Bring on the gloop

  

While Mick Madgett was working his wizardry on the Ryde Andura/XT hoop, I discovered I’d added to much tension to the fixed gear winter trainer’s chain. Since the sun had its hat on, I headed out for a couple of sunny rides on the Holdsworth. Afterall, that’s what it's for. 

The Schwalbe One 365 gives a very quick, supple ride quality, in contrast to the Freedom Thick Slick’s coarser but ultimately durable casing- which stays on the rear for precisely this reason. I like the slightly odd couple pairing, so they stay. The Blub Wax lube is also staying, just to see how well it behaves in drier contexts. Like most waxes, it's self-cleansing, so but anecdotally, there’s less friction. However, in common with its ceramic stablemate, if the bike’s not been ridden for two days, you’ll need to replenish.  

Not so the Wolf Tooth WT-1 All Conditions Lube. Three hundred miles hence, I’m still on the first application and it’s proving extremely clean, even in the wet. The links looked a little parched but touching them confirmed a tangible, filmy layer remains.  This suggests their claims of 400 miles per application is more than salesmanship.  I’m told it’s a synthetic blend made in partnership with SCC Tech. One that binds to the chain, while the detergents cleanse the dirt as you ride.  

Back to the fixed Gear winter trainer, I’m starting to discover some vulnerabilities in the Pirelli Angel DT Urban Tyre Pirelli Angel DT Urban Tyre | cycling-not-racing (sevendaycyclist.com) puncture repelling belt- the third flat (thankfully a slow puncture) at the rear. This struck following six miles of gritty backroad- a flint had worked inside the rear tyre’s shoulder (the puncture repelling strip only covers the centre strip).  

Saddleback sent me these 700x40c WTB Nano. They’ve been around a few years and found a lot of favour among gravel audiences and seem to follow a similar mtb tread in gravel sizing narrative.  

On paper at least, they should be an interesting and very relevant comparator. Of course, with the return of said wheel (which took Mick ten minutes to tame) came the tyre conundrum...Being as I already had the tyre off, it I thought it rude not to slip the WTB in situ. Effortless just using my thumbs.  

Much as the Maxxis, I introduced 50psi, fitted the wheel and then decided I’d switch the misbehaving CX50 in favour of the Suntour SE. The latter fight back a bit (though less than I was expecting) and they’ll need some fine tuning.  

For the uninitiated, these are a late 80s design which employ an internal mechanism that moves when the pads strike the rim, applying more braking force. For these reasons, these should not be run up front (unless massive “stoppies” and being launched over the bars, cartoon style is your thing.)   I’ve had a few tentative outings in monsoon conditions and can confirm they’ve enough power to lock the rear wheel, deployed in anger. 

For the time being, they’re behaving well enough, so I’ll quit while ahead and leave them be. I’d bought another pair, NOS for £10. I wouldn’t pay retro prices for them but couldn’t resist, given their performance. Staying with brakes, I had to tweak the front barrel adjuster and couldn’t find a suitable 8mm open wrench. Ironically, this pressed steel “giveaway” spanner saved the day.  

During this phase, I also switched the saddle. 300 miles hence, the five-year old Pro  Turnix Gel Saddle was proving less supportive to my sit bones than I’d expected. I’ve opted for the Ritchey WCS Cabrillo, which at 260mm long and 146mm. Shorter and a little broader.  

Formative impressions are positive, so I’ll er, sit tight and probably switch for the Ergon SR All Road for comparative purposes.  100 miles hence, I’m warming to both the Maxxis and WTB, which at this point are proving remarkably similar. A little slower across tarmac but compliant, predictable and very swift through mud, dirt and loose stuff. They’re also proving reassuringly good at shifting gloop, thus not becoming slicks at the first hint of a boggy section.  

