The Summer of Wax

 

I’ve been defaulting to wax lubes through spring and testing aside; this is likely to continue through into early autumn. Murphey's law has seen conditions take another dramatic change. It was now wetter than the proverbial Haddock's underpants- great for my crops but not conditions where waxes traditionally excel. I'm sticking with them for now, since I have several blends and they generally speaking, attract minimal dirt, thus extending the useful life of chains, cassettes, derailleurs and rings.

 After 130 miles, upon returning from the morning’s meander, Denise’s KMC chain was beginning to look thirsty. I went to retrieve the KMC GO but then wondered if two loosely similar waxes would prove chemically compatible. This would also allow me to use up the remaining Weldtite Wax Weldtite Wax Lube | cycling-not-racing.

 Just before drizzling into every link, I noticed a large sludgy kernel clinging to the Tiagra mech's jockey wheel, so scooped that away using this BBB chain gauge first- another strangely satisfying job.  

Gunk purged, I shook the Weldtite Wax bottle again, popped the spout and dropped into every link, spun the cranks to ensure even penetration and left curing. Twenty-five wet miles, I wasn’t surprised to discover the chain had turned a scuzzy, dark grey.

I hoped the wax had just arrested contaminant and wasn’t becoming a grinding paste. Though waxes are renown for cleanliness, if traces of an oil-based lubricant are left on the chain, the two formulas will trap grit, leading to accelerated drivetrain wear. Mercifully, the KMC and Weldtite seem mutually compatible, grime scabbing away during the next twenty-mile outing, leaving a protective film behind.  

I'd also reached that tipping point where an idea was becoming the ONLY idea-namely replacing the 2x10 Deore for a 3x10- I was looking to upgrade too, to an XT. Mercifully, I was able to talk myself out of this burgeoning obsession by reminding myself that doing so would require a longer rear mech-additional and moreover, unnecessary expense. The most cost-effective upgrade if I was going for a new mech would be a 38, or 40 tooth big ring and a 12-34 cassette. Not a triple. 

The latest generation of gravel “mullet” drivetrains on gravel builds is, for me, very reminiscent of those found on mid-late 80’s mountain bikes. Not the freewheels, rather the derailleur cage length. Cages were hanging perilously low to the ground. In fact, in some circles, it seemed the lower you’re cage, er, hung, the better. This also prompted a swing to using short cage road mechs. However, this proved rather short-lived, once many became the casualties of rocks and off road’s general rough n’ tumble.

Continuing this waxy theme, Extra UK has kindly sent me this All-Mountain Style Miami Glide Chain Wax. Developed and manufactured in Barcelona, it claims to be an all-season’s lube. One promising smooth, clean, durable performance in dry to damp conditions. I’m looking forward to putting it to the test. In common with most waxes, it demands a surgically clean drivetrain first time round and emerges from the spout as a faint blue. A visual clue as to how much you’ve applied. Curing times are in terms of hours, so I’d leave overnight, where possible.

Extra also sent me some nice goodies from Topeak. Racks have fallen a little out of vogue in general terms, thanks in part to the popularity of gravel and bikepacking luggage. I’m fond of both, neither are better than the other, just more appropriate in certain contexts. Continuing this theme, I’ve always been fond of Topeak’s Quick Track System-the refinement and security specifically. I first encountered it back in 2009, but at the time commented the only drawback was the system specific design.

However, Topeak has since extended the appeal by offering a Quick Track plate as a retrofittable option. I was keen to see how that would perform with the M Part Summit Rear Rack M Part Summit Rear Rack | cycling-not-racing and Topeak’s MTX Trunk Dry Bag Topeak MTX Trunk Dry Bag | cycling-not-racing .

Finally, we’ve Topeak’s Drybag Pannier. This one’s the smaller, 16 litre version, but there’s a 24-litre sibling, should you prefer.  Sonically welded TPU construction and roll top closure bode well for keeping stuff bone dry and a 10-kilo payload is similarly reassuring. Mounting hardware is another thing that can make, or indeed, break otherwise decent luggage.

