t protected the metal well from rusting.

So, what was this frame´s paintwork like originally, and which tubing sticker would it have carried?

Ride of Silence

Germany´s first ROS will take place next week. Let´s hope that Daniel Doerk´s ( incessant work for the improvement and humanization of Osnabrück´s traffic situation pays off one day.


The Other Day, At Work…

… I spied a very nice bicycle of a not too well known German brand, which has been around for 30 years. I have emailed the firm for more info but have not had a response yet, so here are a few reminiscences accompanied by some photos only.XHdttransf

From what I remember and gather from the internet (, showflat number 54456) for instance), the Herkelmann Velodor series was sold in a German department store around 1995 for just under 1.000 DM. The store chain had obtained the bikes cheaply when Herkelmann went bust after trying to establish an expensive luxury bicycle brand in Germany. More active cyclists at the time thought highly of this experiment, but Herkelmann´s bad luck was that he tried about 10 years too early – at the time the German bike market was still ruled by price alone, and the average cyclist didn´t care a hoot where a bike was built as long as it was cheap.



Conditions in the bike rack were somewhat cramped, but the frame is on.


Simple, but rugged structure for the b/b. The welded construction does not necessarily indicate cheap tubing.

XHbottlecageeyes XHcablestopseatstay



A number of constructional details point towards mountainbike parenthood in this frame.

XHfrontdo XHfrontfork

A number of braze ons on this bike are unused – it would make a great bike for loaded travelling, I guess.


head transfer



Am I alone in being reminded of bilams in this seatcluster treatment?



Clean brazing at the rear dropout.



Strengthening the headrace seats might make sense in heavily loaded touring.


The dynamo is dangerously askew, but a period correct Nordlicht which was very popular before the advent of the generator hub.

Let´s hope that the bike will survive its present role as a ride-to-work-bike. I´ve spoken to the owner and found that he appreciates it up to a point and is aware of the fact that he has a future classic on his hands, so let´s keep our fingers crossed.


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Miele Time Again

So it´s the beginning of May, and Gütersloh beckons again. No long ride this time, sorry to say, only from neighbouring Halle to Gütersloh which is about 20 km. The reason was a really awful weather report, with forecast rain and high winds, which turned out to be incorrect after all. Ah well. My son and myself arrived in Halle by car and met a friend who had taken the train.

Soon after meeting up with the friend at Halle train station we set off. It only took three quarters of an hour to cover the short distance to the meeting point, Gütersloh Stadtmuseum, which had had a marquee erected by Gütersloh Stadtmarketing, and a number of bikes had already assembled. We arrived just in time to listen to a speech made in honour of the original organizer of the event who had died earlier in the year.


XallesMiele Xcockpit


This time there were not so many very old Miele cycles, but some nice original condition ones, like this late thirties dumpster find:

Xprewfull Xprewsaddle Xprewmasc Xprewheadlamp Xprewheadl


The oldest known Miele bike had also found its way to the meeting. Its frame number is five digit and starts with a “13”, which means that chances are slim that an older one will ever surface.

Xhajobb Xhajosks Xhajofull


However, some very typical German ideas of what an old bike should be like or have as an accessory were also there. I must admit that I don´t like either aftermarket kick stands


or the proverbial milk container or fire brigade bike. These more often than not show what owners think bikes should be like, but miss historical reality by miles.


A really weird and wonderful speciality from the early fifties is this Rex Hilfsmotor. Rex was one of a whole array of auxiliary engines made to fit bikes more or less well, like the Lohmann Diesel, the MAW or the Steppke. These engines had a very short tenure as Germany´s way into mass motorization as mopeds took over soon, being much more practical and a good way of showing that one earned enough money to do without the old-fashioned bicycle.

This Rex is in a marvellous condition and emits a sound not unlike that of a Velosolex.


Pre-WWII mudguard mascot


Soon after 12, a 36 strong crowd assembled in front of the museum to set off on a 20 km tour though the countryside surrounding Gütersloh.