Shed Sitter

 

House sold and just post completion; I gave the fleet a thorough waxing and pre-storage once over. A quick squirt of maintenance spray on the cables, tyres inflated to optimum pressures, a quick drop of lube on the chains to keep them happy, while they are in secure storage. I am waiting to complete on a new property and while the COVID pandemic is raging,

Univega and I have sought solace in temporary, bedsit accommodation. Parred to the workshop essentials- a few tools, spare tubes, lubes, chain, cables, bike washes and degreasers. All do-able and enough to keep me and the old girl going through the increasingly dark, wetter, between houses thing. Crucially, we have a roof over our heads.

Having transported most essentials over previously, I loaded Ursula up, bike packing fashion (if you turn a blind eye to the Oxford Aqua Evo 12 litre backpack) and made the final, twelve-mile trip. https://www.sevendaycyclist.com/topeak-midloader-frame-bag

https://www.sevendaycyclist.com/passport-cycles-bikepacking-seat-pa

https://www.sevendaycyclist.com/oxford-aqua-evo-12-litre-backpack

Not a soul and in the dark, some long climbs were much flatter. However, farmers had decided to resurface the roads in lumpy mud, which has turned decidedly slippery with the subsequent rains.

Thankfully, the 2.0-inch Continental Speed Reflex and Control Tech bar wrap smoothed things out and held their line. I could feel the slide strike, corrected this and the subsequent squirms. Not wanting to push my luck, I resorted to riding on the opposite side of the road, since nothing was coming and thankfully, nothing did.

Mud and torrential rain have also licked the lion’s share of Tru Tension wet lube from the Univega’s chain, leaving it decidedly parched. I'm still impressed with its balance of cleanliness and relative durability, so will top up and plod on for the time-being.

Bedsits are also a challenge when it comes to bike cleaning and if you find yourself in this situation, a big piece of lino to protect flooring, furniture polishes, waterless cleaners are an absolute godsend, meaning bikes can be kept relatively clean, without involving buckets of water, mess, lost deposits, or drawing unwanted attention.

Schwalbe were also kind enough to send me a 26x2.0 set of their long-serving Kojak slicks and some Air Plus tubes. These are much thicker than bog standard butyl, though not the proverbial builders’ hose so should retain pressure and resist puncture better.

I love a big slick tyre. 

67 EPI (Ends Per Inch) the Kojak are marketed as lightweight touring rubber and there’s certainly scope for this, especially since commuting lends itself to more comprehensive puncture repelling belt. Interestingly, Schwalbe cite their Race Guard as 4 on a scale of 7 (Continental Contact Speed Reflex are also 4out of 7 on their scale, so comparisons will be interesting). A more obvious difference is the Continental say their sidewalls are bottle dynamo compatible- a bit old school but welcome. The Schwalbe are not but employ retro-reflective detailing.  

Quick, compliant, and tenacious all-weather grip. However, there is usually some trade off in terms of durability/puncture resistance. I’d run the 700x35 section Kojak some years back and found they had tremendous charm, although mine seemed susceptible to cuts-thorns and shards of glass being the main offenders.  The most notable exception being the Freedom Thick Slicks, which I have run on the Holdsworth for some time.

Talking of Holdsworth, while mooching through Colchester, camera close to hand, I spotted this Holdsworthy made example. Aside from the lovely red livery, I was initially drawn to the classic leather saddle and Carradice luggage and a lovely blending of classic and modern components. I’m still putting the Pro-Viz Reflect 360 through their paces and they continue to meet my expectations of a commuter glove. Those seeking something closer fitting might find Chiba Second Skin Windproof and Waterproof Gloves a better bet  https://www.sevendaycyclist.com/chiba-second-skin-gloves    

 

Finishing Touches & Minor Frustrations

So, having awoken the Holdsworth from its Seasonal slumber, it would be rude not to ride it.  Through the Soma Condor might look a little curious, from certain angles, they and the Tektro R200 are proving a hit with me. Something I wasn’t complexly sure would be the case.

