Fettling, Focus & Filthy Fun

Having banished the banshee howl, thirty miles hence, it was replaced by pronounced mushiness. Maybe it harks back to the days of Campagnolo and Modolo with super strong springs but my preference is for levers with a really firm feel. Much as I expected, we’d succumbed to some minor cable stretch. Virtually unheard of with premium grade inner wires, otherwise faithful OEM/budget fare remains slightly prone.

Roadside repair aside, the best cure involves dialling them in to taste and pumping the lever(s) repeatedly inducing metal stretch and sloppy action. Pull the inner wire taught and nip the pinch bolt tight again. Ideally leave overnight and repeat-sorted.

Popular consensus suggests that “serious” riding only applies to competitive contexts. Hmm, long rides with friends; or indeed in complete solitude for their own sake, commuting to work, or utility aren’t??  I seem to recall this sneering, disparaging tone expressed toward mountain biking when it began capturing the British public’s imagination during the mid1980s…Horses for courses and different strokes for different folks spring to mind.

For a good decade or so, many large manufacturers have been offering great value, sensibly dressed commuter bikes. Sure 6061 or more workman-like Cro-moly framesets might not set pulses racing or tongues wagging. Nonetheless, they are extremely functional, engaging to ride and a much better bet for less glamorous duties than thin wall exotica with “steal-me” groupsets. The same principles apply to clothing/accessories.  

Many, including myself love and take their bikes; equipment and riding seriously but have little urge to participate in traditional genres of racing. In many regards Audax has become the default alternative but there’s a quiet yet increasingly popular movement towards a different kind of collectivism. Chance meander through a Colchester side street revealed Col Velo…

This is a partnership between Rob Hardwood and Will Morgan, who founded in October 2014. Their tag line suggests leaving one’s ego at the door, partaking in some coffee and joining like-minded folk for an organised, though informal jaunt.

A no-drop policy affirms this inclusive, ride-with, rather than compete-against ethos, which resonated with me, so I popped down for a chat last Monday night. 

Essentially, these are group outings catering for different abilities with pre-planned but varied routes through the more picturesque North Essex/Anglia regions. Leading out from Velo! Café’ tone is camaraderie, appreciating bikes, equipment and experiences with passion and open minds. www.colvelo.co.uk

Elsewhere, I’ve been rummaging through the spares box for inspiration, specifically looking to update the Univega’s likeably cutesy Knog NERD for something better endowed functions wise. Within in a few minutes it emerged in the guise of this fifteen-function and imaginatively monikered BBB BCP 13W. Five minutes, a trace of Vaseline on the battery contacts and fresh CR2032 and LR44 cells hence saw it burst into life.

Convenience is wireless’ main draw- simple to fit, nothing to snag during front end overhauls or just blasting along overgrown bridle path. However, assuming you calibrate wheel circumference manually and do sensor/magnet proximity by the book, wired versions remain most accurate and are unaffected by electrical currents/similar interference. 

Stem mounting is another boon, freeing up some much needed handlebar space, although the Univega’s extremely short extension means ours almost fouls the top-cap. Counting two wheel sizes and maintenance/lubrication reminders as functions is gilding the lily, borderline gimmick in the latter context.

Then again, there’s a lot to be said for a maintenance nudge given the impact neglected chains can have on 9/10/11spd groupsets. Pacer arrows and single button command are similarly welcomed.  

Genesis have sent me their Croix De Fer 2.0 to play with and I’ve wasted no time in getting it dirty, grinning all the way. Hopefully the next couple of weeks will present some more challenging test conditions.  

