Musing

Here’s a few shots from December’s shoot at the Cottage Studio http://www.thecottagestudio.co.uk/  with Elle Beth http://www.ellebethmodel.com/   .Over the past couple of weeks, I’ve been commissioned by other models elsewhere in the UK, seeking to expand their port-folio in 2018.

Some follow the fine art narrative, others seeking something more visually dramatic, or indeed, provocative in tone. I’m happy doing either, considering each on their own merit. Nothing (legal) is off limits, save for gratuitously pornographic.

Salty and slippery stuff licked the first application of nasty lube clean after 300miles, so I topped it up and resumed testing. Cleanliness is better than I was expecting, although predictably, my chain’s outer plates were sporting a gungy beard. Less problematic on a fixed/hub/single speed transmission. However, I’d be wiping these weekly on a derailleur geared build to avert component consumption.

Those 38mm Soma are delivering precisely what I was expecting from a tyre marketed as for road and commuting duties. “Gravel” has been a big thing for a while and for me, has captured the original spirit of mountain biking. Vernier in hand, they actually came closer to 35mm, which didn’t surprise me, having learned they’re made for Soma by Panaracer. However, I was pleasantly surprised to discover they’re also available in more traditional 23 and 28mm road sections too.

The Shikoro takes its name from the neck armour used by Samori warriors, inferring a tough, puncture repelling casing. The polyamide puncture repelling bead runs edge to edge, rather than simply covering the centre strip. Bodes well, given the roads can be decidedly unforgiving this time of year

Supple, leach like cornering prowess and a magic carpet ride. Unlike other vehicles, bicycle tyres needn’t have any tread. The Shikoro is basically a low-profile gravel pattern, which coupled with the puncture repelling qualities, suggest a tyre best suited to hard-pack/dry gravel/cross meets, interspersed with longer sections of asphalt.

A decent quality slick (not to be confused with bald) tyre, run at the correct pressures is arguably optimal for tarmac duties. Thus far, traversing the same roads littered with thorns and similar hedge clippings, hasn’t induced any nicks, or similar damage to the casings, let alone punctures.

I was surprised by the operating pressures, which range from 35-90psi, closer to that of a tubeless system. In theory at least, this should cover the entire zodiac of riding conditionals. Minimal rolling resistance on virgin asphalt, optimal traction on loose, icy surfaces.

Obviously, rider (and luggage) weight also play a part.  Current trends suggest an extra 1% pressure for every extra kilo. Working on this basis, 70-75psi should prove optimal. We’ll see. So far, run at their maximum, they don’t feel remotely harsh, although by my reckoning, big tyres should be compliant and comfortable at the upper end of their operating pressures.

The sudden resumption of wintry weather proved an ideal opportunity to see just how well Schwalbe Marathon 365 perform in the ice. Reassuringly well, it appears. Sure, spikes add another level of confidence but run at 65psi, their wide profiles hugged the tarmac, 15-17mph through the slushier stuff with no apparent skittishness.

In this context, their additional girth isn’t a hindrance. Admittedly, the machine’s more upright positioning also helps keep things on track.

This recent chill snap has also made me grateful for these Lake booties, which are far more convenient than overshoes when it comes to beating the brrr factor. These are MTB versions, which also provide scope for more adventurous outings sans asphalt. Not your bag but wanting a rugged set of boots that you can also do a day’s work in? Take a look at Steve Dyster’s test of these Chrome Storm 415 https://www.sevendaycyclist.com/chrome-storm-415-cycling-work-boot . Happy New Year!   

 

Boom! And The Hub Bearings Were Gone!

December’s slippery start coincided with the complete and extremely audible implosion of the Univega’s rear M475 hub. Slightly tickly shifting was the only warning that something might be wrong. Thankfully the cheap but relatively cheerful unit held together long enough to nurse it the final five miles home.

Some mouse action and a few emails later secured a complete, machine built wheel turning on a more refined NOS, pre disc Deore hub. Something of a workmanlike groupset, I was also very fond of its STXRC predecessor.

This also boasted decent performance and was inexpensive enough to replace should you come a cropper. 

Anyhow, concluding this eulogy to the dearly departed M475, here’s a strip and overhaul piece in Seven Day Cyclist http://www.sevendaycyclist.com/rub-a-dud-hub. 

Better sealed and arguably built than the M475, general consensus suggests to high quality greases and regular servicing is crucial to their performance and longevity.

I have a love/hate relationship with many things, though limited daylight can be a drain; I remain strangely endeared to winter. Not least since it provides the ideal opportunity to see how greases, lubes, polishes and bike washes cope with the blizzard of slush, slurry, salt and slime.

I’ve tended to err towards daily drivers and winter/trainers rather than specific winter bikes per se. However, a simple, well-dressed, season specific machine can be seriously good fun to ride.

In fact, it’s incredibly liberating because you’re focused on enjoying the ride, rather than being pre-occupied with thoughts of expensive composites and brightwork being under siege.

Regular washing (rinse salty bikes with cold water first, since hot will simply accelerate the caustic component destroying process), cleaning and re lubing save wear, expense and hassle later on.

