Dogged Persistence

I was pursued by a very determined and extremely aggressive Alsatian, while negotiating a particularly dark lane. Dropping to a 36 inch gear,  fuelled by a rich mix of caffeine and adrenaline, I dropped said disagreeable canine on the climb. 

I've been attacked by an Alsatian, on four separate occasions in thirty years. Thankfully, my tetanus was up to date and injuries superficial. At time of writing, the UK is still rabies free. However, even though the treatment has gone from 30 to 4 shots, I've seen them administered, and they look decidedly painful. 

Animosity towards cyclists, was once thought to be triggered by the freewheel mechanism. I Consigned that generalisation to  the bin, when I had to out-sprint one, riding fixed.  

A dog dazer, or similar humane deterrent, might be a useful acquisition. 

These send out an ultrasonic frequency that dogs cannot handle, causing them to retreat. Thinking about it, there's probably a phone app that does much the same thing. However, inm these scenarios I want to press and go, not fumble with my phone!

There's no footage of this encounter, since I've been frustrated by some low-level mount chatter that manifests as a very audible rattle. Its particularly apparent over washboard tarmac. 

I've checked the metal bracket's hardware is fully snug and research suggests its a quirk of the design. Therefore, since I'm a couple of years post warranty, I modified  the composite component. 

This Thermoworx Whitemorph polymer sounds like an obvious candidate https://www.sevendaycyclist.com/thermoworx-whiemorph. However, while its very effective for some jobs, including this resurrected Fibre Flare Single Tail rear light, it sets hard. I needed something supple that would dampen this annoying vibration. 

Experimenting with off cuts of scrap butyl and Acros Silicone Wrap Handlebar Tape https://www.sevendaycyclist.com/acros-silicone-wrap-handlebar-tape  proved fruitless. 

Enter Sugru. It's a single use, mould able silicone putty, which sets flexibly, so hopefully that'll cure this annoying trait. January has seen a trend towards drier conditions. 

Since the Univega's chain was looking patchy and the cassette sporting a layer of ingrained gunk, I decided it was an ideal opportunity (a) to put some chain cleaners through their paces (b) Switch back to the Juice Lubes Ceramic Juice to see how it fared in drier conditions. 

Worked one lot into the cassette using an old, clean paintbrush and decenated some into the chain bath, which stripped the chain back tpo its electroplated state with Piranah-like efficiency. Very satisfying. 

Obviously, two cheap nail brushes, doused in solvent, will have similar effect. However, thist tends to be messier. A moot point if part of a more comprehensive, sudsy bucket scrub is on the cards. My Univega was, given the wet, wintry conditions. I started by giving the Fizik Vento Microtex Tacky Bi-Colour Bar tape https://www.sevendaycyclist.com/fizik-vento a good tickling, to remove some ingrained petrochemical patina. I then turned my attention to frame and wheelset. 

 I also took this opportunity to give my Carradice SQR bags a deep clean and switched them over. Both are waterproof but the black cotton duck SQR tour coordinates better with the Univega's aesthetic and the Carradry's glossy fabric makes more sense for my fixed gear winter/trainer (which doesn't sport mudguards). https://www.sevendaycyclist.com/carradice-carradry 

 I've found these Funkier Aqua Gents Pro Water Repellent tights particularly welcome https://www.sevendaycyclist.com/funkier-aqua-gent-s-pro-tights

Being steel, little surprise that the new seatpost binder bolt stayed snug. However, I wasn't sure whether the collar would stretch, or not. So far, so good, although I do give the saddle a quick tug, before setting off. We've also been very impressed by the budget Schwalbe Road Cruiser tyres https://www.sevendaycyclist.com/scwalbe-road-cruiser-tyres . 

Although less bullet proof than others in Schwalbe's range, the Kevlar banding seems pretty dependable. Steve succumbed to a hawthorn but I've remained unscathed, despite the greasy mulch carpeting many of the roads I navigate. Another pleasant surprise is their relatively supple compound, which combines great handling and compliant ride.  

White Witches, Wrenching & Other Intrigue

The Genesis Croix de fer 2.0 has certainly cast a playful, engaging and dependable spell upon me. 180 mixed terrain miles and counting.  There’s no space for another machine and in any case, simple, squeezed economics preclude such indulgence. However, swooping through the S bends or enjoying its punchy climbing prowess conjures thoughts of building a frameset along similar lines.