During our maiden blast, I was somewhat perturbed to discover the Apeman A80 Action cam https://www.sevendaycyclist.com/apeman  mount imploding at 23mph. Thankfully, I averted its loss and our mutual collision with terra-firma. Action cam safely stuffed in jersey pocket, I continued to assess the most recent mods, while sporting a massive grin.

Back home, rummaging through a brackets box, I uncovered this K-Edge Go-Pro mount. Thankfully, the Apeman casing was plug n’ play compatible. No all Go Pro homages are. Once upon a time, I only considered action cams a means of capturing the sights n’ sounds of a ride. The past few years have seen me deploy them, to record driver aggression. Unfortunately, the housing fractured, almost

64 years young, those plain gauge 531 tubes still deliver a responsive, and refreshingly compliant ride. Obviously, carbon blades and a titanium stem help in that regard, while keeping the weight down.

The Condor have brought the cockpit a little closer, so I slid the BBB Razer saddle back a few millimetres to offset this. However, I’ll leave it 100 miles before reaching for an Allen key. Unless of course, the post cradle bolt should loosen.  

Elsewhere, I dropped by Maldon Shot Blasting & Powder Coating. Part social, part features cum favour based. Work had begun on the Holdsworth Cyclone frameset. Blasting revealed a pin dent, minor pitting and corrosion. This is not unexpected, given the frame’s age.

Much of this was evident where electroplating and paint overlapped. I fully appreciate why the owner wanted to preserve the original electroplating. However, getting paint to adhere successfully is a challenge. Even the most experienced paint shops struggle.

Acid etch primers were the most successful default, but even they lose tenure eventually.  The colour coats will be water-based, sealed under a polyester (powder coat) lacquer. In common with cellulose paints, water-based paints can be built up to produce a phenomenally deep, glossy sheen.

Hence their adoption by many prestige car manufacturers. These are usually sealed under a 2K lacquer. For durability and adhesion, Chris has treated the cyclone, to a zinc rich epoxy powder coat primer.

With the head tube masked, the wet spray colour coats can commence. These will be topped off with a clear, polyester powder lacquer. Arguably powder coated acrylics offer the best aesthetic but polyester has the edge, where outright durability’s concerned.

Staying with sealants and lacquers a moment, while semi-permanent lacquers, such as Crankalicious Enduro Frame Sealant https://www.sevendaycyclist.com/crankalicious-enduro-frame-sealant-  aren’t designed to defend pricey paintwork from dings, scratches and similar damage, they do offer a useful protectant barrier.

The sort that resists road salt, oily spatter and makes the bike easier to clean. My one lament concerning my Univega’s otherwise excellent cream finish, is its tendency to show every oily finger mark. No matter how thoroughly I wax it. Well, I’m pleased to report sealants have saved the day.

Fenwick’s Professional Protective Coating has proved extremely effective. Compatible with gloss, matt and satin finishes, it’s a water-based formula that you work into clean dry surfaces. Buff to ashine and ideally, leave curing eight hours. This ensures it won’t transfer to hands, or other, unwanted regions of the bike’s anatomy.

Fenwick’s reckon a single application will last up to 6 months. A bit early to comment one way, or the other. Nonetheless, the invisible, slippery layer is more apparent than most and crucially, it seems to be keeping “Ursula” clean, in much the same fashion, a traditional, permanent lacquer would.

Spaced Out & Salvaged

Inspired by warmer drier weather, and of course, that Holdsworth Cyclone awaiting refinishing, I’ve plucked my Holdsworth from hibernation and decided to revise the cockpit, again. My love of flared drops seems to know no bounds. This might offend traditionalists, but my bikes are built, and evolve to suit me.