Another editor has left me to play with a selection of lovely degreasers, some high octane, super flammable but ultra convenient aerosol types, others (including Pedro’s Bye Grease Degreaser) are biodegradable pump spray formulas. Pedro’s, like many other brands are decidedly tight lipped about its composition.

In these circumstances, I err on the side of caution and don disposable inspection gloves, keep recipient bikes/components away from plant/animal life and the contents from entering waterways. Pedro’s recommend it as a general gunk removing potion, not just for transmissions.

Like Fenwicks’ FS1, it’s not a visually lively brew but supposedly breaks down contaminant on contact and dried, ingrained stuff within a minute. Despite the fanfare, I felt a little cheated since it requires some concerted stiff brush agitation before making inroads, even on more basic mineral oil/ISO wet lubes or 5w/30 semi synthetic motor oils.

Nonetheless, it’s otherwise pleasant to use, kind to surfaces and skin alike. Siphoning off 20% and diluted with water, it makes a mild bike wash, dismissing organic and lighter petrochemical gloop with similar panache as other eco-friendly blends.

Finish line wet is something of an institution among wet lubes and in many respects, still cuts it 22 years on. Made from “a blend of high viscosity synthetic oils, water repelling polymers and advanced anti-wear additives”; it works out very cheap and so long as you’re prepared to give side plates, jockey wheels and derailleur cages a weekly cat lick, it doesn’t turn into horrendously gloopy component gobbling mess.

Bikes on tarmac only diets can get away with a trace amount on every link, enough lubrication and corrosion inhibition yet minimises the amount of contaminant collected and ultimately, cleaning frequency. During a mild to moderate winter, expect to replenish with trace amounts on a fortnightly basis. Wet lubes of this ilk also double as nifty grease substitutes on fasteners, cantilever posts etc.    

I’m not sure whether it’s the shortage of daylight, pre Christmas mania, or a combination of both but people’s road craft seems to nosedive the deeper we get into December. 

Just this past week, I’ve had several uncomfortably close encounters, despite being lit up like a Christmas tree on acid. A disturbing number of drivers seem distracted and unable to execute competent overtaking manoeuvres, often passing with inches to spare, then braking hard to avert collision with an oncoming vehicle.

Some have clearly been preoccupied with online shopping apps, others applying makeup but I’ve even noted one van driver playing a banjo while at the wheel!  On that note, I’ll leave you with a few more shots of Tanya Atherton from last week’s studio session.

Methyl Chloride to Modelling

I had been keen to undertake some fine art nude photography in a safe environment for several years. Opportunity presented in the form of Tanya Atherton http://purpleport.com/portfolio/tanyaatherton/  and Paul’s studio in Reading http://www.pauls-studio.co.uk/main.htm 

Aside from a disconcerting sign for “South Wales” while trundling along the M4, the venue is very close to the motorway exit and neither taxed elderly Tom Tom, or my pitiful sense of direction. Only one wrong turning (and that was heading home).

Dressed in beloved deep brown cow hide jacket; denims and moccasins ( the latter easily discarded to avoid dirty footprints on white backdrops); I arrived, camera bag bulging with lenses, spare batteries, memory cards, spare flashgun. Then of course, my hand-held “light-sabre” style LED light.

This should’ve catered for every eventuality.... 

In practice, my old faithful Sony Alpha 55 body decided not to communicate with the remote flash trigger.No amount of gentle tweaking or cajoling could persuade it to capitulate, so I borrowed Paul's Nikon D500 for this shoot. Obviously, working in this context it is imperative to consider other practicalities, such as model comfort. Ensure your venue has decent, functional heating, a break area and be very clear about what you are looking to achieve from the session beforehand. Technical skills are no substitute for good interpersonal communication. 

Tania is very intuitive and delightful to work with. Paul’s sage like wisdom and calm, friendly support ensured consistently good results and the three-hour shoot concluded favourably.I would like to pursue this genre further and hopefully, these shots will attract other models looking to explore or expand their port-folio.

Back to bikes... www.sevendaycyclist.com has an overview of commuting/everyday tyres http://www.sevendaycyclist.com/rubber-fetish-talking-tyres and chat with Tegan Philips about Axel, her mile munching Surly disc trucker.http://www.sevendaycyclist.com/tegan-phillip-s-surly-disc-trucker. The Univega’s almost constant exposure to wet, greasy roads saw its bottom bracket and rear triangle engulfed in caked on, slimy grunge.

Much as might be expected from a decent polymer wax, the Pro Green MX bike shine 101 has provided an excellent barrier, so paint, anodising and bright work remained resplendent.  Twenty minutes, some fresh Rock n’ Roll absolute dry chain lube later, we were ready to go again. I’d forgotten how tenacious the absolute dry is-stayed put for at least thee months.

Admittedly much of this was through a relatively arid early autumn but several wet weeks and a good 600miles in, a protective filmy layer still adorned the links. This compensates for the curing time, which is between two and four hours, depending on air temperature.