The ride, as usual well planned and led at a pace of about 12 kp/h, culminated at a restaurant where Gütersloh Stadtmarketing invitied all participants to a meal and a drink. En route there had been numerous opportunities for interesting conversations with many riders.

After having partaken in the welcome refreshment, our small group of three people set off, deliberately missing the 4pm return to the Stadtmuseum because we thought we´d better get going as the weather was deteriorating. Our friend had a satnav fitted to has late fifties Miele sports bike, and asked it politely to show us the shortest way back to Halle train station. The little machine on the handlebars must have sensed that I detest such apparatus, and led us far astray, making our friend miss his train by two minutes. What the satnav had obviously not taken into account was the ice cream parlour next to the station, where we settled down to have a great time waiting for the next train, so we did get the better of it after all.

In all, the Sunday turned out to be a very nice day out, hopefully to be repeated next year, when I also would very much like to cycle the whole way from home to Gütersloh again.


Stabile Hochdruckzone


As the book I´m reviewing in this post is a German translation from a French original, it makes little sense to write it up in English, I think

Ich geb´s zu, ich bin ja auch einer von denen, die diese ganze Fahrradsache oft echt ernst nehmen; geknechtete Radfahrer, Klimarettung, Critical Mass. Und Stahlrahmen erst, guter Himmel. Es ist dann ganz lustig, unser Thema auch mal von einer komplett anderen Warte betrachten zu können, und diese Warte stellt sich sofort ein, wenn man den ersten Band der Velothek aus dem Maxime-Verlag aufschlägt.

Vorher schon, eigentlich, denn ein Büchlein, das hübsch sein will, hat man heutzutage nicht oft in der Hand, mit Fadenheftung, Feinleinen-Einband, Lesebändchen und vielen Illustrationen im Text, die sorgfältigen Satz benötigen.

Diese Ausstattung entspricht aber gut dem Obere-10.000-und-Belle-Epoque-Gefühl, das einen schon auf der ersten Seite der Novelle anspringt. Wir treffen die vier Protagonisten der Handlung, Pascal und Régine Fauvières sowie Guillaume und Madeleine d´Arjols, im Jahre 1897 in der Nähe von Paris. Genau, Vorabendserie, Soap Opera, stimmt. Die Namen verraten es sofort, und so geht es auch weiter. Die vier (die Damen sind zur Zeit der Handlung dem Mädchenpensionat noch nicht allzu lang entkommen) bilden zwei Paare, die schon nach kurzer Ehe frustriert sind. Sie stillen im Club nach ganzen drei Kilometern Radfahren im Bois de Boulogne den Bärenhunger, den eine solche Anstrengung nunmal verursacht, nachdem die die livrierten Diener ihre Räder wegstellen ließen.


Die Herren, wie der Autor, sind Experten der Radtechnik, was in manchen etwas didaktisiert wirkenden Dialogen ausführlich bewiesen wird, obwohl, Ehrenrettung, die Unmittelbarkeit der Darstellung der Vorzüge des Fahrrads auf den Seiten 42 und 53 die Begeisterung des Autors fürs Radfahren plastisch widerspiegelt und aus heutiger Sicht einen guten Eindruck von der damalig revolutionären Bedeutung des Fahrrads gibt.

Richtig, der Autor – Maurice Leblanc. Was muss man über ihn wissen? Une Femme (frustrierte Frau), einige Jahre früher, noch etwas Kurzprosa (frustrierte Frauen), dazu journalistisches Alltagsgeschäft der 1890er, und, natürlich, ab dem frühen 20. Jhdt., Arsène Lupin, das französische Äquivalent zu Sherlock Holmes, nur auf der anderen Seite des Handschellenschlüssels. Französische Literatur-Nationalikone. Leblancs frühe Werke erleben zur Zeit in Frankreich eine Renaissance, so erschien Nun wachsen uns Flügel vor knapp drei Jahren im Verlag Éditions Le Pas de coté neu.