Rixen Kaul has long been the benchmark when it comes to reliable, user-friendly mounting hardware. Topeak’s in-house handle lock system is a spring-loaded system that works to a similar principle -pull the handle upward to release, press down onto the rack and it will click into place. The lower foot is also tool free and really easy to adjust, say when switching between bikes.  A single compartment is cavernous but potentially blessing and curse- depending on what and how you are packing.   

 

 

 

 

Torque & Spring Tuning

 

I like torque wrenches and if not essential in the life and death sense, they’re increasingly necessary when working on modern bikes. An overly stressed component can snap at best leaving you out of pocket or resulting in a potentially nasty accident. This wallet friendly MPart Torque wrench has been my faithful workshop companion for several years now and highly intuitive to use. It caters for most of the fleet’s needs.  

However, there are some parts that require a little extra. Back story done, Oxford sent me their Torque wrench with a range between 2 and 22nm. Obviously, this won’t entertain cassette lockrings and square taper crank bolts, which need closer to 50nm, but otherwise, this range caters for everything from a bottle cage, mudguard mount, or derailleur jockey wheel to old school quill stems.  

Made from hardened chrome vanadium steel, setting the torque is simple, just a little counter-intuitive, coming from the M-Part and induced speedy referral to the (thankfully included) instructions but essentially boils down to turning the base/handle clockwise until it aligns with your desired torque. In common with the MPart, the wrench itself is ratcheted, which is super convenient from the perspectives of speed and efficiency, especially in tighter spaces.   Ursula’s front mech turned temperamental again, a quick turn of the adjustment screw and a gentle pinch of the front mech’s nose cured this, the chain skipping from big to small rings without missing a beat once more.  

Spring is synonymous with seasonal fettling and usually involves a good washing and hard paste waxing of some sort. Having done so, I decided it prudent to put some dead butyl to good use, dressing Denise and Ursula’s top tubes to avoid dings (should the bar end shifters catch in a tumble with terra firma, or the bars swing back with force).  

This also presented an opportunity to dress Ursula and fixed gear winter trainer’s Topeak racks to prevent further abrasion from pannier hardware. I also tweaked Ursula’s rear TRP Spyre, gave both bikes a good clean using this BBB Bio Ready Wash Bike Shampoo, finishing off with the brand’s Bio Gloss Bike Wax Polish (since they’re also on my test bench).  The ready wash, as its name suggests requires no water and isn’t designed for lightly soiled bikes. Spray on and buff to a shine with a microfibre cloth. Great from the convenience standpoint.  How it compares to something like this Motoverde Waterless Wash & WaxMotoverde Waterless Wash & Wax | cycling-not-racing remains to be seen (although it’s worth saying the Motoverde is also a good bit dearer)   

I’ve switched the fabulous Lomo ZephyrLomo Zephyr Waterproof Panniers | cycling-not-racing for this Altura Thunderstorm City Pannier. It’s another roll top design, meeting IPX6 for water resistance but a little smaller (20 litres) and claimed to have a ten-kilo maximum payload. It employs Rixen Kaul fitting hardware for limpet-like tenure to most diameters of rack tubing-easily tweaked with a few turns of a Philips screwdriver.  

I also like the closure system, which lacks the outright speed, dare I say convenience of a quick release buckle, but is more readily repairable, should it fail. A small thing, but I also like the light loop and the subtle retro reflective flecks. Oh, if black’s not er, your bag it also comes in a more stereotypically “commuter”  fluro yellow. 

Internally, it also employs sleeves to safely arrest and segregate 13-inch laptops and similar tech, or indeed, other items, such as a U lock. There’s a stiffener at the wall (where it rests against the rack) but unlike the Lomo, no scuff protection around the base- not unusual and an observation, rather than criticism. I’ve had a few off-road excursions with it and even moderately laden, no rattles and the mounting hardware has held 10mm tubing like the proverbial limpet.   

It has also been a good time to check butyl stocks, and I’m pleased to report several have been successfully patched, so could rejoin their respective panniers. A decent quality patch kit and patches are another of those unsung heroes of the toolkit. I pension tubes off after three patches but am firmly of the persuasion that I want the best chance of the patch and ultimately repair time effective. Right, off to play with the CST Patrol again...         

