1. HOW MUCH DO YOUR FRAMES COST?
The starting prices for a Crisp custom road or MTB frame are listed under Pricing → Road / Gravel / MTB in the main menu. There you’ll find detailed information about standard framesets and available options. The standard frameset includes project planning, analysis of your anthropometric data, geometry development, drawings and revisions, fabrication, graphic and personalization development, a ceramic bead-blasted finish, and custom etching.
Shipping costs depend on the destination and on what is being shipped (frame only, frame + fork, or a complete bike). Within Italy, an insured express shipment for a frame typically ranges from €50–100. For shipments outside Italy, insured express delivery usually ranges from €200–300.
These prices do not include packing materials or packing labor, as those depend on the overall volume of the shipment. I provide a detailed shipping quotation before starting any project. If you have specific shipping preferences or would like to use your own carrier, I can accommodate that as well.
I work with several types of ASTM-certified titanium. For bicycle frames, I primarily use straight-gauge, cold-worked-stress-relieved (CWSR) American Grade 9 (3Al/2.5V) seamless tubing and Grade 5 (6Al/4V). These alloys are industry standards, proven over time for their strength, durability, and ride quality.
For butted tube sets on special projects, I prefer Columbus triple-butted titanium tubes. For braze-ons and machined components, I rely on high-quality parts from Paragon Machine Works in California.
No. I use Grade 9 because of its superior mechanical characteristics and overall ride quality. Alloys such as Grade 11 or Grade 2 are not aerospace-grade; they are intended for industrial applications that prioritize corrosion resistance (boilers, heating elements, acid baths, and similar uses). Their mechanical properties are significantly lower than those of Grade 9, making them unsuitable for high-performance bicycle frames.
I use Grade 5 for machined parts such as bottom bracket shells, dropouts, and braze-ons because it offers excellent strength and machinability. However, I do not use Grade 5 tubing for frame construction.
Commercially available Grade 5 tubing for bicycles is not seamless; it is made from sheet material that is rolled and welded. Although the exterior weld seam is ground smooth, the internal seam remains. With bicycle tubing typically ranging from 0.5–0.9 mm in wall thickness, this creates an inconsistent grain structure along the tube. Under riding stress, that inconsistency can promote stress risers and cracking, which can ultimately lead to tube or frame failure.
There are more than 40 titanium grades defined by ASTM standards. Grades 1–4 are considered commercially pure (CP) titanium and have significantly lower strength compared to Grade 9. When small amounts of alloying elements are added, the material gains specific mechanical characteristics tailored to its intended use.
I’m often asked this question. While I’m not a carbon-fiber specialist, I do know that both materials can be engineered to achieve specific targets for strength, stiffness, weight, and ride characteristics. Carbon fiber can be tuned through fabric density, lay-up orientation, thickness, shape, and the type and quantity of resin used.
With titanium, I achieve similar tuning by adjusting tube length, diameter, shape, wall-thickness distribution, cold-working, and overall frame geometry. I can design a titanium frame to be more compliant or more rigid depending on the performance goals of the rider.
The idea that one material is inherently “more flexible” than the other isn’t accurate. Both can be engineered to be very stiff or to offer controlled compliance. That said, I am skeptical of marketing claims that describe a carbon frame as both extremely stiff and highly shock-absorbing at the same time—these characteristics are often at opposite ends of the design spectrum, regardless of the material.
This question comes up often, especially in Italy, where some marketing promotes the idea that titanium bicycle frames must be welded inside a sealed chamber. Here is how I approach this and why:
I weld all my frames in an oxygen-free environment using argon purge systems that are specifically engineered for titanium bicycle construction. My welding and tacking fixtures—made by Anvil (USA)—are designed exclusively for titanium frames and are fully plumbed for internal purging with argon. This setup creates a highly controlled, oxygen-free environment around both the weld pool and the inside of the tubes. In practice, it provides a level of protection equal to, and often more efficient than, a full purge chamber.
A full argon chamber is not commonly used in the bicycle industry for several reasons:
Efficiency: A chamber must be completely filled with argon before welding. This is extremely slow and wasteful, as most of the gas volume never comes near the weld.
Fabrication workflow: A bicycle frame must be checked repeatedly for alignment during tacking and welding, because heat naturally causes distortion. Precise alignment is done on an external alignment table. Once a frame is sealed inside a chamber, these checks cannot be performed accurately.
Limited access: All components must be placed inside the chamber and sealed before purging. This restricts access and slows the entire process, making it incompatible with the precision adjustments required in custom framebuilding.