Auch Literatur-Nationalhelden haben mal klein angefangen, mit Fingerübungen, und um sowas handelt es sich bei Nun wachsen uns Flügel. Auf dem Schutzumschlag als amouröser Roman angekündigt, entpuppt sich das Buch als Novelle (ein Handlungsstrang, kurz, unerhörtes Ereignis) ohne unerhörtes Ereignis. Selbst im ausgehenden 19. Jhdt. gab es schon deutlich amourösere Bücher, in denen auch intellektuell was los war. Aber die hatten natürlich nicht viel mit Fahrrädern zu tun, meistens, und deshalb ist dieses kleine Büchlein interessant, obwohl überhaupt nichts mit irgendwas passiert, (Zola gab´s schon!), noch nicht mal gute Schreibe, außer den Liebesqualen wirklich spät pubertierender RadfahrerInnen. Erfolgloser Jungautor sucht verkäufliches Thema: Obere 10.000, Fahrräder als neue, faszinierende Technik, nackte Oberkörper, das steckt dahinter.

Die beiden frustrierten Ehepaare, die sich um Geld in keiner Weise kümmern müssen, beschließen, mit ihren Rädern die Normandie zu bereisen. Sie sind auf dieser Luxusreise völlig mit sich selbst beschäftigt, unter flüchtiger Wahrnehmung der vorbeihuschenden Umwelt in Form von Sehenswürdigkeiten, und abends wartet das Gepäck im Hotel. Leblanc baut dazu einen leider holprigen Spannungsbogen auf, in dem auf S. 57 schon Leben als umgekrempelt dargestellt werden, aber es noch weitere 50 Seiten dauert, bis dass ein “Doppelgipfel Ziel und Grund [eines] wollüstigen Spaziergangs” wird. Blümchensex ist Hardcore dagegen. Zum Quietschen, wenn man´s mag, und nicht nur aus heutiger Sicht.


Mit freundlicher Genehmigung des Verlags Éditions Le Pas de coté (


Die Vorhersehbarkeit der Handlung ist das nächste, das einen bei der Lektüre je nach Geschmack vergnügt oder genervt in irgendwas zurücksinken lässt, das gerade zur Hand ist. XX und YY fahren los, XY und YX kommen an. Nun gut. Aber ein kleines retardierendes Moment wär doch nicht zu viel gefordert gewesen, oder? Irgendwas unterwegs, das irgendjemanden ins Schwitzen gebracht hätte? Etwas außer dem stabilen Hochdruckwetter, das nur bei einem kleinen Knatsch zwischen den Neuverliebten von neoromantischem Regen unterbrochen wird? Ein klitzekleines Crime zum fast nicht vorhandenen Sex?


Wirklich unbeholfen wirkt die Charakterisierung einer der Hauptfiguren. “Doch wie war er wirklich? Die widersprüchlichen Vorstellungen, zu denen man im Umgang mit ihm gelangen konnte, hätten nur zu einer recht verworrenen Einschätzung geführt” (S. 13f). Das bleibt auch so. Aber es ist gar nicht so schlimm – wenn man sich einmal auf das Buch einlässt. Auch die zahlreichen abgedroschenen Topoi des galanten Romans (Guillaume d´Arjols als frustrierter Lebemann, der seine Frau vernachlässigt…) kann man diesem Buch verzeihen. Sogar der knüppelweiche Kitsch, der unweigerlich bei Frauenbeschreibungen eintritt (“… erschien sie in einem weißen Wolltrikot über dem Oberkörper, das ihre junge Brust hervortreten ließ und dem Beben ihres Leibes nachgab” (S. 56)), macht nicht viel aus. Den Lesern bleibt zwar auch nicht erspart, dass Leblanc den uralten Schönheitenkatalog (volle Lippen, Harmonie von Hüfte… und was war´s noch gleich?) ausgräbt und bei der Ausgrabung böse beschädigt. Egal. Sogar die ungewollte Komik, die sich einstellt, als der Erzähler es als bedeutsames Ereignis klassifiziert, dass Pascal seiner neuen Liebe dieselbe gesteht (S. 80), geht durch.