I’m thinking rear facing track ends, two sets of bottle bosses, disc mounts and spacing for Alfine/similar hub transmission. This would give the option of running it fixed (packing the hub with spacers), single speed freewheel, or geared.

Cyclo cross bikes were a well-kept secret for countless years, until renewed interest in the discipline saw larger names cotton on, producing “civilian” ranges with wider gearing, mudguard/carrier eyelets, several sets of bottle bosses and similar refinements.

In many respects, the Croix de fer is a prime example of this species. Said Chimera is to cross what road path was to track-capable in competition, yet faithful weekday donkeys that will tour equally convincingly. Steel blades have been largely eclipsed in sporting terms by carbon/composites but remain extremely practical and arguably better suited to this design brief.

Short in the torso, I’m finding reach a little stretched-not painfully so and steering could never be described as barge like. Nonetheless, I’m going to see what difference a 9cm extension makes.

The past 140 miles have coincided with seasonally appropriate temperatures and challenges; though there’s been no hint of going “rubber up” due in part to the super supple 35mm Continental cyclo cross speed tyres. Designed for hard/dry courses, they’ve been surprisingly competent in soggy, churned bridle path and through leafy forest trails.

Proof that dual purpose isn’t synonymous with woefully lacking, they roll quickly over tarmac at 80psi and contribute to the “magic carpet” ride quality. I’d consider a set of these for the Ilpompino but being an earlier incarnation, its rear triangle shuts the door to anything bigger than 32mm with mudguards. 

Conversely, the Croix de fer will entertain 38mm spiked snow/ice rubber with breathing space, though playing it safe, I’d err on something 35mm like Kenda’s Klondike skinny.

Sticking with tyres in a broader context and reverting to the 90s when I lived in the capital, I found myself bitten by the “frankenbike” hybrid concept. This involved dressing an older/new old stock, upper mid-range Cro-moly XC mtb frameset in a hotchpotch of aesthetically agreeable goodies that made it stop, go and handle in decent proportion.

44/46cm Drop bars were easily acquired-cheap as chips too but patterns were decidedly conservative and a bit whippy when pushed hard.  Given  ‘Cross racing’s such a short season on these shores, many riders entered on MTBs, which were welcomed, or at least superficially most people seemed live n’ let live about things. 

Hutchinson even produced a 26x1.4 ‘cross specific model for this market. Capable, it was also decidedly niche and priced accordingly. Prior to their discovery, I also had surprisingly good results in dry to moderate conditions with WTB 26x1.5 All Terrainasaurus (£6pr NOS back in 2001).

The Univega is an extension of this concept and originally conceived for long and short haul rough stuff touring. Having upgraded its computer, subsequent test runs confirmed the head unit’s location was incompatible.

Further bin diving couldn’t retrieve a compatible bar mount, so I modified the stem-fit using Sugru putty impregnated with a powerful button magnet.  This tethers securely to the stem’s preload bolt and is effortlessly removed when performing headset strips/servicing or just locking up in the street.             

Coinciding with a bar wrap group test at Seven Day Cyclist www.sevendaycyclist.co.uk, its tainted, though extremely agreeable Lizard Skins DSP (Dura Soft Polymer) tape has been superseded by Cinelli “Chubby Ribbon”.

Claimed 30% thicker than traditional corks, there’s plenty of it, although greater density meant several revisions before pleasing, uniform effect was achieved. By contrast, this equally fetching M-part tape (M-part is Madison cycles in house brand) breezed aboard in fifteen minutes flat.

Fashioned from leather look polyurethane, its reckoned to deliver in all weathers, thus “particularly suited to daily commuters and winter bikes”. Initial impressions suggest so but in common with a few other titles, we test things for at least several weeks and a good few hundred miles before arriving at any firm, conclusive opinion. Let’s see what another 300 miles through wet, cold and fairly mucky February roads reveal….

