Holiday Fixes

 

 

Having spent the last few weeks riding, fettling and perpetually washing my beloved fixed gear winter trainer, I’d organised the garage to an operational state, so reclaimed Ursula from temporary storage. Though generally in great shape, I discovered the rear mudguard stays required thread lock and front brake needing some TLC. Nothing more serious than a new inner and outer cable.  

I had a solitary Jagwire  Pro road cable TEST: JAGWIRE PRO ROAD BRAKE KIT (sevendaycyclist.com) the outer’s celeste livery screaming to me from the translucent storage container. Thankfully, these Jagwire snips JAGWIRE PRO CABLE-CUTTERS AND CRIMPERS (sevendaycyclist.com) were also holidaying there.   

 

Having cleaned the pads and performed similar “might as well” housekeeping, I fitted the fresh cable, pumped the brake to induce any potential slack before pulling through and ensuring the pads struck the rim uniformly and evenly.  

Control tech Bar wrap reinstated, I thought better of pruning the cable until the following morning. End super-glued and left to cure. These aren’t a completely sealed system but minimal maintenance.  

Some of the truly sealed models, including Transfil Flying Snake are as fit n’ forget as you’ll find but tend to be quite venomous during the fitting stage. The housings were also on the coarse side, too, gnawing through paintwork. So, if you’re going this route, slip a silicone cuff or two on the cable and some “helicopter” tape on the frame to avoid abrasion damage. 

Despite the inner wires being factory treated, I find the occasional shot of maintenance spray keeps them slick and happy. Electrical tape, or stickers are another useful “home” remedy, but I’m still pleased with Zefal Skin Armor Roll ZEFAL SKIN ARMOR ROLL | cycling-not-racing (sevendaycyclist.com) 

Little jobs completed, I ordered some more cables (since these things always strike when the shop’s shut and you’re clean out of cable) and some GT85 All Purpose Lubricant GT85 ALL PURPOSE LUBRICANT (sevendaycyclist.com). Frankly, I like to have routine/preventative stuff done BEFORE Christmas, for precisely this reason.  

I’d re-greased the seat post when I’d replaced the collar and there was oodles of Muc-Off Bio Grease TESTED : MUC-OFF BIO GREASE (sevendaycyclist.com) still keeping things slick and happy on the steering front, although as I’ve said on several occasions, full-length mudguards offer a surprising amount of protection to machine and rider alike. Comfort and dignity aside, they also extend service intervals.   

I’d noted the Univega’s cassette and chain side plates looking slightly scuzzy, so got busy with Weldtite Jet Blast Degreaser. Testament to the lube’s tenacity, it required a more generous helping of the potent solvent spray, and subsequent agitation with a brush, dipped in a citrus-based degreaser.  

 

I’m sticking with the Zefal Extreme Wet Nano Ceramic Chain lube and unless the weather turns as wintry as the tabloid press are whipping themselves to an orgasmic state about, I’ll keep “Ursula” shod with the Schwalbe Kojak. If it does, I’ll reach for the Schwalbe Winter Plus, which are more tenacious versions of the Marathon Winter, characterised by more spikes for superior traction and cornering. TESTED: SCHWALBE WINTER SPIKED TYRES (sevendaycyclist.com)         

Talking of which, the KMC Z1 EPT chain’s coating also seems reassuringly corrosion resistant. However, I’ve found some limitations with the Muc Off E-Bike Wet Weather Ceramic Lube, so have fed the fixed’s chain some of the Zefal too, which is holding its own, despite some patches of hub deep flooding. Bracing winds have left my fingertips slightly chill, despite decent full finger gloves, so I’ll have a rummage through my gloves drawer for some liners. Those needing more warmth might find these Raval drop bar gloves an ideal fix RAVAL DROP BAR GLOVES | cycling-not-racing (sevendaycyclist.com) 

Grinning Through The Gloom

These Schwalbe Marathon GT tyres arrived for testing from Schwalbe UK. Ours were the narrower 35mm section- nigh on1.4 inches in old money but there’s an even beefier 38mm, which seem a fitting choice, for the latest generation of disc equipped tourer, or tarmac tamed cross/gravel bikes.