That’s not to say I don’t appreciate some people’s desires to keep a classic bike’s authenticity-right down to fasteners. The Soma Highway1 https://www.sevendaycyclist.com/soma-highway-1-handlebars are a fine set of shallow drops, but that oh-so familiar urge for tweaking was calling. Condor’s hybrid design, combining riser and drops https://www.sevendaycyclist.com/soma  wasn’t the most obvious choice, I’ll admit.

After some reflection, I opted for the MK1, and then decided I also fancied a change of brake lever. A quick rummage in the spares’ drawer, unearthed this solitary, orphaned Tektro R200. Seemingly superseded by the RL340, these are nicely finished Campagnolo patterns, right down to the push button Q/R.

Giving change from £25 (pr) they play nicely with dual pivots, centre pulls and cantilevers. Their RL520 cousins were designed for V brakes and compatible with, cable operated disc callipers, such as these Tektro Spyre. Light springs, decent modulation and feel.

Some folks might be a bit snooty, but both represent fantastic value for money. Oh, and if you’re really that fussed about branding,, the Tektro logo could be stripped, using a cutting compound, such as Crankalicious Mayo Jaune Intensive Frame Cleaner https://www.sevendaycyclist.com/crankalicious-mayo-jaune-intensive-  

At 145g, the solitary lever is 85g heavier than the Acor carbon TT lever, it replaces. However, I felt it a more suitable revision-knew it’d come in handy someday! I described the Soma Condor2 Shallow Drop Bars https://www.sevendaycyclist.com/soma-condor-2-shallow-drop-bars  as   “The bar the original Soma Condor Handlebar should’ve been”.

Generally, I stand by this statement, but the original’s lower slung tops, are a better fit with the Holdsworth. Being able to salvage the silicone handlebar tape, was another definite bonus.  In some respects, The Genetic D-Riser 16 Bars https://www.sevendaycyclist.com/genetic-d-riser-bars  might’ve been better still. However, they’re staying on my fixed gear winter/trainer, thank you.

Holdsworth makeover complete, I tweaked the Woodman Saturn Aheadset bearings, gave it a good sudsy bucket wash, then treated it to this Velo21 Blueberry Glaze wax. Despite some initial scepticism, performance and longevity are quite impressive. Aside from apparent quality, and longevity of sheen, its genuinely compatible with matt, satin and gloss finishes. Yes, including this Torus Titanium Stem https://www.sevendaycyclist.com/torus-titanium-stem

Talking of wax, I had intended to dress the chain in Zefal Pro Dry Chain Lube but picked up Zefal Extra Dry Chain Wax, by mistake. An error that only became apparent when the white emulsion began seeping into the links. Mildly annoying, but there we are. No sense starting again, so I delivered three coats and popped the bike away. Quitting while ahead is a definite virtue.  Talking of chains, I checked the Univega’s FSA using my KMC digital unit. To date, wear is nominal, but I acquired a KMC X973 grey replacement, for when the FSA needs pensioning off.  

Fixed chains don’t require the same degree of introspection, but you’d be foolish not to inspect and where appropriate, adjust tension. This was only necessary a couple of times, during the KMC Z1 X’s  lifetime. https://www.sevendaycyclist.com/kmc-inox-chain  By comparison, this is the third time in 1100miles, for the Passport Elements Single Speed Anti Rust Chain https://www.sevendaycyclist.com/passport-elements-single-speed-chai .

Nonetheless, the Passport is a very reliable, relatively smooth and highly corrosion resistant option. The galvanised texture genuinely seems to retain lube better, than traditional polished/electroplated models.

While it copes well with the stresses of a fixed transmission, I’d opt for a heavy-duty track version, if like me, you only run a single, front brake. Perfect for a single speed, or hub geared bike, especially those that see year- round, four seasons; service.     

Missile Primed

 An overcast, though refreshingly  dry Easter Sunday prompted me to rouse the Holdsworth from its hibernation. A quick polish, air in its Maxxis Re-fuse tyres, a quick drop of PTFE lube into the chain, cleat mechanism and cable; we were ready for a quick 15 mile blast. I’d forgotten just how much fun it is to ride.