Denn: Die Illustrationen, entnommen aus der Originalausgabe, sind wirklich der Traum, wenn man Jugendstil liebt. Jugendstil, das Aufbegehren gegen die akademisierte, historistische Kunst des 19. Jhdts, gegen Kitsch und Schnörkel. Der Illustrator Lucien Métivet, der Meister der Karikatur, der Satire, des Humors – er rettet das Buch mit seiner Ironie. Die mega-süßlichen Darstellungen der Protagonistinnen; der weibliche Zephir, der das Fahrrad stilisiert mit Rückenwind antreibt – das kann nicht ernst gemeint sein. Wenn auf S. 68 der Vergleich mit den Statuen beansprucht wird (“He, hört mal, Ihr sehr aus wie drei Statuen… Sie, Guillaume, wie die des wohlerzogenen Begehrens… du, Pascal, wie die des anhaltenden Grimms…”), kommt Métivet prompt mit einem Bild rüber, das die Beschriebenen zeigt wie Porzellanfiguren auf einem Sockel. Das ist köstlich und erzeugt eine ironische Spannung zum Text, die das ganze Buch genießenswert macht.


Überhaupt die verschwenderische Fülle der Illustrationen, manche sogar zweifarbig, ganz in Métivets Plakat-Übung. Die von den Protagonisten erradelten und von Métivet gezeichneten Sehenswürdigkeiten allein sind es wert, das Buch zu betrachten. Jedes Kapitel erhält zudem eine Schmuckinitiale, die die Handlung zusammenfasst und deren Großbuchstaben die deutschen Herausgeber sorgsam angepasst haben.

Das kultur- und literaturhistorische Nachwort von Elmar Schenkel überbrückt die zeitlichen und kulturellen Entfernungen, die zwischen Buch und heutigen Lesern liegen, sehr informativ. Ich empfehle es vor der Novelle zu lesen.

Wenn Ihr also mal Lust habt zu entspannen, Euch nicht für die Weltrettung zu bilden, aber doch was mit Fahrrad zu lesen – Nun wachsen uns Flügel ist Euer Ding.


Maurice Leblanc, Nun wachsen uns Flügel, Maxime-Verlag 2015, Reihe Velothek, 157 Seiten, aus dem Französischen von Una Pfau und Matthias Kielwein, mit einem Nachwort von Elmar Schenkel, zahlreiche Ill. von Lucien Métivet, Hardcover, ISBN 978-3-931965-54-9, Preis 19,95€.

Anmerkung: Ich bin Autor des Maxime-Verlags und habe ein Rezensionsexemplar des besprochenen Werks erhalten.

Métivet-Illustrationen mit freundlicher Genehmigung des Maxime-Verlags.

Spring Haul 2: Is This What I Think It Is?

I swapped this

ADfullframe the other day for a couple of vinyl records. The frame has been re-painted quite badly, not only destroying any transfers, but the frame was painted with the chainset on so that the r/h side of it has hardly any paint in the b/b area. Strange.

The only readily visible clue as to its provenience is on the seatcluster:

ADseatclDoes this mean Austro-Daimler? Perhaps even the legendary Vent Noir? The bike pictured on classicrendezvous has the same type seatstay top. It also is chromed, and as the dropout ends on my bike both fore and aft have chrome, I do hope that a paintstrip will reveal acres of chrome on my frame, too.

ADreardoADfrontdoADforkcrAnd the fork crown is plated, too; forgot. So there´s more hope.

The frame is very lightweight, being constructed of Reynolds 531. True, there´s no transfer left, but the fork shows clearly what we´re talking about:

ADR4 ADR3 ADR2 ADR1This imprint is to be seen right around the fork stem, and nice and clear, too, unless sometimes when you can hardly make it out. So let´s assume that the rest of the frame is Reynolds, too. And of course there´s hope for more info when the paint is stripped.

More details:


ADcableeyeseatstay ADbrakebr ADbbThe cable guides on the b/b date the frame to roughly 1970s, I´d say.

A view into the b/b shell shows medium clean work. Also it looks a bit bright for braze in the decisive places – has this bike been silver soldered?


What I find most fascinating, however, is the headlug treatment. Paper thin is actually too thick in places.

ADseatlADlwrheadlVery nice.

