Just Changing A Cable

 

Needing a break from the screen, I decided my fixed gear winter/trainer needed a quick polish. Noted the brake inner wire had begun fraying, so decided I’d switch that, since it was a simple job and no time like the present right? New cable fitted; I couldn’t get the Spyre SLC calliper to behave properly. I stripped and cleaned, and things were certainly improved but not as they should be. Most annoying was the binding right pad, which despite considerable gentle coaxing and patience wouldn’t behave.

Time is a finite resource, so I swapped over to an older Spyre unit I had prepped during Ursula’s rebuild. By contrast, this behaved impeccably first time, so I pulled the inner wire through a little further. Said overhaul also led me to switch the Deda Loop bar tape for the T-One Mr Fantastic Handlebar Tape T-ONE MR FANTASTIC HANDLEBAR TAPE | cycling-not-racing , since the Deda had weathered somewhat.

The T-One Mr Fantastic Handlebar tape is still going strong a few years and three bar switches since. It’s easier to clean, compared with the embossed and similarly sturdy Acros Silicone Wrap Handlebar Tape Acros Silicone Wrap Handlebar Tape | Seven Day Cyclist too, although that was another contender.  

The bar bags were switched since I needed to remove the Oxford to perform the cable replacement. Satisfied all was well, I tackled the aesthetic and polished the frameset and carbon bottle cages, the latter had lost their lustre slightly, but this was easily recovered using some BBB Bioready wash bike shampoo and its biowax stablemate.

These are very effective for rapid cleaning of lightly soiled bikes, or those times when you’ve replaced a component and got oily fingerprints on an otherwise clean machine. Durability isn’t on par with those containing Carnauba wax, such as this Motoverde Waterless Wash & Wax | cycling-not-racing  but bargain on a few weeks in primarily dry to fair weather conditions.

Grand finale’, I gave the Muc Off AirMach Electric Mini Inflator Pro a quick test. The 32mm Pirelli Angel DTPirelli Angel DT Urban Tyre | cycling-not-racing and Schwalbe One365 were completely deflated and raised to 80 and 105psi respectively. The pump delivered the goods, but by that point, the battery was down to 30% -in theory still enough to raise another flaccid tyre, though reinforces my point about always carrying a traditional pump, just in case…I’ve also managed to raise a 26x2.3 from 0-55psi and this Maxxis RavagerMaxxis Ravager TR Tyres | cycling-not-racing (700x40) from 0-55psi with 30% battery charge remaining.

I'd made something a faux pas, believing I had 3/8" bits compatible with the Park Tw torque wrench. Further investigation contradicted this, but Madison's press officer graciously supplied a batch covering the most common jobs home mechanics are likely to undertake. Ironically, while hunting for the non-existent 3/8" bits, I found an 8mm dual end wrench-I'd been looking for that while tweaking the barrel adjuster on Denise's front stopper. I carry a crude but surprisingly effective "giveaway" spanner. Does the job without rounding off but not the most pleasant to use. I was looking (lusting after?) Specialized's Rock Combo one evening, needing a reminder of the original specification and suddenly got the idea of switching Denise's cantilevers to the Dia Compe 984D.

However, I rapidly dismissed this as change for change's sake, not least as I'd got the front Shimano CX50 honed and recently bought some fresh pads. Though it can occasionally prove a little temperamental, the rear Suntour SE is reliable and was dirt cheap- hence I'd bought a second NOS (New Old Stock). I’ve also reached my conclusions regarding the Pirelli Cinturato Pirelli Cinturato Gravel M Tyre | cycling-not-racing. There are some minor shortcomings but they seem particularly suited to my riding environments.  

The Stronglight A9 headset was still behaving impeccably and had been given a liberal helping of Juice Bearing Juice. I'd made a boot from scrap butyl tube for the lower race. However, would be worth getting in some spares £2.99 or thereabouts. I should point out this version employs ball, not cartridge bearings.  

