Progress & Priorities

 

On some levels and to some extent, everything in life is a work in progress. That out of the way, I was still being taunted by the intermittent brake tickling and concluded everything was otherwise correctly aligned...Perhaps the outer housing from lever to first cable stop was fractionally too short... 

I'd had plenty of compression-less outer and had earmarked inner cable replacement, so an obvious thing to rule out and a simple fix. Something that came to mind during that meditative mid- ride phase.  

I've also been contemplating the rack and trailer compatibility conundrum.

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.

 Now, they are intended as a tubeless setup, which is another nice touch for those running a conversion. They also proved a very tight fit, which is very welcome on a tubeless system, but calls for a decent tyre lever. This was particularly so when running them with a butyl tube- even aboard a very conventional cross-country rim. I was relieved to find my trusty Cyclo Advanced Tyre Removal and Fitting Tool worked its magic, saving considerable time, effort, blisters and agricultural language.  I am very particular about lending tools and there are some I will flat out refuse to let out of my sight. Said tyre wand falls firmly into this category, along with a Czech made headset press.     

Mid-range Power & Medium Cage Musings

 

After some deliberation, I happened upon a medium cage 10 speed Tiagra rear mech at a very favourable price, so indulged on the basis it would come in handy. Whether Ursula’s existing and long serving Tiagra turned sloppy, or I fancied running a 32 tooth rea sprocket for some additional winching prowess, when towing a trailer, or heavily laden panniers. Of course, it arrived and needing a break from the screen, I elected to switch things around. A simple job. I’d not touched the short cage mech save for minor adjustments, cable replacement and cleaning since Ursua’s refurbishment two years ago. The frame mounting bolt proved a little arthritic, so I squirted some MO94 and allowed it to seep in a few seconds.

 The last thig I wanted was to risk the frame thread’s integrity. The bolt released easily and I was pleasantly surprised to find some Oxford Mint Assembly Grease Oxford Mint Assembly Grease | cycling-not-racing clinging to the threads, but another reminder about regreasing at least annually. I reached for the Zefal Pro ii Zefal Pro II Grease | cycling-not-racing this time round, which I’ve found a very durable, corrosion resistant default.  

Cable connected, chain fitted, everything seemed to be moving up and down the block snappily enough while Ursula was held by the Topeak Flashstand e Up  Topeak Flashstand eUp | cycling-not-racing . Proof of the pudding is in the riding, so I hopped indoors for some food and headed out an hour later. Much the same story for 10 miles and then some clicky hesitation. I initially thought this might be a b screw tweak, something I’d tackle upon my return…

Upon powering away from a concealed junction, I was serenaded by a loud ping and loss of power transfer. Inconvenient, but an easy fix, provided you’ve some spare links and a magic link connecting pin. Oh, and a chain tool. In this instance that belonging to my beloved Topeak Alien ii. Five minutes later and we were homeward bound, harmony restored.

Another mixed terrain ride the following morning confirmed this. Rains- heavy showery interludes struck and though I’d left out sans micro jacket, the cooling precipitation felt delightful after several weeks of sustained intense heat and drought. It also presented the perfect opportunity to see how hydrophobic the Leatt glasses and shoes were.   I also treated the long-serving short cage Tiagra mech to a seriously deep clean. It wasn’t obviously mucky.

A liberal blast of Muc-Off Chain Wax Cleaner Muc-Off Chain Wax Cleaner 500ml | cycling-not-racing quickly flushed out embedded wax from the derailleur's inner sanctum and jockey wheels, resulting in a shallow, oily pool, which was strangely satisfying. I'd treated the mech’s inner sanctum to a further stiff brush tickling for optimal effect. Rinsed, dried and a shot of MO94 Muc-Off MO94 Multi Use Spray | cycling-not-racing later, inspection revealed the mech was mobile and slop free, so was popped in the drivetrain spares box.

I'd been experiencing some intermittent disc tickling (as distinct from rub) at the rear and had reached the conclusion it was down to friction, specifically attributable to the galvanised steel cable that was used since it was "in stock". Some further wandering around the web suggests the 287's design is another contributory factor. I've had no problems up front, although the cable run is much cleaner and I'm running a pre-lubed premium grade stainless inner wire.