Weighing it Up

 

I'll attribute this to a midwinter lull, but eBay was trying to tempt me into indulging in some surplus stock gravel forks. 4130 throughout, sloping crown, assorted mounts, straight 1/18th steerer and assorted mounts. Clearance for 700x45c... Aside from not NEEDING them, they were raw, so would need painting, which adds to their cost. Being as I would need them powder coated; I'd be closer to £90 by the time everything had been considered.  

 

The fixed gear winter/trainer had a perfectly adequate carbon fork and replacing it (for the admittedly tempting Cro-moly set) would only buy bigger clearance and this wasn't strictly necessary since I'd settled on a more traditional road cum cross typical flavour and 32mm tyres. It would also add some grams. What had I really gained? Sometimes a bargain isn't that when you've weighed everything up- figuratively and literally. 

 

A prudent move too, since the fixed ate another KMC Z1, giving me cause to rethink my policy of running budget chains. Fixed though simple are highly stressed and require closer maintenance than the one cog setup might suggest. The most durable chains I've found to date are the Gusset S-link and KMC X1 stainless. However, both are relatively pricy and in the Gusset's case, hefty. I've decided to go the mid-point route and this Izumi 410.  

 

I'd been out during a particularly wet, grotty morning with various obstacles-looming potholes had my senses screaming with alarm and I was only just able to snatch the front end away at the last second-the gaping chasm would've spat me off, likely into the path of an oncoming vehicle. Composure regained; I cruised the remaining 15 miles at a steady tempo until noting the chain sliding off the rear sprocket and crawling off the front ring. Thankfully, it hadn't jammed but closer inspection revealed it was certainly beyond its prime, signalling imminent replacement. 

 

Waste not, want not...I switched the weary Z1 for one of the YBN that I'd bought for £2, if only to see how durable they were in comparison. Was it a question of having a bargain or getting what I paid for? I wasn't particularly confident, so decided to fit and leave dressed in the factory lube.  

 

Meantime, I've cut the Izumi down to length, so I can just join and adjust when opportunity presents.  I'd be alternating between Ursula and Denise for the coming weeks, depending on whether it was icy, or milder and mucky. Ursula’s KMC began kicking up, which initially had me believing the issue lay with the rear mech’s cable tension, but closer (roadside) inspection revealed splaying of two links, so having completed the ride more gingerly than typical, I switched to a fresh Z10. Presented ideal opportunity to clean out sludgy black stuff from the rear mech, rings and cassette. This was followed by a sudsy bucket deep clean- rid any road salt and similar caustic grot while opportunity presented. 

 

Talking of mucky, Steve was impressed by Portland Design Works Fender Bot PDW Fenderbot Tail Light | cycling-not-racing. As the name suggests, it's a AAA battery powered light affixing to the rear fender (mudguard). Its highly weatherproof, very bright, solidly made and not something an opportunist thief is going to half inch.    

 

Continuing the wintry theme, Robb from Lomo has sent me a pair of their winter gloves. These are a wind and waterproof softshell design with tech friendly rubberised fingers for grip and connectivity with phones and other touch screen devices. There’s a generous Terry thumb wipe, retro-reflective panelling and flat padded palms- no ulnar defending lumps, which can induce precisely the nagging tingling they’re intended to eliminate.    

 

These are a road design and subtle enough for other activities but there’s also a winter mountain bike counterpart. Lomo say these aren’t intended for winter’s most bitter outings. I’ve been out when it’s been close to zero and there was a little nagging chill around the fingertips but this evaporated when the wintry sun brought the mercury to 2 degrees or so.  

 

He's also sent me a pair of Lomo Zephyr panniers that look as if they could give the impressive Oxford Aqua 20 litre a good run for our hard-earned. Reckoned good for everything from soggy commutes to long haul, they’re made from 500denier PVC tarpaulin with RF welded seams and roll top closures. A twin pocket design ensures you can keep things easily segregated. It attaches to racks between 10 and 17mm courtesy of the Rixen Kaul type sprung clips and stabiliser leg. There’s also a webbed strap for easy carrying sans bike.  Right, I’ll close here with my review of the Castelli Espresso Air Jacket Castelli Espresso Air Jacket | cycling-not-racing