I tend to leave lubes with this kind of gestation, curing overnight. My personal preference errs toward light to middleweight preps, which attract less grot and therefore, require less cleaning before replenishment.

That’s not to say I’ve an aversion to wet lubes, especially on a winter fixed mountain bike where you want the oil to stay put come hell and/or high water. Many are very quick to apply, make excellent transition to other little jobs and will even double as grease substitutes on fasteners.  

Talking of cleaning, an editor has very kindly presented me with some anti lubes and Pedros’ bike brushes to make my winter fettling that little bit faster. This time of year, it’s worth giving things a quick once-over to stop component seizures before they start.

Something I was reminded of on Wednesday when my MK1 KA’s drivers’ side door lock apparently seized solid. I initially attributed this to a central locking fault, which seems quite common, not only to the KA but Focus too.

Thankfully, stripping away the interior facia and blasting its components with middle weight PTFE spray restored normal, slick function. Since prevention is always better than cure, passenger side and boot mechanisms and assorted heavy duty bike locks also received liberal, precautionary squirts.            

Continuous Improvement

So, a TRP Spyre calliper kit was wafted under my nose at the right price. Resistance was futile and deal done. Mine is the black/silver contrast, which to my eye, is even better looking than the stealthy, sexy black unit adorning the Revolution Cross 2.

Autumn is trade show time; Seven Day Cyclist www.sevendaycyclist.com is not at Eurobike this year but will be attending the NEC Cycle show later in September.

Talking of stealth, I was surprised by dusk’s advance towards the latter part of August. Blinkies have now been flanked by commuter plus torch-type lamps of the 300-400 lumen calibre on my cyclo cross and road biased builds. 

Generally speaking the preserve of suburban-semi rural commuters, these lights are fine for tackling the latter end of dusk and bright enough to be seen by but 600lumens plus is nearer the mark when darkness really bites. 

Several Moon models of varying capacities and the See Sense Icon + rear have arrived on our test bench this past week.

At the upper end, we have the XL 760 torch-type unit, which is surprisingly compact for a model offering 760 lumens and seemingly powerful enough for tackling pitch-black lanes at a decent pace. Quoted run times of 2hrs 20 in top also seem pretty reasonable, although the    removable 3200mAh battery is another nice touch, meaning you can carry a spare and swap over for extended playtimes. 

Seven settings optimise performance and economy, so you can toggle down for town and up for backyard scratching, although 360lumens is arguably overkill for sub/urban duties.

At the other extreme, their Aerolite is designed for contingencies and surprisingly powerful relative to its size-the sort that comes in handy for early morning TT’s, pre-standlight dynamo companion, reading maps/road signs, or those “Oh #$*@t! My main lamp’s just died ten miles from civilisation and I can hear the chorus of banjos” moments. Thankfully, the latter are rare these days but not completely relegated to the vaults of history.

For many years, I rode primarily in the dark and for a variety of reasons, the most obvious being seasonal- testing lights. Darkness also brings a new lease of objectivity when testing components, or complete bikes.

If you can’t see groupset and simply settle into the ride, things become much less subjective. I have been pleasantly surprised by just how well some budget drivetrains performed; say when shifting under load, or at the last minute.

While not a people person in overused sense of the word; I am also intrigued by people’s choice of winter bike(s) and riding attire. Much of this stems from beginning my serious riding career during the month of falling leaves, inspired by Au Pairs and predictably, the classically French off season attire.

Retro kit, so long as it’s still practical and relevant also gets me very excited. Enter this Minolta X300 35mm film SLR…Retro cool for pseudo artists? An “expensive” paperweight by some people’s reckoning but in my case, it’s a prop for a project or two…

An editor once remarked that being a journalist; though especially freelance also demands the ability to take good photographs. With this in mind, I am predominantly self-taught with some school-of-the streets input. Seeking to experiment in a very different genre to product/technical work-I’m occasionally approached by people asking if I would consider doing their wedding etc but by my own admission; I am a shower of sparks (rather than confetti) chap.

Nonetheless, I’m looking to stretch myself creatively-in parallel. Think I’ve found a suitable studio and instructor to safely explore the genre of artistic nude/erotic (not glamour) photography.

In a wider context, being freelance demands resourcefulness and the ability to problem-solve and think laterally-this extends to cars and other equipment. Purchases are seldom accidental (although things have been known to fall into my lap).

Given my family’s backgrounds in heavy industry/print, growing up, I was steered toward acquiring a sound academic education and a broad, transferable skillset.

Those who experience least economic and consequential turbulence have skills that can be ported over to another industry with similar remuneration. Traditionally, people were also invested in, retrained to bring some facets up to scratch as required-assuming they basically fitted the criteria, although this has also changed.

With this in mind, I have been eager to enrol on a qualifications based massage course, which has to date, eluded me. A lot of further/higher education colleges run this as part of beauty therapy but not a separate entity. I have also been deterred (not so subtly by some tutors) on the basis of gender and to a lesser extent, age. Now, I’ve just received a call asking me to cover a wedding-at an afternoon’s notice...