      

   

Back on The Chain Gang

Receding weather fronts have permitted enthused riding/equipment testing, timely then that I should receive a helmet camera. I’ve always been taken by the breed from a documentary perspective but never had chance to play with one beyond the confines of a trade show counter. Size and weight have become increasingly immaterial- this little Easy Shot Clip HD is smaller than a micro multi-tool and comes complete with its own waterproof housing reminiscent of a diving bell. Riders using helmet cams have found themselves increasingly vilified by motoring groups and subject to more physical forms of attack/abuse from some vehicle operatives, so discrete dimensions will hopefully keep such confrontation to an absolute minimum. By the same token, small sensor sizes cannot capture the same degree of detail as larger models- an eight- megapixel camera phone will not produce the same quality images as a comparably endowed compact camera. More comprehensive testing in varying conditions and context will give a fairer reflection of its true capabilities and limitations…


Having run the otherwise fabulous Squirt chain wax for around 2,400 miles, the tell-tale metal on metal symphony chimed time so after giving the cassette a thorough comb-through to remove any residual sludge, I applied some of this Muc Off C3 ceramic lube. Ceramic blends have become extremely fashionable thanks to baron nitride and similar ingredients that are associated with longevity/corrosion resistance. Muc-off are very coy about the true composition, advising it’s a trade secret (think Coca-Cola) but it does seem slightly different to other leading brands’ and only requires a single, rather than two-stage application in the first instance.

That said, the instructions still recommend a four hour curing period so for most of us, this means applying the night before-a technique that comes as second nature coming from dry formulas but then wet lubes are ready to go straight from the spout. That aside, for it to impress, I need to return at least 220 winter miles from each application-a consistent average using another leading brew and for now I’m going to leave you guessing as to its identity. It seems equally fashionable-or lazy marketing on the manufacturers’ part to recommend their use on control cables but in my experience this works for a very short period, whereupon the brew solidifies, demanding solvent/water displacer bypass surgery.

There’s another school of thought suggesting that all bicycle lubes are over-priced-at least relative to those developed for motorcycle chains. Liked the idea of the Scott-oiler, especially in a cyclo cross/mtb context, although never got round to trying one but experimented with the O-ring chain lubes- Rock oil in particular. While the anti-fling properties were arguably way in excess of those required for a bicycle transmission turning at 100rpm, the consistency a little gloopy and prone to decorating the chainstays, a little went a very long way on fixed and cross country mountain bikes subjected to the ravages of winter. Other experimentation (of the legal and morally righteous kind) involved semi/synthetic two-stroke oils- Husqvarna chain saw type proving surprisingly useful (albeit relatively expensive) without attracting too much dirt or washing away in the first big puddle.

Sticking with old school for a minute, this post war tandem frameset (c.1952) arrived at the spray-shop in need of some serious TLC. A double diamond design, its once proud gold livery and decals have been somewhat consumed under a blizzard of corrosion. It’s worth remembering that in the inter/early post war years, the tandem was very much a utilitarian vehicle and everyday examples were made from heavier, plan gauge tubing which was not only cheaper but better equipped to shrug off dents and similar accidental damage. This goes a long way to explaining why this example has survived half a century or so. I’ve often toyed with a sleek utility build employing an eight-speed (Sachs Pentasport or Shimano Alfine) hub transmission hung on a bespoke, fillet brazed Columbus tubeset with every conceivable braze on- dynamo, disc mounts, bottles, cable guides etc, etc finished in battleship/dove grey (devoid of decals, save perhaps for my name). This was initially conceived twelve years or so back when drop bars were also unfashionable-at least to the light fingered but presented all manner of problems when it came to mounting the shift mechanism. Since frame and fork alone were nudging £700, experimental bodges were out of the question.

At the other end of the spectrum we have lightweight hybrids (Sometimes called North American Commuters) based around 6061 aluminium frames and occasionally carbon forks. Sensible clearances allow 700x35/38c tyres with breathing space while carriers, mudguards etc all slot neatly aboard their dedicated mounts. Hub transmissions and linear pull (sometimes disc) brakes ensure everything stops, goes and handles in reasonable proportion. However, while this level of trouser friendly enclosure makes for a long and happy union, I'd be inclined toward kevlar belted rubber, thorn-resistant tubes and a stout lock...