In this article, we’ll be taking a closer look at Le Montréal, one of the signature models from BASSI BIKES (hereafter referred to as BASSI), named after the city where they are based.
The model itself is inspired by classic 1980s touring bikes, and its appeal lies in its flexibility—it can be built up as a commuter, a porter (a term for a city bike equipped with a large rack for carrying cargo), a randonneur, or a cyclocross bike, depending on how you interpret it.
Before we dive in, we have an interview with brand and shop staff Julian and Roberto that explores the depths of BASSI. Giving that a read first will provide much more context for the main story, so be sure to check it out.
Staff discuss the evolution and backstory of Le Montréal
Le Montréal is a classic-style bike with rim brakes and a quill stem, but its frame details reflect the brand's unique philosophy, and it has actually undergone two major updates to date. We will base today’s story on a blog post where brand staff member Simon explains these updates while discussing his own personal build.
Text by Simon from BASSI BIKES
When BASSI designed the first "Le Montréal" in 2013, I immediately felt that it was something out of the ordinary. It wasn't a classic track frame, nor was it an Italian racer. It had a road bike look, with thin tubing and nimble geometry, but it had clearance for 700x35mm tires, could accommodate fenders with a little effort, and even had rack eyelets front and rear. Back then, it was often called a "cyclocross bike," but there were hardly any cross racers around me. In reality, it was closer to the old city bikes I was repairing and customizing every week at our shop on Villeneuve Street.
The 2013 Montréal V1 was exclusively for 700c wheels. Putting small wheels on a small frame was unthinkable back then, and it was nearly impossible to find 650B rims or tires locally. Because of the tight, road-bike-like geometry, the front wheel was incredibly close to the feet on small sizes like 50cm, causing toe overlap—that situation where your feet and the wheel occupy the same space when you turn the handlebars sharply, potentially leading to a fall if you’re using clip-in pedals. But you know, when you’re riding normally, you don’t turn the bars that much, so it wasn’t really all that dangerous.
Even so, "Le Montréal" completely changed the possibilities for the bikes BASSI could make. Its classic lines perfectly matched what the people of Montreal wanted for their daily rides, offering a subtle beauty and a style that blended into the city. Plus, it could carry plenty of shopping bags, and you could attach a child seat to the back. The tires, which were quite fat for the time, were also much safer on streets full of potholes.
The frame was a success, and spin-off models were born. The Villeneuve (using road brakes) and Rachel were variations based on the Le Montréal’s design, and both were well-received. Then in 2017, when we were ready to make a new batch, we decided to try something a little different. We adopted 650c wheels for the smallest size (49.5cm). This standard, with a diameter 5cm smaller than 700c wheels, was familiar to road cyclists and was commonly used for racers designed for smaller riders. This eliminated toe overlap, but the 52cm frame still used 700c wheels, so there was still a bit of interference, especially when fenders were installed.
My bike was a 52.5cm "Le Montréal V2." I didn’t mind the toe overlap, and my body naturally adapted to it as I rode. I chose a smaller frame than usual because the reach was very long; it was a compromise to fit 700c wheels into a smaller road geometry frame. It worked well for some setups, but not for others, and I gradually started thinking, "Maybe a slightly larger size would be better." You get closer, higher handlebars, and you don’t have to have so much seatpost sticking out.
Then in 2020, it was significantly redesigned as the Le Montréal V3. We finally committed to changing wheel sizes according to the frame size. We were confident we could source the tires and wheels, and that allowed us to expand our size range to provide a comfortable fit for more riders. The new design features six frame sizes and three wheel sizes, effectively eliminating the toe overlap issue.
Coming into this year (2025), I decided it was time to switch to a 55cm frame. For reference, I’m about 180cm tall and my PBH (Pubic Bone Height) is 86cm. I’d never owned 650B wheels before, having always stuck with 700c, so I had to build these 650B wheels myself.
In the end, I gave my old frame and wheels to a friend in exchange for some of his artwork and some wheels he wasn't using. So, half the hubs and spokes on this bike have already traveled the world. The rims are new Zac-19s, the original model from when Rivendell reintroduced 650B in the 2000s. I happened to have some with the right spoke count on hand, so I used those.
Of course, I had to replace the fenders because the tires are wider and the diameter is smaller. My old Honjos were perfect with their scuffed, grayish aluminum texture, but I let them go with the old wheels. Now I’m sporting shiny new fenders, but in a few years, they’ll develop a nice patina and gain some "beausage" (the beauty of hard use).
As you can see from the photos, the rear mounting is pretty rough. But you only see it from that angle, and it doesn't bother me at all. Perfectly installing Honjo fenders takes hours, but if you’re satisfied with "pretty good," you can get them on in an hour and a half. That’s good enough for me.
All the other parts were carried over directly from my previous bike. Of course, everything fit perfectly right from the start, and no adjustments were needed. I didn't even have to redo the cable housing.
By the way, I’ve found that this bike is amazing for air travel. I plan to delve deeper into that concept later, but when you’re traveling to ride somewhere, a bike that is sturdy, simple, and can be broken down as much as possible is truly useful. Down tube shifters are great for that, and simple brake levers and cantilever brakes are a huge help. My somewhat odd idea of being able to swap out the cockpit quickly also turned out to be convenient. The racks come off quickly, too. The only part that takes time is the fenders, but it's not that difficult once the wheels are off. I just tie the fenders to the wheels for packing. By the way, a long Wera Allen key is extremely helpful—a multitool can be a bit of a hassle.
Riding a frame in the correct size is truly comfortable, even over long distances. Not having toe overlap is a surprisingly liberating feeling; on my previous frame, I’d gotten used to being conscious of wheel position, but now I don’t have to worry about it at all. Even with 42mm-wide tires and large fenders, it’s no problem.
This bike is a "do-it-all partner," and unless there’s a special reason not to, it’s what I reach for whenever I head out the door. The racks can be attached or removed in an instant, which is handy for picking up cat food or litter, and thanks to the dynamo light, I don’t have to worry about sunset. The 42mm tires feel just as good on fresh asphalt as they do on rocks or dirt. It’s easy to pack for air travel, so I’ve taken it on spontaneous tours, and it’s always the last bike I put away in the winter and the first one I bring out in the spring. I really love how it looks, but I guess I can say that about all my bikes.
Almost falling in love with this "do-it-all partner"....
What did you think? (Personally, I’m quite intrigued by the parts choice as well...) Simon’s article shows that Le Montréal is not just a classic bike, but a "partner" that has evolved to respond flexibly to everything from city riding to long tours. It’s clear that within its simple design, there’s a philosophy centered on choosing the right frame and wheel sizes to balance daily utility with touring capabilities.
Here at Circles, we often propose Le Montréal as that "do-it-all partner," mixing in elements for daily use, touring, and gravel riding—often using down tube shifters and randonneur bars to accentuate its classic style while leveraging the benefits of being able to fit wider tires. You can click through to the albums from photos of bikes we’ve built in the past to see them in minute detail.
I personally find it so enjoyable to learn about the "concepts behind a bike" and "why certain core parts were chosen." Going back and forth between Simon’s article and the bike catalog, my imagination runs wild with, "If it were me, I’d choose these parts and build it like this..." I think I’ll re-read Simon’s article one more time to calm myself down before I end up starting a Le Montréal build of my own. You all should be careful not to catch the same "symptom," too...