One potential solution was to fit
an adaptor that would raise the racks' legs, providing the necessary clearance
without compromising the rack's payload. Now, I'm talking a high quality,
properly machined stainless/6061 aluminium alloy, not the sort made from
cheese. However, closer inspection of the Topeak’s “foot” revealed this a
non-starter. Some folks recounted shaving metal from the foot with their trusty
Dremel…Nope, not for me. Besides, braking was my primary focus-this needed to
be right before we're tethering trailers.
The solution came courtesy of Madison cycles and a M Part Ridge rack. Weighing 624g, it's a single tier design loosely reminiscent of Blackburn's MTN. One that served me well until its demise while riding through Forest Gate (E7) late summer 1999. Credit to Blackburn, they honoured their lifetime warrantee and I received a replacement. The Ridge is made from 10mm 6061 aluminium rod, comes complete with a no quibble 5-year warrantee and a respectable 25kilo maximum payload.
Designed for disc brakes, it employs adjustable legs and oodles of calliper clearance without the "feet" which preclude trailer fitment. There's a solid top plate doubling as a mudguard for easy porting of rack bags and loose stuff captured by a cargo net. Stainless steel fasteners are another nice, corrosion-resistant touch. However, I found the arms too short for Ursula, preventing it sitting level, so switched them for the Topeak's.
Single tier models can make pairing of panniers and trunk bags less convenient than their two-tier counterparts and means weight is also positioned a little higher. All things being equal and in the everyday sense, I've never had any major issues lugging 20-litre panniers with Blackburn and homages.
One of the most faithful homages to the Blackburn MTN was produced by Bor Yeuh. I bought one over thirty years ago for £15 and it was very much bombproof and surprisingly well-finished. There’s an argument for using threadlock on fasteners, rather than grease-especially ahead of a tour. In these contexts, I’ve always carried a few spare nuts and bolts, should one make a bid for freedom. However, I didn’t have any medium strength threadlock to hand, so added a coating of Zefal Pro ii Zefal Pro II Grease | cycling-not-racing, which should keep the elements out.
These and other little fasteners are easily overlooked until you want to remove or adjust something. In a pinch, heavyweight wet lubes, or 10w/40 motor oil make passable grease substitutes, and I’ve found fasteners mobile a few months down the line. Nonetheless, for daily drivers and other mile munchers, re-greasing every six months or so remains best practice. If in doubt, apply a quick squirt of MO94 Muc-Off MO94 Multi Use Spray | cycling-not-racing, GT85 GT85 ALL PURPOSE LUBRICANT, or similar maintenance spray (allowing it thirty seconds or so to penetrate) before introducing an Allen key-your frame threads will thank you.
While rooting around in the spares boxes, I uncovered a set of solid axle mounts for the trailer. I’d acquired some along with the sprung hitch spares some years back. At that time, I’d been toying with Alfine and similar interplanetary (hub) transmissions. This never came to fruition. On a few occasions, I’ve tethered trailer and V2 fixed, primarily as part of wider product testing. Otherwise, gearing in the mid to high 70s isn’t synonymous with trailer tugging. However, 63inches might prove a better fit, should need arise.
Using the Specialized Crossroads
EX as a "control", I've done 250 miles with the Nutrak and found them
grippy and relatively responsive, especially coming from 2.2-2.3-inch cross
country rubber. Average speed across metalled road is 17mph against 14.5 with
the Continental and CST Patrol in comparable conditions. Even inflated to
their maximum (65psi) they've felt supple and compliant without any trace of
skittishness.
I'm experimenting with pressures
and am forming the opinion that 50-55psi is the sweet spot for my tastes, but
time, mileage and testing may say different. I'll be interested to see how they
cope in gloopy mud, which may be a while off yet, given the long, hot and
distinctly dry summer. My supposition is their narrower profiles, and tread
pattern will crave through without clogging or causing mischief around the
chainstays.
From a personal perspective, I
was delighted to find a 26x1.9 gravel tyre, alongside 700c and 650b, although I
was curious as to whether Nutrak were seeking to tap into the quiet trend for
mountain bike to gravel conversions. Something I raised with Madison when
discussing the specifications.