Despite being 62 years old, the plain gauge lugged n’ brazed 531 frame gives a beautifully responsive zing, although the composite forks add further refinement for fewer grams.

Aside from a few dips in speed-in keeping with traffic conditions, I surprised myself by keeping the tempo between 22 and 25mph along the flat sections, quicker when descending.  Hmm, perhaps this yearning for TTs can translate into something tangible… 

Might seem a strange move by some people’ reckoning but I decided, early on Holiday Monday morning to substitute its cheery composite Tifosi in favour of the Crank Brothers Cobalt3, which was resurrected from my spares drawer a few weeks back. The bluish-grey finish coordinates surprisingly well with the existing setup. It actually has several advantages over the Tifosi for this kind of build.

Despite being 400mm long and 7075 series aluminium, it’s actually 5g lighter and being an inline, rather than layback design brings me closer over the cranks for increased power.  I may ultimately veer toward something TI given its enviable blend of strength, low weight and corrosion resistance but just now, the Cobalt is more than earning its keep.

I was tempted to forgo grease given there’s ample of my home brewed corrosion inhibitor sloshing around the frame tubes. In the interests of ensuring a worry free, weather repelling union, I went for some green Park grease.

This was applied along its length and the threaded cradle bolt, since these can often get overlooked and form a very stubborn union over time.

I’m also contemplating the return to some form of aerobar. A compact model that is unobtrusive, yet still allows me to hunker low. I’m thinking in terms of a pattern like the Cinelli adorning the Teenage Dream.

This may necessitate a shorter stem, say 8cm, given I’m disproportionately short in the torso. When it comes to builds of this kind, I like an uncluttered. A Knog NERD computer and compact light with sufficient navigational bite to tackle semi-rural roads, should I lose track of time. 

I can hear some of you shouting “what about the tom-tom bandit!!!!”Fear not, it’s a temporary fixture in case I capture some warp speed footage worthy of note. Returning to the subject of lighting, mountain biking and years spent belting along unlit backwaters cultivated a default towards high-power systems-800 lumens upwards in new money.

However (and although this is changing) even in the lower settings, these systems aren’t the most useable for suburban and similar contexts, where 220 lumens or so is ample. Daylight modes as I’ve said before are becoming increasingly popular and increasingly effective-500lumens produces quite a visual punch, even on bright days. These also consume relatively little handlebar space and the lack of battery pack preserves the sleek aesthetic.

This Raveman CR500 arrived recently and is a nice, if slightly quirky option filling tis design brief quite handsomely. It doesn’t have the daylight option but has seven modes.

These are pretty much in keeping with others in this class- top is 500 lumens, enough for semi-rural riding and just about good enough for navigating unlit roads at 17/18mph.

The plug in remote control allows easy selection mid ride and though less convenient than a wireless unit, makes dipping down/up to suit conditions easier, since hands can remain on the bars. 

Both the CNC machined aluminium shell and the resin bracket are better than I’ve come to expect too. The former is reckoned to withstand IPX 6 https://www.youtube.com/watch?v=fzpoCv_OmXk and supposedly survives accidental drops onto a hard surface from a metre high. The lens is more unusual. Some systems, even those around the 300lumen mark can be intense, almost dazzling at close quarters.

Raveman has employed a cut-off beam, which casts a very broad arc of light, while the other picks out the detail. Coming from those with a really pure white arc, the visible split took a little acclimatising to but could never be described as distracting-in the sense of halos and similar imperfections.  



I’m warming to it anyhow. Shows how far lighting technology has come in the last decade or so; especially when I think back to the hefty 10W single lamp lead-acid systems.     

Elsewhere, Seven Day Cyclist www.sevendaycyclist.com  has been sent some lovely goodies from Brian Davis, a US based innovator who designed the weatherneck balaclava system. https://theweatherneck.com/.