Inspect & Pension Off

 I returned from a wet, greasy ride on Ursula and was about to strip and lightly lube the chain with some Peaty’s Link Lube Dry. Something prodded me to whip out the chain checker and it slid into the links .75 is the pensioning off point for 9, 10 and 11 speed units.  

I plucked a Sram from the stash, pruned by a few links and fitted sans magic link, since though I understand the design principle, I much prefer a solid pin. That said; I slipped the residual links and magic link into a re-sealable bag, into the See Sense Handlebar bag SEE SENSE HANDLEBAR BAG | cycling,-but-not-usually-racing (sevendaycyclist.com), just in case.  

Observation suggests 10 speed chains last between 3-4 months. I’d returned 1600miles from the superlight model which is a good bit more than the 1250 typically managed before they hit .75 on the chain checker. I was also astonished by the amount of congealed lube coaxed from the jockey wheels and derailleur cage once I’d removed the worn chain. Particularly since I’d regularly deep cleaned the drivetrain between lube changes and as appropriate, topping up.   

As for the Peaty’s Link Lube Dry, well that’s another water-based, wax prep, intended for spring/summer use, so now is the time to test.  

In common with all waxes, especially those employing water-based carriers, any trace of pre-existing lubricant must be exorcised. It leaves the spout with a celeste hue, so even coverage is easily achieved. Once cured, it assumes a waxy glaze, theoretically meaning it runs cleaner, rather than collecting contaminant and scabbing off.  

Time, miles and climate will reveal its true characteristics and staying prowess. Spotted this Austin, while on our chain checking spin. From a distance, I believed it to be a 2CV based Lomax, prompting a closer look (without drawing unwanted attention, or making the rightful owner nervous).  

Several months down the line, my fixed gear winter/trainer’s aheadset was still very smooth and subsequent inspection confirmed bearings and races were still well protected by the Park PPL-1.  

However, I’d come that far and needed to assess the Peaty’s Assembly Grease on bearing components (since it’s apparently perfectly fine). The boot/headset cosey made from scrap mtb inner tube was also perishing, so due replacement. This also presented an ideal opportunity to clean the KMC chain and feed it some of the Peaty’s Link Lube All Weather Premium. 

Packed with Peaty’s and excess wiped, the headset was buttery smooth. I used the excess to grease the stem and Gusset Headlock threads, since the latter is a sitting duck for wet, gritty stuff.  First outing at 6am the next morning and everything felt bang on. Chain serenely quiet, steering quick and ultra-refined.  

Along the lanes, at 20 mph and banking into a right turn, I feel the tyres lose traction-diesel. Thankfully the fixed transmission, experience and decent rubber meant I was able to regain control, without incident.  Diesel vehicles, those with automatic transmissions in particular, drip unspent fuel under more forceful, or sudden braking. Farm vehicles, coupled with the sudden, more intense rains, flushing spillages from the fields are another possibility.  

I’m never one for compulsion, especially when it comes to helmets, but wear mine pretty much every ride. Every so often, I get a gentler reminder of their benefits. Now and then, even the anti-bacterial pads can turn a bit funky too. Steve’s been testing Oxford Mint Helmet Santiser OXFORD MINT HELMET SANITISER | cycling-not-racing (sevendaycyclist.com) . In a pinch, I’ve given whiffy lids a quick blow-over using anti-bacterial santiser sprays and do, from time to time, take mine in the shower with me. A couple of thousand miles along the line and the Bontrager (model) finally succumbed to a flat. A flint, more accurately. It had burrowed into the casing, commuted by wet, greasy roads and dung. 

 

Hardly a major issue, but unwelcome at any point, especially when the weather was turning slightly stormy. Thankfully, I had two spare tubes and two pumps. CO2 cartridge but no inflator. Unsure how that came about-would've made for a quicker pit-stop. Flint removed, fresh tube and 60psi later, I refitted the wheel and rode the remaining 7 miles back without incident.  