Finally, let’s talk torque wrenches. Like track pumps, they’re not essential in the literal sense-most of us will snug something tight, guess tyre pressure when recovering from a roadside flat (though most of us carry Co2 cartridges and/or some form of gauge too). Emergencies aside, incorrect assembly tension has the very real potential to threaten life and limb via ruin components, frames and voids warrantees.  

Thankfully as prices for space age materials tumble, consumer tooling follows suit. £50 buys something like this M-Part, which comes complete with protective carry case and compliment of popular bits. Regardless of type; these are very sensitive to everyday wear n’ tear, let alone abuse, so should always be stored in their protective cases at the lowest settings.

“Click” models such as this are the most common variety. These employ a factory calibrated clutch mechanism with a pivoted head indicating when desired pressure has been achieved.  

STOP AT THE FIRST CLICK, beyond this places additional strain on the component/fastener, enticing fatigue and the risk of tool destruction (though you’d be forgiven for thinking otherwise, watching some automotive fitters!!).

A consistent, mechanically sensitive technique is equally imperative. Components such as four bolt stem faces demand following a diagonal pattern to prevent stress points or stripped threads. You did introduce that lick of grease/bonding agent….        

Tight Fits

¾ lengths, tights and fluro training jackets have been the order of this week thanks to falling temperatures, cobalt skies and regular cloudburst. These GT are old favourites, staples, entering their fourteenth year of service. Had a sibling pair, though these were written off during a  tangle with terra-firma  back in December 2001.

After some further deliberation and experimentation, I’ve acquired a remote trigger for the Geonaute, thus overcoming the push button lottery when seeking to capture short action sequences.

This is a genuine part-I’ve had mixed results pairing pattern triggers and still cameras, so wasn’t prepared to risk buying twice and wasting money.  A receptive range of five metres gives plenty of scope.

Handlebar was the most obvious choice but since I regularly alternate between fixer and tubby tourer (let alone test mounts), tethering via crocodile clip to nelson/breast pockets of my various technical jackets seemed a better solution.

This avoids potential interference with wireless computers and makes best use of said action cam’s user friendly features. Therefore, £12 well spent, bringing the running total to £162. Question is; can I resist further, organic upgrading-bolt on playback screens, spare Li-on cells and similar goodies? 

Frankly, it’s a matter of reining myself in and maximising its existing potential.

While primarily purchased with a positive ride-capturing mind-set, it would appear road users of all denominations are increasingly acquiring action cams to demonstrate poor/dangerous road craft and mitigate themselves from any wrong-doing.

Anecdotally, the past few outings suggest drivers are more aware of the helmet mounting, thus overtake and generally behave more graciously, though there remains a hardcore of “punishment passers” and not just cars/commercial vehicles.

Curiously enough, some lone riders sporting club colours have literally overtaken within a hairs’ breadth of my elbow, despite turning a steady 18-20mph and clear, wide roads. Thankfully, they’re very much the exception and usually strike when I’m aboard the Univega…

Frankly, policing other people’s behaviour, or discussing the finer points of road etiquette aren’t my fortes, thus I simply respond with a polite, cheery greeting and hustle along at 80-90rpm.  

By contrast, I’m drawn to other people’s lighting systems-blinkies in particular have a really hypnotic effect along unlit roads characterised by dense, overhanging forestry.  

Driving home at dusk the other evening, I slowed behind a rider winching himself along the intensifying incline. Dropping the KA into second and easing past with a ten foot gap, I admired the 29er but was most captivated by the pulsing of his high power lamp.

Indicating and gradually easing back to the left, glancing in the rear view mirror confirmed they were using either a Magic Shine MJ808-E, or One23 Extreme Bright 1000-my fixer’s default see-by winter lamp.

Despite a slightly low-rent lens and reflector, its’ surprising just how spellbinding this sort of output is and how effectively the aluminium headlamp diffuses glare. Some uber systems can be painfully uncomfortable for the rider, let alone other road users or small mammals.

Nonetheless, I’ve resurrected its 2000lumen sibling, which also offers phenomenal bang for very modest buck. However, my sample was let down by a slightly whippy bracket that chattered annoyingly over washboard tarmac. Introducing some silicone putty to proceedings has cured this particular ill.

