A busy week. Having got Meg, the
Magic Micra serviced and MOT’d and narrowly avoided acquiring a 1992 Suzuki
GS500E project, I sought solace in the garage and continued stripping my fixed
gear winter/trainer, cleaning parts before transferring them to the Mulo
frameset. Some things were bin fodder, others model specific. The Mulo’s head
tube is tapered, 1.5 inches at the base, which wasn’t problematic since I had
an integrated Cane Creek cartridge bearing headset and compatible fork that I’d
bought for metaphorical pennies a year or so back.
The problem being, I didn’t have
a suitable setting tool (rammer, in casual parlance). I didn’t want to purchase
another, spending money and wasting time, so headed out to my local mechanic
brandishing biscuits. They kindly set the crown race down, while I was doing a
Tour De Morrisons and I returned the favour with a twin pack of chocolate
digestives.
I returned and began building the
frameset, having applied helicopter tape and old inner tube to select areas,
coupled with liberal helpings of waxy corrosion inhibitor within the frame’s
inner sanctum and allowing it 24 hours to cure. Liberal helpings of Juice Lubes
Bearing Juice to the bearings, a lighter application to the crown race.
Elsewhere, I opted for Oxford Mint Assembly Grease Oxford Mint
Assembly Grease | cycling-not-racing since it’s a sturdy, carbon compatible
blend.
Everything came together
surprisingly easily, save for a schoolboy error-me mounting the new ring
inboard of the crank spider, bring everything flush against the chainstay. An
easy fix but consumed some time. Wheels and chain followed- I’d gone for the
40mm Continental Pure Contact since clearances allowed.
I’d opted for the beefy Izumi 410 and the 17tooth Halo sprocket means a gear of 69inches. Easily tensioned, I fitted the Gravel Hugger guards, then the Topeak Super Tourist DX 2.0 Topeak Uni SuperTourist 2.0 NonDisc Rack | cycling-not-racing- a light coating of Oxford Mint Assembly Grease on the treads and forming a seal so the elements couldn’t sneak past and cause mischief. I decided to call it a day, popped the Mulo away. I revisited with fresh eyes two mornings later.
Some Leatt SPD arrived for
testing but for the time being, I'm sticking with the ultra-dependable and long
serving Shimano M540, switching the Leatt between Denise and Ursula to assess
their mud shedding trail capabilities first. The Leatt Endurance 6.0 are intended at cross
country mountain bike and gravel audiences and have a reassuringly high
specification. 6061T6 aluminium alloy bodies (shot peened to prevent stress
fractures turn on cro-moly axles) and more interestingly, a LSL
self-lubricating bushing, a needle bearing, and an industrial roller bearing.
Quad seals promise to keep the grease in and elements out. Stainless steel
bindings and Shimano pattern cleats continue the durable narrative.
On the topic of mud, I continue
to be impressed by the CST Patrol, which though not the lightest of
cross-country rubber, seem to perform consistently well across a broad range of
conditions, while proving highly puncture resistant. No punctures to date.
Loosely comparable with
Continental Cross King- another cross-country design with quick rolling charms
and modest weight but in my experience, prone to flats-flints and hedge
clippings specifically. Continental have sent me the latest versions, which now
feature the brands black chili technology. This is a sophisticated polymer
promising to improve grip, rolling resistance and wear. It will be interesting
to see how they compare with the CST Patrol, particularly on the reliability
front. The Continental sport a similar tread pattern and also feature a
fibrous puncture repelling weave beneath the belt.
Staying with puncture resistance,
I’ve experienced two pinhole flats over the course of two consecutive rides with
the rear Pirelli Cinturato, leading me to switch the rear for Maxxis Ravager Maxxis Ravager
TR Tyres | cycling-not-racing Thankfully the tubes only succumbed to a tiny
pin-prick, so easily patched and returned to the Zefal Adventure R11 ZEFAL
ADVENTURE R11 WATERPROOF SADDLEBAG | cycling-not-racing . The Muc-Off Airmach
Mini Inflator Muc-Off
Airmach Electric Inflator Pro | cycling-not-racing has proven an absolute
godsend on these occasions, especially since I needed to be back pronto to
facilitate a few things.
During this phase, I removed Ursula and Denise’s seat posts, blasted some Supertrol into the seat tubes, added another lick of grease to the posts, refitted, nipping them to 5 and 6nm respectively with the Velo Tool Mini Adjustable Torque Wrench. This also gave opportunity to refine Ursula’s saddle height, raising the Kinetic 2.1 Suspension Seat post KINEKT 2.1 SUSPENSION SEAT POST | cycling-not-racing a further few millimetres.