No real welding advantage: Clean, high-quality titanium welds come primarily from correct tube preparation and correct shielding—not from the chamber itself. Tubes must be thoroughly cleaned with acetone and synthetic abrasives before welding. If this step is neglected, weld contamination will occur in a chamber just as easily as outside of it. The chamber does not compensate for poor preparation.
Modern titanium framebuilders achieve superior results using advanced TIG technology:
Titanium-specific torches with large trailing shields protect the entire weld zone.
The interior of every tube is purged through the fixture, ensuring complete shielding during welding.
Post-flow argon continues after each weld to protect the bead as it cools below its reactive temperature.
The welder works very close to the weld pool, allowing real-time adjustments in heat and technique—something that is not possible inside a chamber with heavy gloves and restricted access.
It is also worth noting that tacking—the critical step that establishes alignment—is almost never done inside a chamber by any manufacturer. If tacks were contaminated before entering a chamber, the welds inside the chamber would already be compromised. For this reason, all my frames are tacked in a modern, purged tacking fixture, which offers the most precise and controlled environment available for titanium bicycle fabrication.
Purge chambers still have valid uses in aerospace and industrial manufacturing, especially when welding small, solid, or irregular parts where internal purging is not possible. But for bicycle frames, the technology has advanced far beyond the chamber method.
In summary:
A purge chamber does not inherently produce a better weld. Modern titanium framebuilding relies on proper tube preparation, controlled internal purging, titanium-specific torches and shielding, and real-time weld control. For bicycle frames, welding in a chamber is unnecessary, inefficient, and incompatible with the precision required for alignment. It may look impressive, but it offers no practical advantage for quality or performance.
Ordering is simple: just send me an email to confirm your request. I require a non-refundable €500 deposit to begin a custom frame. This deposit allows me to purchase the specific materials needed for your build (I keep overhead low to control costs) and it also secures your place in my build queue. I work on one frame at a time and build them in the order that deposits are received. While I’m completing earlier projects, we’ll develop the design of your frame together.
After receiving the deposit, I send a set of forms that are easy to complete. These include your body measurements, your current bicycle geometry and position, and details about your riding habits and goals. This becomes the starting archive for the new frame design. Distance is never an issue—I work with cyclists around the world, usually by email, and often with riders who already have a fit sheet or specific geometry from a bike fitter.
My weekly rhythm is straightforward: Monday through Thursday are dedicated to fabrication in the shop, while Friday is primarily for design work and communication with clients.
To keep projects moving efficiently, I generally maintain minimal communication until the build date approaches—usually about one month before fabrication begins. Over the years, I’ve learned that roughly half of my clients reconsider important aspects of their frame after placing the deposit. Allowing this time ensures that their ideas can settle and mature before we finalize the design. It also allows me to stay fully focused on the frames currently in the shop and to keep the queue fair for everyone.
If you don’t hear from me for a few weeks during this period, don’t worry—this is normal while I’m cutting, prepping, and welding. That said, I want to be absolutely clear: you can contact me at any time during the process if you have questions or need to discuss your project. Email is always the best way to reach me, as I usually don’t answer the phone when I’m working on a client’s frame.
Lead times change frequently, so the best way to get an accurate estimate is simply to send me an email. In general, current lead times are shorter than in past years, but they still depend on my workload at the moment you contact me.
I work alone and I never compromise the quality of a client’s frame to shorten the queue. Each project receives the time, attention, and precision needed to meet the rider’s design goals. I also assist with component selection when requested, so each build is studied as a complete project.
Because I handle every aspect of the business myself—including design, fabrication, administration, communication, and unexpected shop visits—I can only offer tentative lead times, not guaranteed delivery dates. Custom fabrication is affected by many small variables, and I prefer to finish a frame properly rather than rush a job to meet an arbitrary deadline.
For this reason, I ask clients to plan accordingly so they are not left without a bicycle during the design and build phases. If a strict or inflexible deadline is essential, it may be best to reconsider the timing of your purchase.
That said, I’ve never had a dissatisfied customer. If a delay occurs, clients consistently express that they appreciate the extra care taken to ensure their frame is built correctly. Any waiting is quickly forgotten the moment they ride the finished bike.
No. Every frame I build is fully custom. I don’t produce stock sizes, standard models, or inventory frames. Each project is designed from the ground up for the individual rider — which is likely one of the reasons I stay so busy.
Yes. I carry out all the core fabrication work myself — cutting, mitering, fitting, welding, alignment, and finishing. I occasionally collaborate with specialized machinists for unique parts or complex machining requirements, but every frame is built by my hands from start to finish. I also handle all of the administrative tasks, including material ordering, shipping, communication, and accounting.
