Gravel Rash

No, I’m not referring to a fast and painful encounter with terra firma (although back in the late 90s, I sported acres of asphalt and slag burns). I am of course referring to the genre of off roading aboard rigid bikes with cyclo cross DNA, bigger clearances and more bottle bosses.

 

This sense of escape is the same as that first imagined as a callow youth, reading mountain bike magazines during geography classes. Back then, I had no money. These days, projects need to pay for themselves and any new one, MUST coincide with schematic and continuous clear outs.

Enter this frameset. It’s a 19inch 631 Dawes from the early 1990s, complete with 1- inch threaded fork. It belonged to Paul Vincent and run by him as a cyclo cross bike, hence, the cantilever mounts were moved to accommodate 700c wheels.

It had been refinished in a rather fetching, although slightly battle-scarred grey. The project brief is to build a fat tyre, pared to the essentials 700c gravel flyer for virtually nothing.

Reclaiming space and cash is imperative. Otherwise, thee comes a point where friends’ garages and loft spaces have also been colonised…Next thing you know, they need these spaces back and, you’re presented with an almighty storage crisis. Things turn decidedly awkward for all concerned.

This sense of panic also means, you cannot separate what is valuable (whether that’s measured in sentimental, or monetary terms).   

I’m a creature of sentiment but there comes a point where three, maybe four saddles, is fine, ditto six sets of (different) condition specific tyres. Ten saddles, 15 sets of tyres and it’s time to rationalise.

Context established, little surprise that I dropped by Maldon Shot Blasting & Powder Coating http://www.ctc-powder-coating.co.uk/  for a chat. Graham seemed quite excited by the project. He gently steered me away from a classic red and toward a candy teal.

Candy finishes though beautiful, are tricky to apply and, even applied by the most experienced sprayers, there can be some very slight variances in the overall effect. I was told by Paul, that the frame had been powder-coated. Hence, I was expecting it to need a dunk in the methyl-chloride tank. This softens the paint, before it can pass to the iron oxide cabinet.

Closer inspection and a knowing sniff; revealed it was our old friend, wet-spray 2K. Hence, having masked the threaded areas, Graham whipped it into the iron oxide blaster. It took twenty minutes to remove every. last trace. However, good, sympathetic preparation and a correctly keyed surface is essential. No dings, dents, or similar imperfections, which was pretty much my expectation.  More next week…

 

Like big tyres? Well, I reckon Vee Tire Co Zilent https://www.sevendaycyclist.com/r  give Schwalbe’s long running and justly revered, Marathon Plus https://www.sevendaycyclist.com/schwalbe-marathon-plus-tyres  a good run for our hard earned. For me at least, working bikes need to be practical but also fun to ride.

Arguably, if a bike isn’t fun, then its not actually that practical. I’ve had a quick switcheroo of my Ilpompino’s front tyre, exchanging the Continental Contact plus https://www.sevendaycyclist.com/continental-contact for the lighter, faster rolling 42mm Maxxis Roamer https://www.sevendaycyclist.com/maxxis-roamer-tyres

I’m a sociable loner and an introvert by nature. Characteristics, which are frowned upon in a society, that favours extroversion. However, many, introverts, myself included, are very capable of holding our own in a professional context. I can interview people and network with suppliers all day long.

Cycle and motorcycle touring teach a myriad of skills. Self-sufficiency and resourcefulness being the most obvious. Forging constructive relationships quickly is another. Crashes can be painful.

The best maintained machines can fail unexpectedly. The skills to repair that broken rack are academic, if you can’t persuade a local mechanic, or blacksmith to lend you their welder. Then of course (As my late father was fond of pointing out) you might want to eat!

No, I didn’t learn to read people’s minds, or perform some Vulcan-esque mind moulding technique. (More’s the pity!). Nonetheless, I can identify whether someone’s intentions are good, or otherwise.

Working with models demands the ability to quickly put people at, and moreover, maintain that ease. My shoots are renown for being very chatty. Unlike extrovert personalities, outside of these contexts, I require a lot of time to myself, contemplating ideas and mentally recharging.

Most recently, I’ve worked with Tom Collins, seen here modelling our Seven Day Cyclist T shirt and the lovely, ultra-professional Amy JR Jones. Amy and I hard originally planned a duo-shoot, with an aspiring male model but he backed out, without notice.   

Cream

Paint freshly cured and blemish free, my Univega's frameset grew accustomed to its new identity at centrally heated room temperature. I headed north on other missions and awaited the arrival of those chain-ring bolts for the 1x9 conversion. Several days hence, those bolts had arrived...