Talking of lights, while my latest temp gig keeps the lights on and cupboards relatively full, it’s not “feeding my soul” and fuelling some underlying frustrations. Therefore, the solution lies in a creative role capable of nurturing existing soils. 

Staffer’s jobs, let alone anything contract or part time have become rare as hen’s teeth. Time for some serious miles to stimulate lateral thought and those all important reactive sparks...

Cockpit Swaps & Brave New Worlds

Having acquired the necessary contact points, I returned from a much needed week of temping, determined to commence transplant surgery. Tubby tourer plucked from its slumber, I harvested fresh control cables, snips, tune-up stand, Allen keys and grease gun.

While hardly mechanically challenging, it’s time consuming nonetheless- unless you’ve gone the old school “Benotto” route, since even the best handlebar coverings become seemingly inseparable from their hosts given a few seasons. This two year old Cinelli EVA being no exception. However, firmly endeared to its combination of rugged materials and damping prowess, salvage was my preferred option. Twenty minutes hence, nimble fingers and perseverance saw both rolls free and intact.

Wholesale cable replacements were another hassle I sought to swerve. Previous estimation suggested a shorter stem would offset the Mungo’s more voluptuous curves, rendering this process unnecessary, so, brimming with optimism I slackened and slid the Microshift brifters free.

Unexpected complication awaited me elsewhere, courtesy of a headlock preload bolt system displaying early signs of galvanic corrosion. Full length mudguards and stout Teflon/ceramic greases give most things a sporting chance on daily drivers but the latter had vanished without trace.

Demon purged with assistance from Long T handled Allen key and maintenance spray; the Salsa/WTB combo was swiftly substituted for One23 and Mungos. Firmly focused, I introduced the Microshift Brifter, allowing sufficient slack for some minor, tool free manoeuvrings.

Cable length seemed operationally bang on (though may be trimmed in due course), confirmed by pumping the brakes and cruising fore and aft along the cassette a few times, while provocatively turning the bars. 

Alignment was pretty near too, verified with a spirit level and some tentative tweaking. Dynamo headlamp and other creature comforts, repatriated, narrow swift pattern saddle substituted in favour of Spa cycles broader Nidd (essentially a heavier duty B17 homage) transformation was almost complete.

I had some white Lizard skins DSP wrap doing something close to nothing but while extremely crisp and delightfully tactile, the black speckled Cinelli is infinitely more practical. Experience suggests better quality wraps tolerate several removal/fitments and Cinelli was no exception-I was even able to reuse the pre-existing electrical tape!

Formative impressions are extremely favourable, though care’s needed to avoid more pronounced brifters fouling brickwork, render and other abrasives when slipping through alleys and side entrances. Hence the Sugru end caps.  There’s also an element of “Hawthorne Effect”- any alteration either feels euphoric or alien for the first hundred miles or so…

Much has been made of Google’s new “driverless” vehicle, with business, innovation and skills secretary, Vince Cable and indeed many cycling forum participants calling for their widespread adoption. Superficially, removing driver error theoretically makes the roads safer but is this (or indeed, any technology) truly fool or tamper-proof and what of the wider, unspoken implications.

The early 1980s saw widespread embrace of robot spot welders in car factories, lowering labour requirements/costs, optimising efficiency and quality. Ah, but spot welding is a very simple, semi-skilled process and therefore easily programmed. Peugeot cycles adopted similar automated technologies on their mass produced HLE tubed framesets and OEM/factory built wheels are generally by machine too.

However, these automatons work to set tolerances. Artificial intelligence will doubtless render my comments (and workforces) redundant in the fullness of time but a good wheel builder or skilled welder will recognise optimum tension or weld penetration by feel/sight.  The same applies to vehicles-many driving instructors taught parking/manoeuvres by wrote-three turns to the right, one back etc. Once again, these have very limited horizons.

There is no doubt, this and other technology has been readily available in various forms for some time now, often transitioning from military applications (Collimator lenses used to guide lasers readily employed in modern lighting systems are prime examples). So therefore, vehicles could recognise motor/cyclists, pedestrians/other traffic and theoretically know (calculate) at what speed/distances to brake or pass from.