Spring Haul I: Montague Folding Frame

This is the first post in a series of three or so resulting from a chance visit to a spring cleaning cycle shop. Besides free saddles, brifters and what have you there were three items purporting to be bicycles to be had for a song, and here´s the first.

I´ve never had one of these before – and, honestly, I hope that I´ll never have the displeasure again. It´s one of those things which have great promise, but where economics dictated that not only corners were cut but whole miles of winding road. To be fair, it was not possible for me to try the machine out as this

Montfullis all that was left of it when I got it.

Whence but the funny angle protruding under and in front of the bottom bracket would my first look go upon beholding the bike? The keen eye of the triple Thanet Silverlight owner (one SL sold long ago) was soon placated, however, but for the first split second I did think I had struck it rich.

Right, what´s so funny about a Montague? The basic idea (shared with a number of folding bike constructions) is that you can have full sized wheels, and that you don´t have to split the chain, or wrap it up with the help of weird and wonderful contraptions: On the Montague, it just stays where it is.

You just open three Q/R handles, clearly marked as “OPEN” for those who really don´t know what a Q/R is,

MontQRopenthen you pull up a safety locking device,

Montlockyou carefully start something which feels like destroying the frame if you´re unused to a Montague,

Montfoldand a few seconds later the whole thing collapses on the floor in a giggling heap. Or was it me giggling?

MontfoldtwoMontheapThe front wheel comes off to reduce the size of the heap,

Montlawyerafter you have tricked another safety device. You thought that lawyer lips are bad? Ha.

And then the front mudguard also comes off. It is held in place by three real, honest to God Tenax fasteners, just like the ones on your MG T or any other oldworldly soft top car.



I have not yet found out what this Tenax part facing rear on the seat tube is for. Actually, it looks more like a Tecalemit oil port, but this makes even less sense. Or does it?


MontbblowerIf you should feel inclined to unfold the bike, these little blocks, held at a precise distance by a grub screw, see to it that the frame literally clicks back into position. That´s great.

So far, so good. Now for the miles of winding road.

MontcarrierShall we start with this strip of metal holding the carrier rack to the brake bridge? Or what about the really heavy, welded steel tube construction? Or with the plastic grip shifts? Or the useless bottle type dynamo? Or the cheapest rims available? Or the cheapo steel handlebars/extension combo? You could go on endlessly.

You then add the fact that hamfisted doesn´t begin to describe the first owner (all cables were wrapped around the handlebar, for instance) who used acres of sticky tape, miles of additional lighting cables and routed gear cables really adventurously, so that the only recourse to be taken was the wire cutter.

Montcableshbar Montcables

My hope is that there was (or is, the Cambridge, MA firm is still trading) a real Montague for sale in the US, and this contraption was just produced for the German market which back in 1994 (I found several date marks on the bike) was ruled by price alone.

This then is all that´s left of a good idea.



The Season of 1953

One of my finds in this year´s Neerkant fleamarket was this bound 1953 volume of the Dutch cycle racing paper

WielesrpfullI snapped it up for a tenner, thinking myself lucky until getting to go through it more closely and finding that someone, hopefully a long time ago, had torn out numerous pages, but there´s still a lot left that´s unusual and interesting.

The book is quite big, 29 x 23 x 3 cms, so my scanner is too small for it and I had to take photos. Hopefully the quality is still palatable.

WSWevoOf course one finds a large number of advertisements. This one unites four legends.

WSStephiThis one, Stephi, is interesting because there was a Stephi bike in Neerkant this year, I think I´ve got the headbadge in my post.

WSSmitRenners zijn kenners – racing men are experts. True, but Julius Smit was one, too.

WSRIHRIH called themselves het rijwiel der Kampioenen – the cycle of champions. Looking at the impressive list of successes, one might agree.

WSRadiumTunulars – which are the best ones? Radium thought they had the answer, but they couldn´t imagine that the dispute would rage on to this day.

WSracesOf course cycling clubs advertised their races – and there were loads of them.

WSBrooksIt seems that even in the day it was little known that Brooks saddles were in vier breedtes verkrijgbaar – available in four widths.