Long drives can leave me feeling wired, so I promised myself, I’d “Just do an hour”; treat the frame internally, get the headset, bars, stem, bottom bracket etc in…

Three hours later, I was a lot further along but reaching that dangerous tipping point-the one where thought processes become addled and mistakes made. At 1.30 am, I flopped into bed and resumed building after eight hours rest.

Everything breezed together with liberal helpings of fresh grease and minimal faff. On the subject of grease, I’ve been suitably impressed by the longevity of Green Oil eco grease that remained pretty conspicuous on fasteners and bottom bracket threads alike some months in. http://www.sevendaycyclist.com/green-oil-eco-grease  

Full-length mudguards certainly help but, I was also pleasantly surprised to discover a decent layer of Muc-Off grease still adorning the Stronglight Aheadset bearings. These had been pretty much untouched for two years.    

Rebuilding is an ideal opportunity to give components and accessories a really thorough scrub. Mudguards were purged of wintry sludge; corroded “stainless” fasteners were replaced, re-greased and snugged tight. Many miles in, its KMC X9-ept chain http://www.sevendaycyclist.com/kmc-x9-ept-chain was now well past the first flushes of youth and signalled another enforced break, while waited for its SRAM PC971 replacement to arrive.

Puncture season in full swing, I switched my attention to salvaging tubes. Having discovered my ‘cross inspired fixer’s front tyre pancake flat, I changed the tube, rounded up some other casualties and patched them for spares duty.

Two patches is my limit. Those sporting more; or larger lesions are decommissioned and reincarnated as top tube/chainstay protectors, headset or seat collar boots.

During the Univega’s makeover, Graham asked if I would drop by and strip his scabby old tart- a much loved, though world weary mid-90s GT Timberline.

It would’ve been ungrateful to decline, so, needing a break from the screen I popped in midweek. Two hours, one tin of penetrant spray and some nervous moments later, everything (including a seized UN30 cartridge bottom bracket!) relented.

Frameset bare and ready for the stripping tank, I turned my attentions to the Timberline’s grungy Alivio groupset. A liberal helping of Fenwicks’ FS1, some warm water and furious scrubbing later restored it to a socially acceptable and basically serviceable state.

While kinder to user and environment than my old friend, methyl chloride, the wispy vapour emanating from the other tank, always reminds me of the transporter scene in David Cronenberg’s visceral reworking of “The Fly”. Several minutes later and it had done a decent job of softening and partially stripping the existing finish.

Dredged from the chloride tank, things are basically dry. This one leaves a slightly slimy layer behind, which demands a few minutes longer in the blast cabinet.

After a few false starts, every last trace of residual paint and stickers were gone, leaving only a faintly dimpled, primer friendly surface behind. Graham’s going the blue route and has plenty of choice at his disposal.        

Elsewhere, there’s been a sudden swing to wintry weather. I’ve been thankful for my ‘cross inspired fixer’s quick, though dependable handling while chasing along lanes carpeted in thick slush.

Fixed offers that extra bit of feedback between tyres and surface. The ability to ease off gently against the transmission to slow, rather than pulling the front brake and being spat off is a definite plus! 

A Slippery Scapin's Starry Makeover

Increasingly superseded by stainless, chrome has long been synonymous with Italian manufacturers, despite Columbus recommending their tubesets were not subjected to acid baths, filing and similar torture...

Scapin are an Italian marque, renown for coating their steel frames internally with phosphate and nickel plating the exterior tubes. Allegedly, this was also for corrosion resistance, though I remain convinced aesthetics were the biggest pull. This particular example came under my radar, while I was mooching around Maldon Shot Blasting & Powder Coating’s bat-cave.

Closer inspection suggests it was fashioned from Columbus’ thin wall Nemo or Genius tubing. I strongly suspect it was originally part-painted like this Rossin but chemically stripped once the livery had begun losing its tenure and/or succumbing to stone chips and other cosmetic damage.   

Persuading stove enamel and 2pac finishes to stay put on partially/ plated framesets has presented headaches a plenty for paint-shops. Acid etch primers ruled by default but given a few years’, the livery tends to flake and peel where the two overlap.

This customer has chosen to leave the rear triangle in its original polished state. Aesthetics aside, this means chain slap and hasty wheel removals won’t leave unsightly calling cards. Graham carefully mummifies these with masking tape to rule out any pitting from blast media.

Having passed the threaded uni-crown forks through the iron oxide cabinet, Graham decides to sand the main triangle. He fears even a gentle grit could lift the nickel in places, which is not something that can be disguised with additional paint. 

Instead, he opts for an epoxy based zinc primer. Epoxy offers superior adhesion and interestingly, resists chemical attack better than others. However, they aren’t UV stable; hence polyester powder is the good finisher’s choice for colour coats.