There are many places to buy a titanium frame. You can purchase a $600 frame from the Far East or a $5,000 frame from a boutique brand — and many cyclists are perfectly happy with those choices. No problem there.
I started Crisp Titanium because, for me, the difference isn’t just the frame — it’s the journey. I experienced that journey myself in 1995 when I built my first CRISP frame (which I still ride today). Starting from an idea and watching it take shape, tube by tube, was something I never forgot. I enjoyed it so much that I dedicated my work to helping other cyclists experience that same feeling.
What sets a Crisp apart is the personal process: the conversation, the design, the craftsmanship, and the shared enthusiasm for building something truly unique. I have the tools, the tubing, and the experience — now I just need to hear about your dream.
Frame weight varies from project to project depending on the design, rider size, and tubing selection. Most of my frames fall between 1300–1600 grams.
There is often a lot of emphasis on ultra-light frames, especially in performance circles, but weight should be considered in the context of the entire system: rider + bike.
For example:
If you weigh 75 kg and your complete bike weighs around 7 kg, the total system weight is 82 kg. The difference between a 1600 g frame and a 1300 g frame is 300 g — which represents only 0.37% of the total system weight.
On paper, that may sound significant, but with titanium, reducing weight means reducing material. That compromises the very qualities that make titanium exceptional: its smooth ride, longevity, and structural reliability.
My priority is to build frames that ride beautifully, fit perfectly, and last for decades. That means focusing on geometry, fabrication quality, and appropriate tubing. Weight is one part of the equation, but never the defining one. If your goal is meaningful weight reduction, it is far more effective to focus on rotating or moving components — wheels, tires, cranks, cassettes, and other parts where even small reductions have a noticeable performance effect.
That said, I have built complete bikes under 6.0 kg, and for riders chasing absolute minimum weight, sub-5.0 kg builds (without pedals) are achievable with the right component choices.
A great frame is a long-term foundation. Once that is right, you can always tune the rest of the bike to reach your weight goals.
Crisp frames built with straight-gauge Grade 9 CWSR titanium tubing carry a limited lifetime warranty for the original owner. This warranty is non-transferable.
It depends on the type of work and my current workload. For specific repair or modification inquiries, please contact me directly by email.
In most cases, no — it is not advisable. This applies to both MTB and road frames, with two important notes for road bikes:
Flat-mount tabs can only be added if the stays are sufficiently robust for the braking loads.
Any proper flat-mount conversion would require replacing the entire left chainstay assembly, not simply welding tabs onto the existing tubes.
Why this modification is problematic:
Modern disc-brake frames are designed from the ground up to handle the different load paths created by disc braking. The forces enter the frame at the caliper, which sits far from the hub’s centerline. This requires larger, stronger stays and, in many cases, thicker wall profiles. For example, on my disc-brake road frames, I typically use 19.0 mm × 0.89 mm stays versus 15.9 mm × 0.89 mm for rim-brake frames. Depending on the rider and use case, I may increase wall thickness even further. These structural differences are essential for strength, stiffness, and long-term durability.
The more critical issue, however, is welding on an existing titanium frame.
Titanium welding requires exceptionally clean tubing — inside and out. When I build a new frame, I can clean each individual tube thoroughly with acetone, synthetic abrasives, and internal preparation tools before welding. Once a frame is fully assembled and has been exposed to the real world, moisture, dust, and contaminants work their way into the tubes through openings such as the seatpost, bottom bracket, cable ports, and dropouts.
If I apply heat to a used frame while welding new tabs or braces, those internal contaminants vaporize. Titanium becomes reactive with oxygen, nitrogen, and hydrogen at temperatures far below its melting point, which means these contaminants are easily drawn into the weld pool. The result is a compromised weld that may look acceptable externally but can be brittle, porous, and structurally unsafe.
What can be repaired, and why that’s different:
If a top tube or other tube is damaged, I can repair it properly by cutting the tube out entirely and replacing it with a new one. This gives me full access to clean all surfaces to titanium-worthy standards.
But when adding disc tabs to an existing stay, I cannot get inside the stay to clean it, and therefore cannot guarantee a safe, contamination-free weld.
Some people suggest welding an ISO tab on the seatstay with an additional brace to the chainstay. While possible in theory, it still suffers from the same contamination issues — and you would be locked into ISO/Post Mount systems only.
For these reasons, I do not offer disc-brake conversions on existing rim-brake titanium frames.
To order a frame, please contact me directly at info@crisptitanium.com.
Accepted payment methods include bank transfer. I also offer a 10% discount on the purchase price for payments made in Bitcoin.