These are much faster than the legendary and justly revered Marathon. Something that is immediately obvious from the first few pedal strokes-they’re also significantly easier to mount-no tyre levers required. Stiffer sidewalls, 7mm and 68g apiece separate them from the generally likeable, uber plush Maxxis Roamer.

Their E-bike compliance is also likely to explain the additional girth, although the Schwalbe inspire greater confidence along the wet, silty lanes. The sort that seem perpetually carpeted in gooey dung, complete with thorny, talon-like hedge clippings.

They use the “Dual Guard” system. Rather than our old friends Kevlar/Aramid, Schwalbe employs a two-layer nylon casing and a further 2.5mm strip of India rubber that works like a trampoline, forcing sharps out, thus minimise the risk of a flat. Schwalbe rate it 6/7 and say it strikes the optimal balance between speed and puncture prevention, which sounds perfect for bikes in daily service.

Talking of which, sidewalls feature a reflective strip and dynamo track, adding to their appeal. 

Retro-reflective strip and the Chevron style water channelling grooves are very reminiscent of Vittoria Voyager hyper http://www.sevendaycyclist.com/vittoria-voyager-hyper-tyre .

Interestingly, their profiles are slightly narrower than the faster rolling, Italian brands’ 35mm section, meaning a more comfortable fit in my winter/training fixer’s rear triangle.  

Formative impressions are very favourable. 65 miles along greasy/icy back roads suggest a quick, yet ultra dependable tyre. It’ll be at least 400 before I arrive at anything near tangible conclusions.  

Meanwhile those slushy lanes see regular post-ride rinse-overs to prevent salty, caustic stuff taking hold and moreover, nibbling away at pretty paintwork and components. I’ve got this down to around 10 minutes, including a quick, precautionary squirt of PTFE based lubes on exposed cables, pivot points and similarly sensitive mechanisms. 

I’ve also reverted to the Rock n’ Roll gold lube for more staying prowess but without the stickiness associated with traditional wet lubes.          

Decent lights are imperative during the winter months and not just the retina melting type, of which I am so very fond. Often it is the blinkies, retro-reflective and tertiary lighting that first registers on a driver’s radar. Aside from the Visijax gilet (www.visijax.com ), which continues to impress me with its presence, I’ve discovered the origins of John Moss’s preference for yellow, signal yellow to be precise.

Both his Tandem trike and Mango fairing sport this shade. Having recently changed the Velomobile’s gearing for a 2x9, thus improving efficiency overall, he’s decidedly dissatisfied with attempts to repair the scuffed nose using single pack acrylic aerosols. His godson works at the sharp end of car body repair, thus is fully equipped to apply 2K. We’ve tracked down a suitable Ford shade, so watch this space...

Elsewhere, we’re a bit further along with Graham’s GT rebuild-I’ve just introduced some cheap but cheerful, Jagwire brake cables. While Graham locates the wheels and I await derailleur cables, I’ve sanded some superficial glazing from the Alivio pads and I’m leaving those stainless steel inner wires to stretch to capacity. Then I’ll re-tension, prune and superglue the ends to stop fraying before it starts.

Premium grade cable sets, such as those Jagwire Elite presently stopping the Univega and are immune to such vices-simply tension, tighten the anchor bolts and trim to size. Budget models, though generally faithful servants benefit from a different approach.

Having set cable tension, pump brake levers ten times in succession to induce some slack. Loosen those anchor bolts, pull the inner wire through again and snug tight. I lean toward leaving them overnight and re-tensioning the next morning. They will have stretched to capacity by this point, so once tweaked, shouldn’t induce any short-soiling moments when tackling a 1in4 descent. Same basic principle applies to derailleurs. 

Right, well that’s it for this entry. Off for a chat with someone about a gravel bike... 

Cables & Cut Downs

Winter is hard on components and kit. The Univega is the most obvious candidate for some sealed Jagwire road elite sealed brake and shift cables. The existing mid-range inners and budget outers were still in remarkably rude health but generally speaking, I replace control cables seasonally on competition bikes, annually on working bikes.

Impervious designs are nothing new but they’ve come a long way in the last few years.

