Schools Of Thought: Crossroads & Sub Genres

 

 

After some deliberation and allowing my mind to run free, nostalgia catapulted me to Specialized Crossroads Armadillo. These were a little heavier than a pure bred, wire bead XC tyre of the time but were still relatively quick on tarmac, capable on the trail, unmade roads and highly puncture resistant. I don’t actually recall succumbing to a flat, which is impressive given I was tackling the capital’s litter strewn, pock marked streets and letting loose on the trails come the weekend.    

Still relevant for off road touring, gravel and similar duties. I hummed and erred about a pair but reasoned, I’d go this route at the rear and leave the Cross King up front, or possibly a 1.95 Schwalbe Land Cruiser with the K guard puncture protection.  

I was also conscious of the old mantra...Use what you've got, acquire what you need.  The Schwalbe Land Cruiser with K guard weren't quite as dependable when it comes to puncture resistance- I'd succumbed to a couple of flints during some very wet, mucky rides during the winter of 2022.  

 

However, the Land Cruiser would be leading up front, the Specialized behind. I'd traditionally been of the belief that rear punctures were more common due to the increased weight and ultimately, wear. A rationale I still subscribe to. Then of course, wet conditions provide much easier passage for sharps. However, there's a school of thought suggesting that sharps lie flat, get flicked upright by the front tyre and then cut through the rear casing as we ride over it.  

 

Factors such as tyre pressure and tube health obviously play their part but it's an interesting hypothesis and supports the argument for shodding the rear wheel with a more robust, puncture repelling tyre.  Some suggest there is a tangible performance benefit from running a slightly narrower tyre on the rear, on the grounds of improved rolling resistance, improved traction in wetter, muddier conditions.  

 

Ursula’s rear triangle will manage 2.3 without tickling the chainstays, but something slightly narrower improves clearance.   As the photo illustrates, the 1.9-inch Specialized offers oodles more. Back in the early 90s, 1.95 and 2.1 inches were pretty much standard, with 1.75 still doing the rounds.   

 

Then of course, these CST Patrol rolled into view...These feature a tread pattern they say is designed to cope with a broad range of conditions. This might lack the absolute precision of condition specific designs, but also covers most bases, especially in changeable weathers/terrain.  Raised central knobs are designed to reduce rolling resistance, while the aggressive shoulders are designed to bite into soft surfaces when cornering. Ours were the 26x2.25 folding dual compound, 60ti versions with EPS puncture protection.   

26-inch tyres aren't in short supply, but manufacturers are prioritising 27.5, 650b and 29 inches. While there were several reasons influencing Ursula's makeover and disc rear end, futureproofing and the option of switching to 650b, without too much hassle. I'm in no hurry to dive down this rabbit hole and the slightly larger size might influence trail (and therefore handling), but viable options are always nice. 

 

Hardly surprising, given the internet but there are several schools of thought when it comes to gravel bikes.  

 

Some folks argue that mid 90s cross country mountain bikes were essentially gravel bikes. I can certainly see their point and Specialized’s Rock Combo, though slightly earlier is arguably the nearest production comparator, although I lean closer to the ‘cross bike with bigger clearances church, having witnessed a renewed interest in cross twenty-five years ago. This in turn led a steady evolution of cross bikes with mudguard (fender) and rack eyelets, 2-3 bottle cage mounts and increasingly larger tyre clearances. Specialized’s Tri Cross from 2008 being a prime example of this first generation. Again, at the time some folks suggested these were little more than subtly tweaked touring lorries.      

 

Back to 2025, and on a rack related note, here's Steve’s review of the Brae Yonder Brae Cycling Yonder Pannier | cycling-not-racing . Several wet rides along mucky lanes, hedge cuttings and similar nasties hiding in the soft gloop as I sped through, the Pirelli Cinturato haven't missed a beat. Not surprising at this stage, but welcome, nonetheless.  

Condor Man

No, not the 1981 Disney flop, starring Michael Crawford, although  we do live in very strange times... After a morning's admin and housework, I was suddenly gripped by a flash of inspiration. The sort so bright, it risks a nasty case of arc eye.  

I decided to ditch the Univega's long serving moustache bars in favour of the Soma Condor. https://www.sevendaycyclist.com/soma According to my thought processes (I hadn't reached calculations, or anything so rational), the riser sections would provide sufficient height for me to spend the majority of my time on the drops... 

With this in mind, the Soma Condor 2  https://www.sevendaycyclist.com/soma-condor-2-shallow-drop-bars  might've seemed a more obvious choice. However, though I'd run both, briefly on my tubby tourer, to assess Soma's claims (which were realised in the real world) the moustache bars had become something of an institution...I'd also convinced myself they had an edge, when on trailer tugging duties.  

I'd also earmarked the MK1 for a gravel-specific project and the MK2 for my fixed gear winter trainer. Then came the Genetic D-Riser 16   https://www.sevendaycyclist.com/genetic-d-riser-bars  and another round of musical handlebars. Besides, the Univega has a predominantly black/dun colour scheme. Contrary chap that I am, I may switch to the Condor 2, later on, should the urge strike. For now, the Condor's black finish clinched it. 

Spare inner and outer cables-check, spare bar tape-check, electrical tape-check. This was also an ideal opportunity to give this Soma Woodie 20 Multi-tool a formative test. Strictly speaking, multi-tools are designed for road/trailside teaks/tuning and repair, not workshop use. However, they are super-convenient, so good ones tend to become go-tos. 

Within half an hour, I'd everything rounded up, bike in the stand and components stripped. I'd removed a shim or two, when switching back to the Univega's OEM triple butted fork, but close scrutiny suggested height and drop depth were textbook. 