I noted a little additional stretch at the cable, so pulled it through, and dialled the lever's 2mm nipple screw down to ensure complete release, theoretically eliminating drag. I'd also ordered some replacement stainless inner wires, since they're a workshop staple. Chances are, I'd be wanting to upgrade the galvanised stand-in due course, certainly before winter.

An easy fix and a metaphor for wider life. Sometimes things are a work in progress. Take a break but persevere until you're speaking their language and have them sussed. Little breakthroughs can be incredibly satisfying. 

Continuing the sticky theme, the sprung mount assembly on the Yak homage had gummed up, meaning they weren't closing on the skewer hitch. Something that caught me by surprise on our second laden outing. Just a question of easing them closed, then giving the sprung components a liberal blast of MO94 upon returning home.

Snappier engagement and secure tenure sorted, I could let rip and cruise in confidence, although I was considering making a shim from old butyl for the skewer hitch to provide a more tenacious, vibration- busting connection. With Denise's KMC chain registering north of.5, I decided to replace and fit the medium cage Tiagra mech- another straightforward twenty-minute job.

I'd acquired a replacement spring kit with the trailer, just in case the original failed and replacements proved hard to come by. The only minor niggle I've got with the mighty Topeak Uni Super Tourist DX Topeak Uni Super Tourist DX Rack Disc | cycling-not-racing concerns their pronounced feet. These prevent me from tethering the Yak homage.

Now arguably most tourists would run either panniers, or trailer, but there are times, say when running errands, or collecting stuff when you'd want to pair the two. Since the frame only features a single eyelet, I can’t position the rack higher, thus providing suitable clearance. Hmm, I’ll reflect and consider my options.

I've also been putting in some decent miles with the Leatt ProClip 6.0 Trail Boa MTB Shoes. Soles strike a good balance of efficient power transfer and walkability- stiffer than the Shimano GTX. For the most part, I've paired them with a traditional cross-country spud, but wasn'’t surprised to find models with bigger surface areas the ideal marriage. I've gone for the dual side Shimano M530 and ED500, the latter being a road-biased touring design- very solid and supportive, albeit with a slight weight penalty. 

Mud clearance won't match that of a true cross country, or trail model, but still better than I'd expect. I've had no issues clipping in/out, provided things aren't too boggy. They're also a doddle to strip and service Simple Pedal Overhaul | cycling-not-racing 

Given twenty minutes along wet roads, I wasn't surprised to find some water had crept in through the Leatt's cleat drillings. Slightly damp soles with traditional merino blend socks, but there's scope for waterproof designs, including these Muc-Off, which have been firm favourites of mine and served me well through some decidedly wet, winter rides.  Staying with Leatt, I’ll close here with my review of their Ride Viz Pro Small Clear PhotochromicSunglasses The Leatt Ride Viz Pro Small Clear Photo | cycling-not-racing

       

 

Calculated Gambles & Headset Care

 

I’d been casually looking out for a second skewer/hitch for my long serving Revolution Cargo Trailer. It’s been out of production for a good while, so spares were a little elusive-at least at reasonable, cost-effective prices. I tried TW Bents, the Taiwanese manufacturer, but nothing.

Someone offered me a replacement for £60, which I gently declined. Indulging in some curiosity surfing unearthed this M-Wave unit. The trailer’s swing arm looked a dead ringer, so for £15 including postage, I figured it was worth a punt. I wanted the convenience of just porting the trailer between Ursula and Denise without faffing about with skewer switches.   

A bit of grease on the skewer and everything slotted in nicely and the hitch is a reliable fit with the trailer-a calculated gamble that paid off. No excuse for not putting the Lomo Dry Sack through its paces, although save for the odd isolated thunderstorm, it’s been decidedly arid in these parts. A great opportunity to drag some favourite jerseys from the summer wardrobe too. This rather fetching Castelli Espresso Castelli Espresso Jersey | cycling-not-racing being a prime example. Lightweight, fast wicking and snug with generous pockets too. Steve’s been suitably impressed by its successor, too Castelli Espresso2 Jersey | cycling-not-racing.

