Emerging from the Garage

 

A busy week. Having got Meg, the Magic Micra serviced and MOT’d and narrowly avoided acquiring a 1992 Suzuki GS500E project, I sought solace in the garage and continued stripping my fixed gear winter/trainer, cleaning parts before transferring them to the Mulo frameset. Some things were bin fodder, others model specific. The Mulo’s head tube is tapered, 1.5 inches at the base, which wasn’t problematic since I had an integrated Cane Creek cartridge bearing headset and compatible fork that I’d bought for metaphorical pennies a year or so back.

The problem being, I didn’t have a suitable setting tool (rammer, in casual parlance). I didn’t want to purchase another, spending money and wasting time, so headed out to my local mechanic brandishing biscuits. They kindly set the crown race down, while I was doing a Tour De Morrisons and I returned the favour with a twin pack of chocolate digestives.

I returned and began building the frameset, having applied helicopter tape and old inner tube to select areas, coupled with liberal helpings of waxy corrosion inhibitor within the frame’s inner sanctum and allowing it 24 hours to cure. Liberal helpings of Juice Lubes Bearing Juice to the bearings, a lighter application to the crown race. Elsewhere, I opted for Oxford Mint Assembly Grease Oxford Mint Assembly Grease | cycling-not-racing since it’s a sturdy, carbon compatible blend.

Everything came together surprisingly easily, save for a schoolboy error-me mounting the new ring inboard of the crank spider, bring everything flush against the chainstay. An easy fix but consumed some time. Wheels and chain followed- I’d gone for the 40mm Continental Pure Contact since clearances allowed.

I’d opted for the beefy Izumi 410 and the 17tooth Halo sprocket means a gear of 69inches. Easily tensioned, I fitted the Gravel Hugger guards, then the Topeak Super Tourist DX 2.0 Topeak Uni SuperTourist 2.0 NonDisc Rack | cycling-not-racing- a light coating of Oxford Mint Assembly Grease on the treads and forming a seal so the elements couldn’t sneak past and cause mischief.  I decided to call it a day, popped the Mulo away. I revisited with fresh eyes two mornings later.                     

Some Leatt SPD arrived for testing but for the time being, I'm sticking with the ultra-dependable and long serving Shimano M540, switching the Leatt between Denise and Ursula to assess their mud shedding trail capabilities first.  The Leatt Endurance 6.0 are intended at cross country mountain bike and gravel audiences and have a reassuringly high specification. 6061T6 aluminium alloy bodies (shot peened to prevent stress fractures turn on cro-moly axles) and more interestingly, a LSL self-lubricating bushing, a needle bearing, and an industrial roller bearing. Quad seals promise to keep the grease in and elements out. Stainless steel bindings and Shimano pattern cleats continue the durable narrative.   

On the topic of mud, I continue to be impressed by the CST Patrol, which though not the lightest of cross-country rubber, seem to perform consistently well across a broad range of conditions, while proving highly puncture resistant. No punctures to date.

Loosely comparable with Continental Cross King- another cross-country design with quick rolling charms and modest weight but in my experience, prone to flats-flints and hedge clippings specifically. Continental have sent me the latest versions, which now feature the brands black chili technology. This is a sophisticated polymer promising to improve grip, rolling resistance and wear. It will be interesting to see how they compare with the CST Patrol, particularly on the reliability front. The Continental sport a similar tread pattern and also feature a fibrous puncture repelling weave beneath the belt.

Staying with puncture resistance, I’ve experienced two pinhole flats over the course of two consecutive rides with the rear Pirelli Cinturato, leading me to switch the rear for Maxxis Ravager Maxxis Ravager TR Tyres | cycling-not-racing Thankfully the tubes only succumbed to a tiny pin-prick, so easily patched and returned to the Zefal Adventure R11 ZEFAL ADVENTURE R11 WATERPROOF SADDLEBAG | cycling-not-racing . The Muc-Off Airmach Mini Inflator Muc-Off Airmach Electric Inflator Pro | cycling-not-racing has proven an absolute godsend on these occasions, especially since I needed to be back pronto to facilitate a few things.

During this phase, I removed Ursula and Denise’s seat posts, blasted some Supertrol into the seat tubes, added another lick of grease to the posts, refitted, nipping them to 5 and 6nm respectively with the Velo Tool Mini Adjustable Torque Wrench. This also gave opportunity to refine Ursula’s saddle height, raising the Kinetic 2.1 Suspension Seat post KINEKT 2.1 SUSPENSION SEAT POST | cycling-not-racing a further few millimetres.

 

Smiling Through The Slush

 

Winter had returned with a white blizzard. The air temperature had been around 2-3 degrees but windchill meant it felt closer to minus 2 and visibility was also dropping. Something that sprung to mind while I was out on Denise. I'd donned the Castelli Espresso JerseyCastelli Espresso Air Jacket | cycling-not-racing and Bib TightsCastelli Espresso Bib Tights | cycling-not-racing, Waterproof jacket, waterproof socks, Shimano MW7Shimano MW7 (MW702) Gore Tex MTB Shoes | cycling-not-racing, traditional polyester/cotton cap and the Lomo waterproof gloves. Toasty enough to focus on the conditions. Thankfully, it hadn't frozen overnight, so the roads and lanes were just soft and slushy under tyre.  