Longer term, this could literally change our economic landscape. Logistics firms would no longer need to recruit and retain skilled train, HGV and LGV drivers, couriers etc. Taxis could be similarly automated. Traditionally, there have been two voices to the argument around technological change. One suggests that people are liberated from hard, laborious and potentially dangerous jobs and will move into other spheres. Counter proposition points towards “dead trades”, wholesale redundancies with little opportunities for retraining.

Taking the car industry as an example, it was relatively easy for those from a craft/engineering grade to move sideways with relatively little retraining. A coachbuilder once said transition to CAD/CAM, programming roles, technical management fields was straightforward. Semi/unskilled track operatives faced a decidedly uncertain future. Traditionally a blue collar phenomenon, it has begun to impact upon the “professional” classes, who have found it harder to recover from this and previous economic downturns.

Talking of global economies is perhaps slightly contentious in an absolute sense, though politicians influence upon public life is dwindling and their tenure is likely to change from a full to part-time vocation. The 1990s witnessed many losses from the financial sector, some were quickly reabsorbed, others emigrated and retrained in completely different industries. This was something of a culture shock to many who viewed themselves recession and perhaps, future proof and may well prove a trend.

Twaaang! Aka Way of the Exploding Cable Hanger

Yes indeed, having returned from another head-clearing blast along the back roads, I was gently sweeping my Ilpompino back inside the garage when serenity was rudely interrupted by the faintest sound of binding…

We hadn’t encountered any holes or similar rim worrying phenomenon, so I presumed it was just a sticky inner wire. Pumping the left Tektro lever saw induced a faint tinkling as the tiny little pressed steel cable hanger expired, blowing itself into oblivion and inducing that sudden, monumental loss of cable tension.

Stunned silence was replaced by mild irritation-fettling aside; I’d literally engaged its rear stopper three, maybe four times in the last eight years. Initial thoughts leaned toward buying another Surly “braker” unit (as fitted to my Univega) but since the law only requires fixed builds to run a single, lever operated brake, I decided this presented the ideal opportunity to forgo it completely. Not so the braze-on posts. Some folks love nothing better than taking a hacksaw to their framesets but I like the option of reintroducing stuff should need, or fancy take me. They might also make brilliant blinky mounts...

A quick rummage in the spares drawer resurrected this resin Tektro stoker/dummy lever, some grey primer and my long T handled 5mm Allen key. Despite being well maintained, I was surprised at how arthritic the wide arm cantilever’s stainless mounting screws had become and momentarily envisioned strip-city. Having bypassed this grim narrative with a timely shot of release spray and severed the inner cable, things breezed together pretty smoothly.

Despite being previously repatriated and increasingly weathered, the Spa cycles leather handlebar wrap rewound sans protest and having wiped the bosses clear of residual grease, it was a question of either applying a thin, protective layer of polymer lube or, in this instance a thin coat of grey primer topped off with some of this Sugru “form & fix”.  

For the uninitiated, these are thin sachets of self-setting, flexible rubber that, until cured have a texture broadly similar to play dough/plastercine and can be moulded in much the same way.

Achieving smooth, even effects takes literally forty seconds or so, though seems to require a few hours unmolested to cure fully. Paint protectors are an obvious use, though ours has also been employed as replacements for mudguard (fender) stay caps, resealing electrical cables/dynamo wire etc.

Having double checked lever symmetry, reinstated and sealed the cowhide wrap, taking this opportunity to substitute the fetching but only moderately secure wooden plugs with some tap-in composites On the home straight, reinstating those canti-bolts with some Teflon prep the back door sprung open. It was Joshua who, to my astonishment proceeded to tell me this Dualco unit must be a “vacuum primed” design. 

Upon my affirmation, he then explained the mechanical principles behind them-correctly (!) Somewhat fond of deviating from the stock strip when it comes to degreasers and similar grime busting potions, I’ve just taken delivery of this three-litre dilute to taste concentrate from chemicals direct.

Hmm, familiar orange hue, “safe on all surfaces”, not for human consumption etc, interesting aroma too…I’ve a few sneaking suspicions about its potential hostility towards delicate anodised and indeed, flamboyant wet-spray finishes but let’s see how it behaves in various strengths and contexts before passing judgement. 