Ursula’s chain was also skipping under load, so I switched to a new cassette since the chain was within .25. I also took the opportunity to strip, inspect, and deliver some more Juice Lubes Bearing Juice to Muffin’s FSA headset bearings, since it had been 12 months. It hadn’t been completely consumed and was still doing its thing. However, a generous dollop from my fingers to the races and bearings turned steering satisfyingly slick. Lubricated and protected for another 9-12 months.

Stem reinstated, preload and pinch bolts treated to a lick Zefal Pro II Zefal Pro II Grease | cycling-not-racingI noticed the brake’s inner wire had frayed. New inner wire, TRP Spyre SLC calliper dialled in, I adjusted the front Mud Hugger Gravel Hugger MUD HUGGER GRAVEL HUGGER MUDGURADS | cycling-not-racing and concluded the day’s fettling by switching the silver bottle cages for these black Elite Cruissi, homages.   

The following day, I tackled Denise’s quill stem adaptor and Stronglight A9 ST headset. Similar story. Again the lower bearing boot is very effective at keeping grease in and the elements out.

This time round I was better prepared with the headset spanners- trusty 35-year-old Campagnolo and nickel-plated BBB resurrected while I was searching for my Shimano pattern cassette tool. Component specific greases have their place-especially when tackling sensitive components. Suspension and seals, or contexts where galvanic seizures can strike (aluminium alloy seat posts in steel frames, for example). 

When it comes to bearings, more damage can result from a lack of grease or not cleaning bearing races of ingrained dirt and grease before. Everything came apart with consummate ease and as before, there was a moderate layer of Juice Lubes Bearing Juice clinging to the races and bearings. I’d come that far, so cleaned dipped a rag in solvent and cleaned the cups, bearings and races.

Bearing Juice and Pro II Greases to hand, I decided to apply the former liberally to the bottom race. The flow rate is beautiful in temperatures around 23 degrees, making it very easy to apply. Given these qualities, it would’ve been the obvious choice for the upper set. However, I cleaned components with solvent, dried and then decided upon the Zefal.

The mix n’ match approach might seem odd. However, the upper bearing takes less of a battering from wet, gritty roads and general loading. Then of course, there’s the convenience factor. The Pro II was already attached to a grease gun, so quicker and easier to deliver. Cable hanger reinstated, I applied a bead around the lockring threads and snugged down.

Quill converter treated to a top-up, front end back together. Couldn’t resist the urge to strip and re-grease the front cantilever posts- then was the time. Front wheel reinstated, cantilever straddle wire reconnected, I popped Denise from the stand. Engaging the front brake back and forth revealed no slop.

Turning the bars back and forth rewarded with satisfying smoothness-bearing tension bang on. Headset spanners engaged, locknut snugged down, it was just a matter of wiping away any excess grease with clean rag. Ok, I gave localised areas of frame a quick squirt of silicone infused bike spray and buffed to a shine.

Intuitively, I raised the bars by another few millimetres, so theoretically that’s reach and height optimised. Bike fits have taken a lot of trial and error from component choices, lengths, alignment etc, but sometimes it boils down to long, steady miles and subtle adjustments.

Substituting the auction site Garmin stem mount screws for a shorter pairing means I can fit the Coospo CS600 Coospo CS600 GPS | cycling-not-racing atop and the Gaciron XAIOMAN 1000 front light beneath. It also presented ideal opportunity to whip out the torque wrench and check stem, rack and other fasteners. No issues, save for the stem face and pinch bolts, which needed nipping tight before slippage could sneak in.     I’ll close here with my long term review of the Juice Lubes Bearing Juice The Juice Lubes Bearing Juice Long Term | cycling-not-racing

If It Ain't Broke Fettle It Anyway

  

It may come as little surprise that I am fighting every urge to perform another bar switch... Swapping the Soma Condor for its successor, the Condor 2 https://www.sevendaycyclist.com/soma-condor-2-shallow-drop-bars . Rationally, I know the Univega’s setup is bang on, yet still I feel compelled. I’ve swapped back to these long serving, dual sided XLC pedals though.

Build quality seems better than many SPD homages I’ve owned; or tested over the past twenty-five years. The white powder coated finish is particularly hardy, showing surprisingly few battle scars, several years down the line.  

Flipping and clipping with the otherwise likeable single-sided Wellgo (say at Junctions) had become uncharacteristically faffy. It also proved an ideal opportunity, to test the Soma Woodie 20 function multi tool’s 8mm cap.