WSGerkinetNow what´s this? There must have been a maker of all sorts of cycle products in Belgium of which I have never heard before – J. & H. Gerkinet in Herstal. And look at the fantastic design of the products. A quick look at the internet shows that they also made motorcycles under the name of Geco, and had been supplying the motor industry for decades when this ad was published. Anyone who can shed more light on this firm?

WSNieuwenhOne very tasty looking bike – helas in a very small pic. Did they make their own frames?

Not only bike firms – there was a major sponsor of cycle racing in the watch trade, too. Ets. A. Kinsbergen S.A., Bussels, were a long established trading house dealing in Swiss watches of good quality, produced by some of the many Swiss private label watch factories under the Pontiac brand. There is one ad to be found on the net which shows a crashed cycle racer with his Pontiac watch still working: “En Pontiac kan tegen een stootje“, a Pontiac doesn´t mind a bump. The racer is looking definitively distressed, but never mind: His watch is a) still working, and b) if it weren´t it would be insured for two years against loss, theft and accidents. Great idea, that.


Insured for two years (bottom photo) against loss – theft – accidents


A wonderful Pontiac sports watch is a useful (X-Mas) present

WSPverzekhochk WSPverschDolf Verschueren says that his Pontiac´s nice. Mine isn´t any more, but it has three stars (as from the sixties, one to four stars would denote quality and price points) and a definite relation to cycling:

On a sombre note, the horrible news also had to be spread:

WSTvL18-year-old racer Tonny van Loen died in hospital on November 1, 1953, after a cycle accident. He had repaired his derailleur, wanted to take his bike for a trial run, and never returned.

Of course there are dozens of racing photos. Here are some to drool over:

WSvierkant WSvanVliet WSvanEstWSTdFWSgangmaker WSFtpgjan WSCoppi WSCopdeRiWSN9


So where to get the following year´s volume from?

Impressions from 2015 Neerkant Stalen Ros

After a number of visits to the Neerkant event over the last few years I have the same problem writing up the event I encounter when looking for birthday presents for old friends: What´s new?XNdruk

This time my personal news was that the venue was very crowded, it literally was hard to move between rooms or among stalls. My guess is that the organizers will have to look for a much larger hall soon. Given the prices people seem to be prepared to pay for bikes and parts, I can´t very well imagine anyone objecting to a moderate rise in the entrance fee if better conditions are the cause.

Also I again found it very hard to get a good look at the marvellous bikes lined up in the expo part of the event. It was basically impossible to take decent photos because of the cramped conditions. So one more idea: If the venue changes anyway, why not improvise a photo studio with a choice of the nicest bikes presented there at certain times? The really great pacer for instance which was there yesterday would have been worth a better opportunity for appreciating it.

XNSteherrear XNstehermot XNSteherhead XNSteherfullElse, what was up? I met a number of friends, had lunch with some of them in the neighbouring chippy, and bought a great book (of which more in the near future).

XNStallext XNstallNumerous stallholders offered unusual things for sale.

XNredrimsOne Belgian had brought a time capsule NOS 1980s Motobécane, shrink wrapped and untouched.

XNMotobecnewdet XNMotobecnew

However, some merchandise in the boxes under the tables really was substandard in every sense of the word. Rusty cheapo derailleurs teamed up with cracked Record crank spiders to make for some nasty surprises.

Dutch Gazelle frames abounded, as did Italian ones, with one special all French equipped Mercier catching my eye.

XNMercheadb XNMercgold XNMercallFrenchThere also was a good specimen of a late thirties Helyett with an Osgear, but most photos I took of it just didn´t come out.

XNHelyettrearmechdo XNHelyettdt XNhelettshiftlev XNheadbhelyettSome bikes in the expo were quite rare local brands.

XNHeadberoba XNHeadb XNheabstefiThe stall I took most snaps at was the one with the toys. I just loved the Renault scale model with the dead insect on the roof.

XNReninsThe rest of the toys just were too colourful to pass up.

XNmoddssaf XNModpeugXNMehyog XNMehunico XNMehkakaoWhy is it that I keep ending my Neerkant report with pics of cars?


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