After meticulous plugging and masking of head, seat tube and threaded areas, the frameset disappears beneath a powdery grey mist. Seven minutes and some perfectionist re-touching later, its spirited off for a ten minute bake in their gas oven.

Monitoring progress around the seven minute mark, the powder has melted to a rich (and strangely attractive) grey skin. Next; Graham applies a gloss black, a common “colour” that including lacquer brings the price to £65 plus VAT. However, this is only the base for a very exotic commission.

Four minutes and some localised re-touching later, its back to the curing oven for another ten minute bake; I alter the camera settings slightly and sip some tea, while Graham heaves a huge box of powder across the workshop dung beetle fashion. “Sapphire Star clear coat” he shouts over. 

I’m told this acrylic is impregnated with tiny pigments of colour. The overall effect is timeless petrol blue under normal lighting but assumes a subtle sparkle on sunny days. It’s well known that colours have slightly unique characteristics, requiring different techniques but Graham explains; particular care is needed with this kind of specialist clear coats-including temperature. 

The Scapin must not be allowed to cool, otherwise crazing or clouding is on the cards-disastrous. Gun loaded with lacquer, he strides purposefully over to the oven, caresses the frame tubes, nods with a grin and retrieves the frameset.  

Powder lacquers always appear white, enabling the sprayer to see exactly where they’ve been. Anything other than exacting coverage here will ruin the effect but like any skilled trade, he makes this look effortless-done in five minutes. 

Back to the oven for another ten minutes, we’ve time to indulge in a biscuit; or three. Graham removes the masking tape while the adhesive is still soft and I get a final shot.  

Total cost is £162 including VAT.      

 

    

Salt, Spray, Slush & SLRS

As winter slips into spring and forecasters threaten a bitterly cold Easter, I’m reflecting on the Ilpompino’s two-tone powder coated finish. Regular visitors will know that I’m a firm fan of powder coating, which is both extremely durable and these days, available in pretty much any colour you’d care to mention. Some with equally bewildering monikers too and I’m suddenly very taken with this orange....

However; overall effects and longevity are dependent on the quality of materials and sprayer skill. Given Maldon Shotblasting and Powder Coating (http://ctc-powder-coating.co.uk/pedal-bikes/) offer a five year warrantee against corrosion or defects as standard, I wasn’t surprised to discover my beloved MK2 remains resplendent.

Unlike the Teenage Dream (refinished in May 2009) the fixer is not a fair weather member of the fleet, it serves year round and in all but snow. Six months and a few thousand miles spent navigating slippery backwaters carpeted in soggy dung, salt, stones and other caustic, nasties have made zero impression.

In the interests of critical evaluation, I’ve been uncharacteristically slack when it comes to cleaning, allowing grime, filth and spatter to cultivate and solidify around the down tube, bottom bracket shell and rear triangle for several weeks at a time. 

With this in mind, its worth noting that any imperfections resulting from reasonable use would be honoured under warrantee. After all, winter, ‘cross and mountain bikes serve in contexts where a grimy patina is to be expected. Several months’ ride-into-the-ground neglect is not.

Do not expect a spray shop offering and enduring warrantee to cut corners.   

Critics of powder cite weight as being a major detraction and yes, compared with a 2pac it does pile on the grams, which could be a deal breaker for race whippets and other bikes on calorie controlled diets. This leads some finishers to skip the zinc phosphate primer and go straight to paint at customer request.  

Many mass produced racks/accessories are painted this way as it keeps costs competitive, In the event of stone chip/similar damage, the frame/fork's parent metal is left vulnerable to the elements. Moisture can sneak beneath, the colour coat, which then peels/flakes-especially if corrosion/oxidisation has been able to thrive unnoticed.  

Never ask, let alone attempt to cajole a project finisher to do something they know to be poor practice.  

Elsewhere, I’ve finally found a suitable body to replace my elderly Sony Alpha workhorse SLR. This enables me to retain my range of Minolta lenses, which are still quite plentiful and relatively inexpensive second hand.

In the hands-on sense, I’m fond of Sony’s A & NEX systems but irked by the Japanese firm’s tendency to discard, or change spec, seemingly on a whim and compelling owners to abandon or upgrade. Such practices might be acceptable for enthusiast armatures but a sure-fire way of alienating semi/pro audiences. 

Talking of electronics, my Hudl2 tablet computer has also gone the way of my previous KA’s exhaust baffles and arouses suspicions that inbuilt, software induced obsolescence was responsible.

Tesco, the retail giant was quite public in its intentions to discontinue and therefore, no longer support the range. I had it repaired under original guarantee at the close of November and this work carried a further 90 day warrantee.