Housings used to be inflexible builders-hose types, which were difficult to cut and tended to chomp through paintwork with alarming haste, especially when gritty, slimy stuff got trapped between the two. The Gear cable housings proved tough customers to snip, brakes easier than some bog standard benchmarks. 

Though supplied with finish-friendly, rubberised cuffs, Jagwire’s CSX outers are soft, pliable and easily pruned with decent cutters. Same goes for the stainless steel inner wires, which I am told are impregnated with a special polymer lubricant.

Corrosion is something of a moot point but these also feature a non-stick liner, designed to run the cables entire length, theoretically sealing it from grit, dirt and anything else that might impair performance.

Decent snips in hand, everything cuts and comes together beautifully. Stretch is supposedly another moot point. I was surprised to discover some sloppiness at the front lever-easily corrected by pulling the cable taught and snugging down the Avid’s pinch bolt. 

Budget cables by all accounts can lead happy and productive lives but they are prone to fraying and stretch. Traditional MO with these is to pull them taught and leave overnight. Next day, take up the slack, nip everything tight. Flush through with some PTFE based lube every few weeks and in my experience, they’ll plod on for a good six months or so.

The Univega’s rear cable run; though hardly torturous, isn’t the smoothest, high-quality cables make all the difference. Precise, Michael gratifying setup required some patience but rewarded with the slickest action I’ve experienced from the cheap but relatively cheerful cantilevers.

Force of habit usually sees me giving inner wires a quick fortnightly squirt of PTFE based lube but I’ve managed to resist and am exposing the system to wet, greasy roads wherever possible. So far, with zero maintenance, modulation and feel remain superior to mid range cables that I’ve traditionally run, then replaced annually.

Some will argue this level of performance is overkill for a daily driver. I disagree. So long as the groupset, new or old is of a decent calibre, it makes as much sense to have fit n’ forget cables as it does cartridge bearing bottom brackets, pedals, hubs etc.

Come the New Year, I’m going to cut the Univega down to a 1x9. This means I can lose the front mech, save a few grams and put the widely spaced cassette to better use.

Was tempted by a Shimano Zee crankset but having done one of my “January’s a long month, want or need” calculations; I’ve decided to use the existing LX spider. Chain-line is important, so I’ll be installing a shorter UN55 and using the swapping the 32 tooth for the 44. Shorter bolts and Tacx tool in post, it's a job for a quiet January afternoon.

In the meantime, for the budget conscious road fixer fraternity, we have a long term review of System EX track crankset http://www.sevendaycyclist.com/system-ex-crankset. There are better options for track racers wanting to stick with old school square tapers but for the money and winter fixed/single speed projects, it’s superior to some, similarly priced European competition.               

Having left the Univega basted in crap long enough to conclude of Pro Green MX aftershine 101 is a genuinely effective and long-lasting preserve http://www.sevendaycyclist.com/pro-green-mx-triple-pack I’ve been playing with a No quarter bike care kit.

No quarter is also specialist refinishers, offering powder coated and bespoke wet spray makeovers. Therefore, I was expecting something pretty special.  This full ensemble comprises of bike shampoo, assorted sponges, detailing brushes, carnauba hard paste wax and of course, micro-fibre cloths-two in fact.  

Packaging takes its lead from the cosmetics industry and yes, the wax has a really pleasant fragrance.  Unlike traditional bike washes, which are deployed via trigger spray, you pour four capfuls into a bucket of warm water and whip it up into a thick, sudsy lather.

I was quite impressed at that point and though purporting to be kind to ALL surfaces, I wasn’t surprised to discover it’s not the most visually impressive of formulas. That said; it does a decent job of loosening ground in filth-cocktails of slime, spent derv, oil, and road salt, caked on cowpats too. Aside from scent, the wax seems very similar to other hard pastes purporting similar properties.

Fairly economical-a little of both products goes surprisingly far, though overall effect hasn’t been so rich, or glossy as I’d expected. That said; the wax appears to remove some light corrosion and its protective qualities appear pretty good to date...Sleet, snow and similar wet stuff is forecast over the coming weeks, so let’s see how it holds up.