I’ve never been a fan of the cap type that fit atop the 5 or 6mm key. Most fit fine and do the job. On the flip side, they are easily lost to the lawn, or undergrowth. Torque was better than I was expecting, given the relatively stubby 6mm host. liberally greased threads certainly help.  

Decided to clean and strip the Univega’s drivetrain. Nothing exotic this time, a rag dipped in white spirit remains a very efficient exorcist. I reached for Zefal Wet Pro Lube, primarily, because I wanted a ride that evening, so needed something “drizzle n’ go”. Pro wet is best described as a middleweight blend.

In terms of tenacity, I strongly suspect it won’t rival the hell n’ high water favourites (including Weldtite TF2 Extreme Wet, or Finish Line Cross Country Wet lubes). That said; its less syrupy than the former, yet stocky enough for protecting electroplated fasteners from taint and tarnish.

Staying with Zefal, a moment, the French brand has also sent us their Pulse Z2 side-entry cage. A composite side entry model, its designed to be switched round, to suit the rider’s dominant hand.

Side entry cages are also intended to overcome the problem of carrying two trade size bottles in a small main triangle. On this occasion, ours has replaced the Vel, which succumbed to sudden and unexpected fatigue. A lost cause. Even Theromoworx Whitemorph couldn’t fix, or modify satisfactorily https://www.sevendaycyclist.com/thermoworx-whiemorph  The Zefal Pulse Z2 composites do feel much sturdier, so we’ll see how it fares, in the coming weeks and months.

According to the tabloid press, the UK is due to get another bitterly cold winter. The coldest for 30 years, according to some sources. These lubes and the Schwalbe Winter Spike tyres are on standby, just in case. Meantime, the Univega will sport its Schwalbe Marathon Mondial Double Defense tyres https://www.sevendaycyclist.com/schwalbe-marathon-mondial-tyres  . Unless other testing options present, or disaster strikes, my fixed gear winter/trainer will retain its Tioga City Slicker and Schwalbe Marathon GT pairing https://www.sevendaycyclist.com/schwalbe-marathon-gt-tyres   . Both are very dependable and handle very nicely, even when the roads are paved with a slimy cocktail of derv and bovine dung.

Dusk officially starts at 1900hrs and Sun rise 7.15, so lighting is also becoming a major focus. K-Lite Bikepacker Ultra systems aside, I’ve just received Knog Cobber Mid Rear light. Middle child of the Cobber family, it’s reckoned to produce a 330degree arc, and 170 lumens, top whack. I’ve mounted ours to seat-stays by using the Cobber’s aero seat post bracket.

120 miles, and four rides in, its too early to reflect on run times but in terms of output, the mid should suit most people’s needs, even tag-alongs. Would be tempted to plump for the big Cobber, on a low-slung touring trailer, like my Yak homage. Maybe I’m just being over cautious…Let’s see what the following weeks bring.    

I’m also switching over to heavier duty threads. Now conditions are recognisably autumnal, I’ve defaulted to middleweight  layers, jerseys (including this Prendas Cyclismo Paris Bordeaux https://www.sevendaycyclist.com/prendas-ciclismo-long-sleeve-jersey . ¾ length bib longs strike the best balance still.

Ample protection to the knees and vital organs, yet still temperate around 15 degrees. Primal Dawn Bib Knickers remain firm favourites https://www.sevendaycyclist.com/primal-dawn-men-s-bib-knickers  

Oxford Bright 4.0 Waterproof Cycle gloves have also been resurrected. https://www.sevendaycyclist.com/oxford-1 These are another bridge garment. Not waterproof, in the impervious sense but they offer decent defence against moderate rain and chill. Last but certainly not least, I’ve been putting these Follow Hollow Performance Alpaca Socks. 

https://www.kickstarter.com/projects/briandavis/performance-alpaca-socks  

80% baby alpaca yarn, 15% nylon and 5% spandex, they’re made in the USA and I’ve been suitably impressed by their performance. Several weeks and hundreds of miles later, I’m forming the opinion they have an edge on Merino when it comes to temperature control and moisture management. Stay tuned for the full review.