I pruned some outer cable housing, fed a new inner wire to the front Genetic CX cantilever  https://www.sevendaycyclist.com/genetic-cx-cantilever-brakes and dialled it in a bit. Ample bite to raise the rear wheel, lever grabbed in anger-perfect.  

I was able to recycle this Lizard Skins DSP 2.5mm https://www.sevendaycyclist.com/lizard-skins-dsp which was of sufficient length to provide ample, cushioned coverage. The adhesive backing was conspicuous by its absence, although adhered well, to the bars' shot peened finish. 

Decent quality electrical tape anchored it to the tops.  Having dialled in the rear mech again and pruned its cable, it was time for one last once-over and a 20mile fault finding blast. 

No faults to find-positioning absolutely bang on and as I'd always envisaged back in 1987, when I first clapped eves on a Muddy Fox trailblazer. The Trail Blazer was essentially a drop bar mountain bike with  bar end shifters and 1.75 section tyres.  

Specialized followed suit two years later, with the Rock Combo. These were similarly niche, and had a very short production run.  Feel free to get in touch, if you still own and ride one. I'm not looking to purchase, nor am I someone bitten by "classic" prices and groupsets have come a long way since. However, I loved the concept then, and still do.    

Anyhow, the Univega's positioning now means I default to the drops, affords better protection from the wind (Compared with the otherwise likeable moustache pattern) while retaining good control off road. Tops also provide superior parking space for lights, cameras and similar creature comforts.   

Talking of which, I've also switched saddles, this time to BBB Echelon, which is reputedly a road and trail friendly design, thus meets the criteria handsomely. Also proved the ideal opportunity to remove the seatpost, and treat it to some Park Tool Polylube 1000 Grease, before the darker months set in. 

A home-brewed butyl collar and full length chrome plastic guards/fenders (depending on where you're reading this) certainly help, but its one of those little, preventative measures that saves a lot of time and hassle, later on.     

Pumps, Photography & Punjabi

An arsenal of high pressure road and mtb derived “mini” pumps graced Seven day Cyclists’ test bench this week, so we’ll be looking at the genres and essentially putting four comparable models through their paces over the next month, or as long as it takes to reach some firm conclusions about their performance.

Falling prices has meant Co2 cartridges have crossed over from racing and become popular quick fixes for training and generic/club riding. Consequently, many riders now regard the pump as an emergency item and carry the smallest possible. The logic’s not difficult to fault, assuming of course you’re not particularly puncture prone.

However, while I too carry a Co2 system pretty much everywhere, I also like a pump that will genuinely achieve at least 60psi (mtb slick) and 95-100 in a narrow section 700x23/25 road tyre-without taking eons about it, or my biceps leaden with lactic acid. 

The difference between micro/mini/midi pump also seem to vary between manufacturers. For road, “sawn off” versions of popular frame-fit classics such as this now discontinued Zefal HPX mini are my first choices. Small enough to ride unobtrusively alongside the down tube, there’s adequate length for dignified resurrection of flaccid tyres to 100psi plus.

Light years away from those ghastly giveaways that were arguably better than nothing miles from home on a cold and rainy night but I had the pistons bend irreparably under the strain when inching past a paltry 60psi. The only down side to longer models is storing them when parking in the street along with lights, computers and other lovely gizmos.

Elsewhere, Chicken cycles (www.chickencyclekit.co.uk) have sent me these lovely Flinger disc compatible stays, meaning the neighbours will (hopefully) be spared agricultural utterances and I the effort of contorting others to fit. 

Unexpected sponginess had crept into the Jagwire/Avid system, spoiling that stop on a sixpence dependability. Introducing a different cable ferrule restored fierce disc typical bite-just the way I like it. 

Since opportunity presented, I also popped a rubberised cuff to the outer. Not that the housing was making any inroads into the clear lacquer topcoat but prevention is so much more convenient than cure.

I’ve often talked about the importance of continuous development and transferable skills (Though frankly these have been buzzwords within human resource management for three decades) in a rapidly changing economy.

The past eighteen months has seen steady evolution of my photographic port-folio. Products and technical work remain very close to my heart but demand has been tailing off in recent years as more firms streamline their budgets and scoop things in house.

Nonetheless, word of mouth and nerves of steel have resulted in much broader horizons, including social/portraiture. Traditional wedding photography is another genre that has become increasingly competitive, almost to the point of saturation. It’s not something to be dabbled with either.

I’ve heard from some devastated couples who entrusted theirs to “arty” friends with disastrous consequences. Emerging interest from NRI (Non Resident Indian)  audiences is certainly tempting me along that particular niche and I’m increasingly invited to capture other significant social events.

Eager to capitalise upon this, I’ve built a dedicated website to attract further business in these and other fields. While the importance of pushing oneself should never be underestimated, the “Jack of all trades, master of none” tag must be avoided at all costs, hence my specialisms.

The leap between this and learning Punjabi is not a difficult one. Indeed, I am also confident on current projections that India and Brazil will overtake China as a global economic powerhouse, meaning that command of Punjabi and possibly Portuguese will become increasingly desirable. Then of course, there’s the simple satisfaction gained from learning a new skill.    

Over the past week or so, I’ve had several enquiries from aspiring models, although have been unable to accommodate them for a variety of reasons.Sometimes this has been down to availability, others expectation i.e. that I would be willing to work for free AND surrender the images to them for commercial purposes.

There has been some asking about glamour, which is not a particular field I wish to be associated with. Not so fine art and implied nudity, which for me; are an interesting marriage of erotica, fun and imagination.     www.stenningphotographic.com