The Peaty’s All-Weather Premium has certainly held its own but transferred very readily to hands and bar tape during said mechanical. Upon my return, I gave the bike a quick sudsy bucket wash, put some additional pressure and a drop of glue into the tyre. This is also an opportunity to check/replenish tube stock, pump and in my case, add the CO2 cartridge/inflator.  On that note, I'll end here with my long term review of the Kenda Kwick Journey KS Plus Tyres KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com) 

  

Grease, Cadence and Crisis Aversion

 Speed grease hmm, I thought, glancing at Ursula’s Hollowtech II drivetrain. I needed to inspect the crankset splines and bottom bracket region anyhow, given the relatively harsh and snowy winter/early spring. I wasn’t surprised to find everything came adrift easily, given the spline and bottom bracket shell had been given a sensible helping of Muc-Off Eco-Grease TWELVE MONTH TEST: GREEN OIL ECO GREASE (sevendaycyclist.com) which was still evident but beginning to recede a little. Out came some Motorex Power Cleaner and an old sock. A few blasts and a quick wipe later, I was ready to introduce some Peaty’s Speed Grease.  

This is a low viscosity formula, so is easily applied to the host and covers nicely. Ten minutes later, everything was reassembled and correctly torqued. Anecdotally, the cranks spun buttery smooth, and resistance feels lower. However, quantifying that in any meaningful way, without laboratory testing facilities is going to be a little tricky.  Durability will also be interesting. Not that there’s any indication it will need frequent replenishment, but traditionally lighter lubes and greases tend to.  

Racers traditionally brewed their own but would think nothing of stripping and repacking the machine after every event, which isn’t desirable for most riding contexts, particularly training, touring and commuting. Time will tell but for now, ten minutes well spent. Interestingly, a serviceable quantity of Green Oil Eco grease clung to the pinch bolt threads, so I simply reinstated them.   

I also took this opportunity to strip and treat my fixed gear winter trainer’s Cane Creek Thudbuster ST G4 seatpost, Wellgo WELLGO MO94B SPD PEDALS | cycling-not-racing (sevendaycyclist.com)pedal threads and smaller, oft neglected fasteners to a helping of the Peaty’s Assembly Grease.  Ditto Ursula’s since I was there, and daily drivers will say considerably more about its tenacity and any potential quirks.  

Very much in the zone, I gave said fixed a good wash, stripped the chain of Bat waxBAT CHAIN LUBE | cycling-not-racing (sevendaycyclist.com), in favour of the Weldtite Ceramic WELDTITE CERAMIC LUBE | cycling-not-racing (sevendaycyclist.com), and a quick rummage unearthed the cadence sensor, which I fitted, along with a fresh CR2032 cell. Interestingly, the magnet mount was still attached to the crank arm, so I gently turned the cranks and couldn’t figure why the sensor light wasn’t flickering to denote function.  

Closer inspection revealed the magnet had slipped from the housing. I didn’t want to buy a dedicated replacement magnet, so I had a look on an auction site for something suitable. I found a pack of five with a 3M self-adhesive backing, so cleaned the holder with solvent to ensure good adhesion and popped one in place-success!  Whether it will stay put longer-term, remains to be seen.  

Mudguard and other little tweaks have solved any teething issues with the Teenage Deam, so I’m enjoying its spirited charms, on fair weather days. Less endearing was the sudden and unexpected demise of my Yak Homage’s inner tube. A ruptured seam, which illustrates the point that get a blowout and sealant WILL require a major clean-up operation, not to mention a new tube (which I was sadly lacking, on this occasion).  

Otherwise, easily sorted. I acquired two replacements, more was tempting, given the potential disruptions induced by pandemic & Brexit. The latter is coming in installments and according to industry experts, supermarkets are likely to witness supply disruption and ultimately, empty shelves. Price increases are also somewhat probable, if not inevitable. 

There are several variables inducing this-a pronounced lack of qualified HGV drivers, especially since, given a dark underbelly of xenophobia European drivers and people per se have no incentive to return, or indeed, bring goods into the UK. 

There is an uneducated assumption/suggestion that the military will just “step in. However, this is unrealistic. While the armed forces are experts when it comes to logistics and service personnel are highly adept at responding to the unexpected, a military HGV driving qualification is not directly interchangeable with civilian. Therefore, some further training will be required, and this takes time, especially during a pandemic...