Harvest Festival

 

No, not that one…After a week’s postal drought, a blizzard of kit arrived, including the Redshift Shockstop Suspension Stem www.redshiftsports.com I referred to, a few entries back.

Unsurprisingly, it’s infinitely more sophisticated than the Girvin Flex stem that divided opinion, back in the day (but one I was rather fond of). More refined engineering and working to closer tolerances, set up, is perhaps, predictably, a little more involved.

Given this precision and depending on rider weight, elastomers need to be swapped over and pre-load carefully reset. Not the sort of installation you’d attempt, 20 minutes before a big ride.

On paper, my Holdsworth might seem an unusual test rig. However, the shock stop is also intended for tarmac biased riding and the weight penalty, compared with a traditional 7005/6061 unit, is only around 80g.

As I’ve mentioned before, the frameset’s thin, steel tubes and carbon composite fork blades, are synonymous with compliance. However, the steerer is aluminium alloy and front end can feel unexpectedly direct, over washboard surfaces. My favourite 1in7 descent being a case in point.  

Ison Distribution www.ison-distribution.com sent me these rather fetching Genetic CX cantilevers for testing. I’ve reviewed several Genetic products, from pedals to seat posts, over the years, and have been consistently impressed, by the brands’ bang-for buck ratio.

Despite discs’ dominance, there’s a lot to be said in favour of the humble cantilever. Lightweight, a well-honed unit has adequate mechanical bite, to halt 115kilos-comfortably.

These are CNC-machined aluminium. The braced design, we’re told is designed to eradicate flex. 

Standards of finish are very high, relative to the asking price and polished finishes always keep their looks. Albeit with the occasional waxing, or buff with a polishing cloth and product, such as Crankalicious Mayo Jaune. https://www.sevendaycyclist.com/crankalicious-mayo-jaune-intensive-  

The Genetic were trickier to set up, with my Univega’s shallower reach Microshift brifters, which is historically, the case, with any wide arm design. M System patterns and models, such as, these Avid Shorty 4, are pretty much plug n’ play.  Crucially, I have the tubby 

tourer’s braking back up to scratch now.    

Elsewhere, I’ve switched my winter/trainers perch from the likeable 14mm wide BBB Echelon saddle, to titanium railed Brooks Swift homage. Motivations for this, will become obvious, further down the line.

However, its butt bespoke and some additional “spring” is welcomed along the lanes. Especially, since I’ve forgone the Cane Creek Thudbuster ST https://www.sevendaycyclist.com/cane-creek-thudbuster-suspensuin-se   in favour of the more tarmac traditional Genetic Syngenic https://www.sevendaycyclist.com/genetic-syngenic-seatpost .

Despite warnings of apocalyptic weather fronts, temperatures remain in the high teens/early twenties. 

No call for substituting shorts and summer jerseys for something more substantial (although summer kit is easily extended through autumn, with Lycra arm and leg warmers).

Talking of which, I’ve been suitably pleased by the Tenn GC Eurosport range https://www.sevendaycyclist.com/tenn  https://www.sevendaycyclist.com/tenn-global-eurosport

We are being approached with winter ranges, including some from Stolen goat www.stolengoat.com , which is really nice.

The 29^th marks the tenth year of this blog and has me reflecting on my motivations behind it. Its conception originated with the acquisition, and restoration of a certain orphaned frameset-hence the title.

However, other cycling related projects and concepts/product testing soon crept in. Occasionally it has lapped at social commentary and indeed, some personal shorelines. There’s a lot more to riding, than components and equipment, which make everything go, stop and handle in correct proportion. Yes, I am including the rider, in this equation.

Two wheels, with and without engines are extremely practical, everyday vehicles for a small planet but long, steady miles are very conducive to deeply reflective states. Often, I contemplate the journeys along life’s highways and my wrong turns on its roundabouts.

I’ve been brutally penalised for some mistakes on the one hand and I am acutely aware of a controlled rage within me. Conversely, I have a responsibility to myself and others, to learn from and channel these experiences/emotions positively.

Similarly, some unexpected detours have resulted in serendipitous successes. On that note I’ll end with Steve’s review of Surly’s Ted Trailer. With a maximum payload of 300lbs, its ideal for those of us carrying big, bulky loads, of a physical nature.  https://www.sevendaycyclist.com/surly-ted-trailer