Ruggedly Dependable

 

Yes, that statement could be applied to me in some respects, but I’m talking winter components. After some deliberation, I decided to switch Muffin’s Continental Pure Contact for the Contact Plus. No particular reason, save for the fact I was going to be cleaning the chain and applying the Muc Off C3 All Weather, so thought I’d switch rubber since opportunity presented.  Planet X advised that there was clearance for 43mm, so I’ve reached for the bigger, 40mm Continental Contact Plus TESTED: CONTINENTAL CONTACT PLUS TYRES  .

These are a wire bead model, adding some significant grams over the folding Pure Contact but they roll surprisingly well for a big tyre and are seriously dependable when it comes to cuts and ultimately, punctures. Flats happen and will claim even the most dependable pneumatic rubber at some points, but I’d sooner not be tending one on a cold, dark, wet night.

Interestingly, the Contact Plus are much easier to mount and remove and seem to offer a bit more room at the rear triangle- when both are inflated to 70psi. Anyhow, that’s all academic, the Contact Plus are staying, at least for winter.  

The Muc Off C3 All Weather seems a little slicker than its base counterpart Muc-Off All Weather Chain Lube | cycling-not-racing and indeed, Weldtite All Weather Lube Weldtite All Weather Lube | cycling-not-racing , although that’s less surprising, given the price differential. Mot much between them on the cleanliness front, if a diet of muddy, greasy lanes is any gauge.

The Weldite is drizzle on, wipe and go, whereas the Muc-Off require four hours to cure. I’ve tended to leave it overnight but as you’d hope, have also tested the four-hour claims.  Seems so in temperatures between 11 and 14 degrees, although tanking temperatures may sing a different tune.  

 Storm Claudia gave ample opportunity to assess its staying prowess, not to mention that of the Sidi Algor. Thus far, both are holding out against the waterlogged lanes and driving rains, which is very welcome. However, I’ll need some sustained cold to assess the latter properly-afterall, Algor literally translates as “cold”.  An unintentional ejection of the Gaciron Cetus Gaciron Cetus 1700 Underneath Bike Light | cycling-not-racing front light, into a deep puddle suggests weather sealing is very good. True, it’s not full-on submersion but still impressive and there’s been no lasting effect, or damage.

Wetter periods are also leading me to conclude the Ergon bar tape is understated on the grip front and reassuringly easy to get along with-no slipping, no white-knuckle rides and, unlike some, surprisingly straightforward to keep clean.

A quick shot of bikewash, lathered up with a medium stiff brush will shift mucky, ingrained spatter with nominal effort. Plenty of mixed terrain riding suggests the 3mm Orthrocell padding is very effective over longer distances but without looking unduly bulky. Less important on a gravel bike perhaps, but great if you were looking to dress a more traditional road specific winter/trainer, or tourer.  Until recently, temperatures have been mild enough for mitts. This is significant because it enabled me to assess the texture and purchase against bare skin. The woven surface texture is slightly reminiscent of cotton tapes, although without the sogginess when it’s raining dogs.  

     

Having tweaked Denise’s rear mech tension slightly, curing a modest but annoying shifting glitch midway along the cassette, I returned from a particularly wet ride, to discover a tiny but annoying amount of play in Denise's one- inch Stronglight A9 headset. 

 

An easy fix, although less convenient when you can't locate those large wrenches. I found my BBB Headfix but then recalled I only had a single 32mm and needed two. Couldn't locate my cherished Campagnolo but thankfully was able to remove slop and get everything bang on with a single wrench-seems as if the cable hanger worked as a useful buffer, preventing the bearing race moving while I snugged the locknut down. 

 

One of those periodic, rather than regular tweaks but reminded me how convenient the Aheadset systems are by comparison.  Two Allen keys-4mm for the pinch bolts and a 5/6mm for adjusting the pre-load. An easy job mid ride, or indeed tour-assuming bearings and races are otherwise in good health.

Servicing using stout grease and protecting the lower race from water and ingress. Obviously, mudguards (fenders) make a huge difference, but this isn't always practical.  A boot made from scrap butyl inner tube is another additional defence, extending their life and to some extent, service intervals. Especially on gravel and mountain bikes seeing hard service. 

After a very ambient start, November has awoken and with wet roads and temperatures dipping below zero, I decided to dust down some 35mm Schwalbe Winter Spikes- I really didn’t want a repeat of last January, claiming a jersey, tights and Denise’s Tektro RL520 brake lever. Not to mention some pride... The Marathons can be stubborn to fit, and these are no exception, claiming a composite Park tyre lever and causing a pinch flat.

 Minimum pressure is cited as 35psi, max 85, so I’ve gone for 65-70, offering a bit more grip but without unduly compromising rolling resistance.  Minus 2 on our first outing and the bike handled as if it were on rails, the spikes biting into the ice beneath and providing that beautiful traction. However, caution and sense are still called for- the elements can catch us out and other road users may slide, or experience difficulties. Something I was reminded of when a large Honda overtook, slid and then mis-shifted.  No harm done to either party but a reminder none of us can afford to be complacent.  