Cometh The New Year, Cometh The Man-Flu

Quite a bit has drizzled my way these past few days, from this T-shirt gifted me by Richard at Urban Hunter, some Sugru silicone putty and Guy Andrews' " The Custom Road Bike". Alas, with notable exception, riding has been somewhat limited to the virtual kind thanks to the sudden and deeply debilitating onset of sabre-tooth man-flu. Us don't work, don't eat contract types tend to be fairly stoical so I'm pleased to report nominal impact upon features/copy/photography. After a few months' break, Joshua has resurrected his passion for cycling, taking the trail by storm while demonstrating maturity and confidence beyond his years on public roads. Children outgrow their wardrobes with alarming regularity so these Altura Cruiser Winter tights have replaced his season-too-short Polaris. Made from a rugged fleece-lined polyester; these winter versions incorporate a water-repellent (shower proof) coating for comfort and practicality while a looser cut transcends road, mtb and touring genres nicely. Sensibly positioned Scotchlite detailing provides welcome nocturnal visibility-especially at higher cadences and young protege's find stirrups easier to negotiate than zippered ankles.
Early impressions of this Sugru silicone putty seem favourable, effecting good repair/modification of light brackets and similar lightweight resin accessories. Conceived by Jane, it's basically soft touch rubber reckoned to mould and set permanently with/to aluminium, steel, ceramics, glass, wood and some fabrics/plastics...Not simply "Make do and mend" making a fashionable return in these times of austerity but a creative tool powerful enough to improve existing products.
With this in mind, I've been creating some DIY "cable cuffs" to prevent unsightly and damaging abrasion where outers make contact with the frameset. Claimed operating temperatures between minus 60 and plus 180 degrees suggest a wealth of applications around the workshop. Run around the seat-collar it could provide as weather-tight seal for bikes run in all weathers without mudguards (fenders) thus preventing water, salt and ingress channelling inside the seat-tube.

Peeling open the packaging reveals twelve complimentary/contrasting colour sachets containing the goo. Make sure your desired surface is free of the usual contaminant (dirt, dust, grease etc) before moulding the soft putty around the surface(s) and allowing twenty four hours curing at room temperature. Other possibilities include the semi permanent fitment of cable guides and other low-stress applications. However, don't be telling me tall tales of reuniting broken frame tubes by the roadside...For that you'll need a welder and a wealth of skill.

Transferable skills and plenty of 'em are the way to successfully weather economic nose-dives. MIG (Metal inert Gas, or more accurately Gas Metal Arc Welding seeing as oxygen isn't an inert substance) wouldn't be my tool of choice for constructing lightweight bicycle frames as the temperature is less controllable than oxyacetylene, inviting premature fatigue or simply blowing gaping holes in thin tubing. That said, I've seen some very fetching framesets built this way using off-cuts and leftover paint. Crudely, MIG is a semi automatic process-if you can draw a straight line using a marker pen, then you're capable of producing passable welds with a bit of practice and basic tuition.

The real skill lies in metal preparation- clean, well-mitred joins, dexterity and a decent quality weld unit. The difference between cheap and expensive models is ease of use- on the lowest settings, I have been able to fashion prototype touring trailer chassis from basic grade Columbus tubes with a 140amp semi pro model. Seasoned coach builders and similarly skilled metal workers might achieve the same results using a more rudimentary 110amp unit but it's a lot harder and frankly, we always reach for the tools nicest to use.

Devised for use in WWII munitions factories, the process quickly won favour within manufacturing and later, auto-repair shops thanks to it's ease and speed of use-especially on relatively thin car panels. It's possible to build all manner of nice things from scrap steels-work/storage stands, racks, chairs etc. Many motorcycle frames are constructed this way too...

Ten years on from my early prototypes, I am looking at returning to trailer design on a hobby/cottage industry basis. This time from electrician's conjugate which is of comparable weight to basic Cro-moly, yet so much easier to weld. As a rough and ready reckoner, conjugate is like comparing Peugeot's in-house Carbolite 103 with Reynolds 531- the former was marginally lighter, easier to mass produce but lacked the outright responsiveness and strength to weight ratio. Touring/utility trailers need good handling characteristics and while 4130 of the same weight is less likely to fail, basic hi-tensile steels can be repaired in the back of beyond by pretty much any roadside garage...