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Winter is hard on everything, even the best maintained and prepared bicycles, motorcycles, cars etc. demand more owner involvement. Following my undignified, but thankfully inexpensive encounter with sheet ice, I’ve stuck with Ursula and spikes. It was tempting to shod Denise with the Schwalbe Marathon Winter, but conditions were too icy for the 120 spikes.  

Sure, they’d offer a decent amount of grip in less challenging conditions but waterlogged roads that had turned to sheet ice will fox mid- point 240 spikes. Even with 362 spikes, I was incredibly focused along one particular descent, holding the right (front) lever tentatively to scrub off some speed and stabilise but I didn’t deviate from my line and was hyper vigilant, especially entering the left-hand bend. No issues, no bib short soiling, but I didn’t want another tangle with terra firma. Subsequent outings saw me take the longer, flatter route home.  

Having heard of my tumble and trashed tights, Saddleback graciously sent me these Castelli Espresso tights and jacket, which was very welcome, and I was deeply touched. I’d received and fitted the been giving the non-aero lever idea some thought and decided there was some merit in doing so, but restraint was key just now. Not least as someone felt themselves more entitled to my bank account than I. Thankfully my bank’s fraud team were quick to curtail this, but no-one thought to tell me, while I stood in line at the supermarket’s self-checkout.   

I’d decided if I was taking the non-aero lever route, I’d pop them on the WTB mtb drop bars and do a wholesale swap sometime, most likely coinciding with cable replacement. Otherwise, it’s just change for changes sake. 

While replacing Denise’s RL520 lever, I then discovered the derailleur inner wire had exploded into one massive fray, calling for replacement. Logic would suggest then was also the time to perform a switch. However, it was minus 2 and by the time I’d conducted lever surgery and redressed the bars, my fingers were rapidly losing sensation. Best to quit, while ahead rather than soldier on at that point.  

Milder temperatures saw this job completed in a matter of minutes the following day. The new brake inner wire had also stretched very slightly, but I’d noted the CX50 brake pads were running a little low, so I switched these, before pulling the inner wire through. Another illustration of winter being hard on components, so always best to keep a few in stock and coordinate replacement before they wear out.   

Ursula’s chain was looking thirsty, so I ultimately gave both bikes a deep, sudsy bucket clean, degreased Ursula’s drivetrain using the Finish Line Grunge Brush Solo Finish Line Grunge Brush Solo | cycling-not-racing, checked chain health-.25, which was a pleasant surprise and possibly due in part to the use of cleaner lubes-the Wolf Tooth WT-1 All Conditions LubeWolf Tooth WT-1 All Conditions Chain Lub | cycling-not-racing in particular. I’ve gone the Peaty’s Link Lube Premium All Weather PEATY'S LINK LUBE PREMIUM ALL WEATHER | cycling-not-racing.  

I’d switched to Ursula’s other XT wheel, having discovered the Ryde/XT had some play in the bearings, which I didn’t have time to tackle. A few days down the line and with some quiet time, I removed the cassette and tackled the cones. This is a very subtle adjustment and can be a little fiddly.  

I got things close and then whipped two 17mm spanners on the locknuts tightening them both simultaneously, thus ensuring both sides tension evenly, saving time and faff. A quick double check, then back went the cassette-another little job off the list. There was ample Oxford Mint Assembly Grease Oxford Mint Assembly Grease | cycling-not-racing clinging to the freehub splines, so no need to replenish.  I’ve been sent these Silca Gear Wipes, which seem a great workshop standby for all sorts of generic cleaning duties.  

£30 buys 110 wipes, which I’m told remove dirt, grease, oil and sweat from frames, components. There are two sides. One for polishing, the other for scrubbing. The polishing side is supposedly safe on frame finishes, including matts, which can be trickier customers to care for. The rougher side is for purging grease, oil and gunk from drivetrains and other areas of impacted grime-white bar wraps being prime candidates. Given the season, it’ll be very interesting to see how effective they are.    

I’d been tempted to pop out on the fixed since temperatures had thawed for successive days, but the mercury was sliding again, and my scabbed forearm and knee tempered such temptations. However, I’d reached my conclusions regarding the Topeak Uni Super Tourist 2.0 Non-Disc Rack  Topeak Uni SuperTourist 2.0 NonDisc Rack | cycling-not-racing 

 

Snow & Ice= Spikes

Plummeting temperatures finally heralded the arrival of snow and ice. Conditions the tabloid press were wetting themselves over for weeks, presumably a great distraction from other, politically engineered chaos crippling the UK. Warm banks because an increasing number cannot afford to heat their homes, food and fuel poverty on a wider level... Not scenarios associated with an advanced economy. 