Always better to replace the bearings before brinelling and pitting strikes, although keeping them well-greased and properly adjusted is key to keeping the elements out and general longevity. During this phase, I also noted some minor slop in Ursula’s FSA, so eliminated that and nipped the stem bolts snug using the Oxford Torque 2-24nm Torque wrench.   

Braking For Cake : Stopping & Shortages

 

A couple of weeks spent solely on my fixed gear winter trainer has given me reason to reflect upon the specification. Small upgrades can often result in big gains. Having refitted the Mavic/Halo Fix G Track hub HALO FIX G TRACK HUB | Seven Day Cyclist Tourin Tests Commuting (which feels buttery smooth once more, courtesy of new cartridge bearings and liberal helpings of fresh grease), I’ve decided it’s time to upgrade the otherwise dependable TRP Spyre caliper, in favour of its SLC sibling. Both have been on the market since 2013/14. Proven technology, rather than talking points but I don’t want the additional complexity of hydraulics, or hybrid systems.  

Some would argue the latter are lower maintenance and no trickier to set up, maintain, and service. However, for the time being, familiarity wins. Covid induced shortages globally have hit the cycle industry quite hard, but the UK’s present increased insular, nationalistic stance means shortages across all sectors are here to stay.  

There’s a current romanticism about 1978/9’s winter of discontent doing the rounds, and the allegedly character-building wonders austerity offers. People with food and fuel insecurity are nothing to celebrate in my book.  

Anyhow, I digress... Even though I found an SLC caliper at a sensible price, having lain my virtual money down, I received a reply, telling me I must wait a few weeks for its arrival. Good thing it’s a planned upgrade, not urgent replacement. The faster one can stop, the faster one can ride... 

Though the Mud hugger Gravel hugger guard’s aesthetic will horrify some, I like their industrial lines, and crucially they work, keeping a surprising and very welcome amount of wet, greasy stuff off rider and bike. No rattling, or to date any sign of paint abrasion either. However, I’ve been quick to apply “helicopter” tape at any point resting against painted, or lacquered surfaces. 

During this pre-winter inspection, I also swapped the otherwise likeable Craft Cadence Bar Bag for the compact See Sense Handlebar Bag SEE SENSE HANDLEBAR BAG | cycling,-but-not-usually-racing (sevendaycyclist.com) since I fancied something more compact. Bigger capacities have a lot in their favour but some impact upon steering... The See Sense reclaims some bar space and forced me to do an inventory of tubes, CO2 cartridges and other little spares that can spell the difference between roadside rescue and the long walk home. Yes, that is still very much at the forefront of my mind.  

Touch-up paint is useful stuff to have waiting in the wings. High build phosphate primer well and truly cured, I’ve acquired oil-based hobby enamel and some brushes, so I can make good Ursula’s frame end. I added light blue, grey, white, and black to the order so there’s some in stock for the fixed gear winter/trainer, should need arise.  

 

The tubby tourer’s indexing is nigh on there, but not quite.  A quick tweak of the limit screws and tensioning proved the cure. 

I am also considering fitting an inline adjuster to the outer, where it exits the Velo Orange Rubbery Handlebar Tape VELO ORANGE RUBBERY BAR TAPE | cycling-not-racing (sevendaycyclist.com). In principle, this shouldn’t be necessary but in practice it may allow some very slight tweaking on the fly. Afterall, mountain bike shifters have them. Another advantage of bar cons, is the option of switching to friction mode, should indexing go way off track.    

 

InSpyred

TRP Spyre mechanical disc brake is widely recognised as being the best mechanical system going and little surprise they were a popular site at last week’s Cycle show. Numb of bum and brain, I took a break from deadlines and fitted mine to the Ilpompino on Tuesday afternoon. Twenty minutes, a new inner wire, some perfectionist re-wrapping of the bars and shot of PTFE lube later, we were ready for the lanes. 

I’ve always rated Avid’s BB7 but the spyre’s just a much nicer system full stop.