Said Android powered device suddenly expired while I was entering the soft corridor of sleep a few days outside of that period. Annoying yes but lesson learned and I’ll acquire a different brand, when one presents at the right price. Bert Wagendorp’s “Ventoux” has just landed on the Seven Day Cyclist test bench, so I’m off for a read before drawing up a shortlist for potential design interns...

Makeover Magic: The Ilpompino's New Clothes

Sometimes deadlines are like a slow but consistently burning fuse. Having caught up following last weeks’ IT crisis, I headed off to Maldon Shot Blasting & Powder Coating to witness and document my frames’ transformation stage by stage. 

After the usual pleasantries, conversation turned to other enticing projects booked with them including lugged n’ brazed 531 frames from the early 1990s and various classic car shells/chassis awaiting blast and/or structural repair.

Chris examined the Ilpompino’s factory livery and decided it was best left soaking in their methyl chloride tank prior to blasting. Sometimes, depending on the existing paint, it’s possible to skip straight to the blast cabinet.

Once the active ingredient in over-the-counter stripping products; methyl chloride is a nasty carcinogenic, so now the preserve of controlled contexts. This is diluted with water to prevent evaporation but agitating the depths unleashes an unmistakable, pungent odour.  After fifteen minutes marinating in the stagnant looking chemical soup, Chris dons rubber gauntlets and delves deep.

My frame emerges seconds’ later, almost completely bare save for some localised residual silty paint. Passed through the glass bead cabinet and several minutes’ intensive tickling reveals a bare, dimpled surface; it also confirms my initial suspicions of surface pitting where the salt monster had nibbled the right chainstay.

This doesn’t dictate Metafil, or similar specialist fillers but Chris gently sands it flat before masking and plugging threaded sections. Critics of powder coating cite that achieving two or more colour effects requires applying 2pac or similar wet spray paints atop. This is relatively labour intensive, costly too...

Given this backdrop, a two-tone powder coat finish sounds a bit risky but Chris and Graham seem completely comfortable with the commission.

Regardless of family, all paints have unique characteristics according to their colours/pigments. My French blue/grey effect leads Graham to introduce a thinner, corrosion inhibiting zinc phosphate primer, which won’t risk imperfections in the top coats.  

Midway through this formative stage my Sony Alpha SLR camera body gets the sulks. Despite frantic efforts to re-dial settings, it refuses to deliver three frames per second required. Hastily diverting to my trusty NEX5 ensures there’s minimal loss of footage.

Confident of even coverage, “Izzie” is passed through the curing oven for fifteen minutes and our attentions turn to locating French blue (5024) and a complimentary  grey.  A hearty cheer erupts, signalling both polyester powders are in stock and in plentiful quantity.

Graham starts by loading the 5024, confirms a good flow rate by depressing the gun a few times and returns to the curing oven. Moments later, the frame is earthed and ready to receive the colour coat. Graham covers the main triangle under a blanket of pale blue before checking the powder is heaped uniformly throughout. Two affirmative nods and it returns to their their curing oven for ten minutes at 200 degrees.

Conversation meanders to the frame’s history, how I came to acquire it and its significance to me. Having returned to the oven, we discover gallons of molten frame preserve racing from the vent holes and bottom bracket shell...pooling  on the concrete floor.

Mercifully, this hasn’t contaminated the colour coat and can be deftly dismissed but serves to illustrate the importance of warning your frame builder or spray shop, should you suspect a frame has something oily sloshing around inside.

The boys take it all in their good humoured stride, blowing the frame through with compressed air. Demon purged and our next dilemma is whether to start the grey as a solid, or gradually fade it in atop the blue.

Solid effects involve masking, which in this context, risks permanent “tan lines”; so we take the latter route. Unlike wet sprays, powders can be blown into new shapes, or reused. Meticulous in their approach, Graham revises this three times before progressing round the rear triangle.

Moments pass, tension mounts as his eyes painstakingly scan every last particle. To my relief he nods again before spiriting it into the oven once more.  Finally, my beloved frame is given an acrylic clear coat, which adds further protection, while accentuating its rich, glossy lustre.

Right, time to introduce some fresh home brewed frame preserve and helicopter tape to abrasion prone points; then I’ll build it up before October’s through.

Heartfelt thanks go to the team at Maldon Shot blasting and Powder Coating for undertaking this transformation www. http://ctc-powder-coating.co.uk/.

Trevor (Father and MSBC MD) has asked me to point out that cost for this kind of specialist effect varies wildly depending upon several factors. This includes colour choice(s), post blast remedial works and whether decals/other detailing are required.