 

The MW07 had also become as filthy as they were before I'd deep cleaned them only the day before. Much the same story with Denise, mucky spatter clinging to the down, seat tube and rear triangle. I’d decided to give her a good sudsy bucket wash every four rides, mitigating the risk that winter might take a bite from anodising and pretty paintwork, although decent quality waxes and an absence of gritting lorries along the lanes and B roads certainly helped.  

 

During this phase, I was beginning to question my enthusiasm for lighter weight lubes, but decided I'd stay with them, for the time being. Better more regular application, than a grinding paste. There was plenty of waxy gunk falling away from the jockey wheels during the latest deep clean.  

 

While combing through the cassette, the tool literally disintegrated. Not totally unexpected-I’d had it years and, in my experience, the witches brew of old lube and solvents usually dissolve them. Bin fodder, but I’d enjoyed the satisfying process of coaxing lumps of congealed, waxy stuff from the jockey wheels and derailleur cage. According to the chain gauge, there was plenty of life left in the KMC chain, which was another welcome find, so I stripped the side-plates of residual lube and scuzzy stuff, then reapplied some of the Peaty’s Link Lube All Weather.   

 

We're quite fond of Blub's range of lubricants, although they seem a little quirky. For example, the ceramic Blub Ceramic Chain Lube | cycling-not-racing and dry Blub Wax Lube | cycling-not-racing blends will need reapplying if bike(s) are left standing longer than 48 hours between rides, which might be a moot point on a commuter, or daily driver, but not ideal for sunny day's playthings. Talking of which, Steve's been long-term testing their P Wet lube Blub Wet Lube | cycling-not-racing 

 

 

I’ve decided I’ll switch the Deore crankset’s plastic bearing pre-load cap for a CNC machined aluminium alloy unit, designed to be adjusted using a 10mm Allen key. These are heaps more convenient-especially if I need to snug the bearing preload mid ride. This induced some foraging in the spares boxes- I knew I had one somewhere...Sure, I could buy another for £6 or so on the auction sites but knowing I already had one doing nothing irked me.  

 

Thankfully, I’d located one within twenty minutes, inducing a loud cheer. There are models designed for 8mm Allen keys, which would be easier still, given they’re a common feature on contemporary multi tools. However, with the Oxford Torque R10 Mini Ratchet runs a ¼ inch adaptor, thus widely compatible with other bits, so you can build a custom kit for the road. In many respects, this suits me down to the ground.  

 

However, there’s a lot to be said in favour of the pocket workshop types with chain tools-they can be popped in your chosen luggage and will cater for most situations. Indeed, I’d probably steer those starting out to one of the pocket workshops. Lifeline LIFELINE 18IN1 MULTITOOL | cycling-not-racing   or Passport CDW PASSPORT CDW MULTITOOL | cycling-not-racing  have impressed us. Muc Off 17 in 1 Multi Tool Muc-Off 17 in 1 Multi Tool | cycling-not-racing  is another solid option, if you were seeking a very compact model. 

 

I’d been a little conscious that Denise’s carrier and mudguard eyelet threads were exposed.  

I’d put a drop of winter weight chain lube on them as a preventative measure, but recent wet and muddy outings convinced me it was time to blank them off. A rummage in my fasteners draw unearthed four suitable candidates. Dipping the threaded ends in some Oxford Mint Assembly Grease Oxford Mint Assembly Grease | cycling-not-racing, I sped them home with a 4mm Allen key. 2nm is reckoned the best torque setting for these, and similar fasteners, but I literally just wound them to the bare minimum. A small, but strangely satisfying tweak while I was waiting for the tumble drier to do its thing.  

 

Alternatively, you could go for some Zits. No, not the sort you punished the mirror with during your teens, I’m referring to these Portland design Works (PDW) Zit Bitz PDW Zit Bitz | cycling-not-racing which are designed to blank off unused threaded bosses on your frame, or fork. They’re not intended to take any loading i.e. hold a rack, mudguards (fenders). Aside from adding some colour, dare I say “bling” to your bike(s) they prevent rain and other ingress sneaking inside and creating mischief- rust-stained bottle bosses, no thanks!   

         

 

Temperatures continued to tank over the coming nights, prompting a switch to Ursula and the Schwalbe Ice Spiker Pro. However, in practice, the roads remained thawed, and slushy come sun rise, so I stuck with Denise.  I’ve been pleasantly surprised by how well the Continental Pure Contact Tyres have coped, cutting through and shedding churned gloop much better than I was expecting. That being said, knobblies can rapidly become slicks in these conditions. 35mm cyclo cross designs are an obvious alternative to gravel specific rubber. Hmm, watch this space..