Both have been popular sights on the cyclo cross scene for a few years now, although they are fundamentally different designs. The Avids are a single piston design, whereas the Spyre uses two, meaning braking force is shared equally between both pads, which are effortlessly adjusted via the barrel adjuster (or from the bars in a race context). Single piston adjustment requires dismounting, annoying on a long winter ride but potentially the difference between first and second on a muddy race circuit.   

Correctly set up, this ensures uniform pad and rotor wear. With a compression-less cable, like for like, the Spyre feels marginally more powerful but modulation and feel are the greatest improvements. I also prefer the sleeker profile, which may offer some negligible aero advantage but bereft of wind tunnel facilities, I’ll settle for a sharper aesthetic and 20g saving.   

Darker nights are seeing a procession of high power blinkies and main systems, including Moon’s shield X auto. It’s a sophisticated 9 mode model with a maximum output of 80 lumens and interestingly, a light sensitive auto on/off setting. This gives the option of the light engaging via a sensor, once the light dips beyond a certain level. Not a new concept; Shimano’s nexus dynamo switch and several others have used similar technology, although admittedly, its comparatively rare on safety lights. 

Arguably and it its simplest, all you’ll need is two functions-constant and flashing but I’ve always liked a selection, of varying output and patterns. There are four steady and four flashing, with another daylight setting. Thankfully a mode memory means it defaults to your last choice, which makes life easier, especially if you have a favourite.  

Rule of thumb says 15-20 lumens is more than sufficient for urban riding. Rural contexts call for something brighter.

Specification is comparable with other bells n’ whistles models. COB (Chips on Board) technology means diodes are placed directly onto the circuit board, thus creating a more intense pattern of light.

In this instance the Cree XPE+ diode is joined by another 20. A CNC machined aluminium casing serves as a heat sink, keeping them cool, for a long and productive life. Lens and reflector quality have a big part to play, this casts a 270 degree cloak of light, which gives plenty of peripheral presence, while the collimator lens projects a very strong spot to nail the attention of approaching traffic.

 I’ve used  and been suitably impressed by the original Shield and formative impressions suggest this version is a very capable safety light but we’ll have more to say a few weeks down the line.

I’ve also taken delivery of this four mode, Xeccon Zeta 1300 lumen front light, which the Chinese marque claims is designed for both mountain biking and city riding. The diminutive lamp is nicely executed from CNC machined aluminium alloy for durability and heat dispersing qualities.

This meets IPX6 for weatherproofing, meaning water-resistant unless fully immersed and houses a single Cree XHP50 diode and switch. This attaches to the bars via a surprisingly neat bracket, slightly reminiscent of Go Pro types and choice of sturdy O rings.

As we’ve come to expect, there’s also a helmet mounting option and the 8.4volt 5200aMH battery pack is both smaller and lighter than photos suggest. This is reckoned to fuel the light’s 1300 lumen mode for a very respectable 3.5 hours, although a full charge means 5 hours and 30 minutes-from the mains. Looking at the couplings, I am fairly confident that other, pattern packs are interchangeable.

Technically, the neoprene carry sack will play nicely with a top tube bag; though in the Ilpompino’s case, I’ve substituted mine for the cavernous Axiom Grand Fondo wedge pack.   

Depressing the lamps’ positive centre mounted switch for two seconds brings it to life, subsequent presses cascade through the settings. This also employs the familiar traffic light battery-life indicator and it’s perfectly aligned within rider eye-line.  There’s also a remote wireless trigger for convenience.

First impressions-a quick hour’s blast along the lanes, suggests a good hybrid spot/flood combining sufficient navigational clout for serious speed with a decent arc providing presence a plenty. Unlike the ubiquitous auction site specials, lens and reflector quality means there’s no dazzling of rider or other road users.

Other traffic, including SUVs have dips their beams from full to main at car typical distances too.  I was surprised by how warm the casing had become during the ride but then again, we’re not in digit singing territory. For now,  I'll leave  you with a link to some footage...https://www.facebook.com/Sevendaycyclistmagazine/videos