Rant over. I’ve gone for the Schwalbe Ice Spiker Pro up front and the 1.75 Schwalbe Winter Plus at the rear, since there was insufficient room at Ursula’s rear triangle for the bigger tyre. Now, (this is the case for all spiked tyres) spikes need to be bedded in on dry tarmac for around 25miles before letting rip on icy, or snowy roads. Last Tuesday was switch day and bedding in was done on Wednesday morning at 430am.  

Spikes tend to add a bit of weight and resistance to things, so expect to drop a gear or two lower than you ordinarily might. This is accompanied by a gravelly patter, which quickly becomes comforting, especially when it's slippery.  

I’ve always been impressed by the Winter Plus, and their lowlier 120 spike Winter TESTED: SCHWALBE WINTER SPIKED TYRES (sevendaycyclist.com) but the Ice Spiker Pro are a few notches higher, thanks to the extensive proliferation of tungsten carbide spikes (362 in this instance). The advantages are immediately obvious when cornering or accelerating. No momentary losses of traction whatsoever, just lots of big grins.  

For the time being, the spikes will stay-they're by far the best option for slippery wintry roads. Madison Madison.co.uk – The UK’s largest cycle parts & accessories distributor has sent me some Maxxis Overdrive Excel. Marketed as a “trekking” tyre, they’re a dual compound model reckoned to cope in all weather and handle mixed terrain riding. Looking at the tread pattern, there are some passing, superficial similarities between them and the CST Expedium fitted to my fixed gear winter/trainer.  

However, the Expedium are only available in 26x1.75, while the Overdrive Excel are 26x2.0. This may be a moot point, or a deal-breaker, depending on your frame clearances and tastes. These days, I prefer a 1.95/2.0 section for Ursula but obviously, 1.75 and spikes is the way forward in wintry contexts, where clearance can become trickier on an older XC frameset running full-length mudguards (fenders).  

Other differences include theoretically superior puncture protection, given the Overdrive Excel’s “Silk Shield” runs bead to bead. Reflective sidewalls are another good bet during the darker months and indeed, daily drivers generally. 740g apiece is relatively light, for this genre and size of tyre too, so it’ll be interesting to see how they compare with Kenda Kwick Journey KS Plus KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com) (Also comes in a 26x1.75, along with several 700C options.) The basic Schwalbe Land Cruiser (26x2.0) are 887g. Mick Madgett finished a quick tune up of Ursula’s Ryde Andra/SP SD8 wheel SHUTTER PRECISION SD8 HUB DYNAMO | cycling-not-racing (sevendaycyclist.com) 

 

Elsewhere, I was somewhat stunned to find this little Topeak Taillux 30 USB Rear Light had popped in two. Specifically, the lens had separated from the base, while I was gently picking it up from the charging table. It was a clean “break” suggesting the adhesive had just lost its bond.  

This enabled me to ogle the internals with a child-like curiosity, although obviously, I left well alone and rejoined case and lens with some Gorilla glue. I’m very fond of the three-mode, 30-lumen light and for that matter, its bigger, 100lumen sibling TOPEAK TAILLUX 100 REAR LIGHT | cycling-not-racing (sevendaycyclist.com) so hoping this repair holds long-term.  I’ve left it curing at room temperature for the full 24 hours... 

Staying with lights, I had some unexpected mount woes with the See Sense BEAM+ but See Sense since sent me a replacement. The original was susceptible to annoying vibration when navigating anything other than virgin tarmac and that’s been conspicuous by its absence.  

Weldtite has very graciously supplied me with a replacement drive pin for my Cyclo Chain Breaker and are sending me their Ceramic coating kit, which is designed to protect the frame and components, making it easier to keep clean. Right now, conditions are perfect for assessing its worth and besides, anything that extends cleaning intervals is very welcome!  Now, I’m always drawn to products that claim to be all-weather.  Now in some respects, this can mean absolutely anything.  

However, in terms of chain lubes, it tends to imply a blend that is primarily brewed to resist the worst weather. Weldtite Ceramic WELDTITE CERAMIC LUBE | cycling-not-racing (sevendaycyclist.com) has held on very well, despite the freezing conditions. Motoverde PTFE Chain Lube Motoverde PTFE Chain Lube | cycling-not-racing (sevendaycyclist.com) is another very tenacious blend looking at the fixed’s chain is showing no signs of waning. Much like this disco brakes dual colour silver wavey disc rotor Disco Disc Brake Pads and Wavey Rotors | cycling-not-racing (sevendaycyclist.com)