  

 

Midwinter’s Chilly Charm

 

January crept in as it does and while others huddled beneath their duvets I headed out along the lanes, reflecting on the products I'd been testing and forming my conclusions about others. Temperatures had plummeted and with it came the blizzard of apocalyptic weather warnings.  

The tabloid press gets extremely excited about these things, steering people away from the significant issues affecting them, and the world on a wider level. The UK's press seems largely unfit for purpose, more concerned with giving platform to popularists with critical, investigative journalism a thing of a distant past.  

 

Back in the saddle, I'd been caught out by the unexpectedly icy spell, so hadn't yet switched Ursula back to the spikes. It was forecast but the sensationalism led me to overlook this. Took things carefully and the Continental Cross Kings provided sufficient feedback to avoid going rubber up, but I cursed myself for not being better prepared. All part of riding, I guess.  

 

Besides, I'd just have to get on with it, were the weather to turn mid tour I convinced myself. That was until I noted rainfall AND plunging temperatures for the week ahead, which would turn lanes and backroads to skating rinks. Visions of bent mechs, broken collarbones and back went the Schwalbe Ice Spiker ProSchwalbe Ice Spiker Pro Tyres | cycling-not-racing.  

 

Given the conditions, I’m sticking to Ursula on account of the riding position, big bars and 2-inch plus rubber’s contact patch. I’d toyed with switching Denise to the Schwalbe Marathon winter but can’t see the sub-zero wintry conditions lasting, so one bike shod with spikes is the way forward for now.   

 

Back went the Belgian cap, deep winter gloves and softshell jacket- yes, its pink and not my first choice but then, I'm very secure in my masculinity, it keeps me very temperate, so frankly, don't care. There have been some very chill spells, but the mercury hasn't slid below zero very often, so I've not had much cause to don the softshell and thermals.  Dress the bike and rider properly and the weather becomes less relevant. That said; always ride within sensible limits and give conditions the respect they deserve. Hypothermia, or at the other extreme, sunstroke are not to be taken lightly.  

 

A mechanic once told of a 'cross meet so bitter, they had to spray anti- freeze on rider's chains to keep them from seizing up. Though a moot point with sealed cables, I found standard gear inner wires turning unexpectedly arthritic in the cold, resulting in temperamental shifting (although easily remedied with a quick post ride shot of GT85GT85 ALL PURPOSE LUBRICANT /similar) 

 

I've resisted temptation to switch to winter weight wet lubes so far, primarily on the grounds they're durable but tend to attract dirt, which in turn becomes a cannibalistic grinding paste, limiting their charm.  I've drained every last drip from the bottle of WTB all conditions (which I really like, due to the self-cleansing properties) so will probably go for the next closest thing on my shelf- Peaty's Link Lube Premium All Weather PEATY'S LINK LUBE PREMIUM ALL WEATHER | cycling-not-racing.  

 

This is still stoical, similarly clean, and isn't hampered by a long curing time. It has similar characteristics to the WTB in that it purges grime and ingress as you ride, which given the conditions, is very welcome and theoretically cuts out the side plate cat-lick ritual.  

 

Given the price of chains and drivetrain components generally, I’m moving away from traditional wet lubes on 10 and 11 speed derailleur configurations given I’ll get between 1100 and 1300 miles (about 2092.15 km) from a bog standard10 speed chain. Old school 6,7 or 8 speed are less delicate in this respect, so I’d have less qualms about dressing these with a traditional hell n’ high water wet lube, such as Finish Line Cross Country. Petrochemical blends aren’t the only rugged choice either.  

 

One of the best blends we’ve come across is NZero NZero Lubricante Organic Wet Lube | cycling-not-racing and I’m also very fond of Green Oil Wet GREEN OIL WET CHAIN LUBE. Their Eco GreaseGREEN OIL ECO GREASE and Eco Spray Lube TESTED: GREEN OIL ECO SPRAY LUBE are similarly impressive benchmarks, although under no circumstances grease chains. Their Eco Spray Lube is just thick enough to serve as an internal preserve for steel framesets and summer weight chain lube, too.     

 

Talking saddles, I’ve become increasingly fond of the WTB Rocket, having racked up plenty of miles on and off road. Specification on paper might not set pulses racing or win bragging rights down the club house. We’re talking painted cro-moly rails, microtex cover, memory foam padding and a pressure relieving channel. However, standards of finish and construction are reassuringly high.  

 

Talking of which, I concluded that I needed to raise Ursula’s saddle height by a few millimetres. This can be all it takes between having something bang on and close-to. As with all thins, opinions vary but rule of thumb says the knee should be almost but not fully extended when the cranks at its lowest point. An easy post ride “while I remember” amendment that made all the difference. Right, ending on the foul weather note, I’ve been seriously impressed by how well this Oxford Aqua V20 Single Pannier has performed across the board. 

Oxford Aqua V20 Single Pannier | cycling-not-racing