Falling Leaves & More Lumens

 

The roads lanes and trails are increasingly carpeted in leaves, horse chestnuts and acorns. I love autumn and always have. The wilder winds continue to bestow us with interesting lights. Gaciron has sent me their Cetus and Loop lights. The 1700 lumen Cetus bears striking resemblance to the Magicshine Evo 1700 Underneath Light Magicshine Evo 1700 Underneath Light | cycling-not-racing tested last year, so it will be interesting to see how the two compare.  

The Gaciron tips the scales at 269g, the Magicshine is smaller and slightly lighter at 216g all told, scotching suggestion of badge engineering. Both offer 1700 lumens, employ “cut off beams”, like those employed on car headlights and are designed to be mounted beneath the bars.

The longer brackets might lack the aesthetic purity of some, but I’ve found them a better fit with bar bags, where compatibility hassle can arise-especially with the capacious bike packing types.

The cut-off beam patterns are becoming increasingly popular and for tarmac duties, I’m forming the opinion they’re a plus point. However, a dual flood and spot system rules the roost when you’re venturing away from asphalt, or indeed down some very lonely, singletrack lanes.  Both have wireless remotes as standard, which is very welcome, the Magicshine HORI employing an integrated rechargeable cell, the Gaciron a disposable CR2032. Both have their pros and cons and playful testing confirms they will not command the other.   

As for the Loop, this is a six-mode rear light capable of producing 100lumens. As is the trend these days, it features a “braking” function, which I’m pleased to report, can be disengaged. IPX6 for weather resistance and a CNC machined aluminium housing bode well for durability.  Aside from post, there’s a saddle rail mount and I’ve found the post mount will also entertain thicker diameters of rack tubing.  The mounting hardware, plastics specifically feel lower ren than some but is nonetheless, sturdy enough in situ.

Talking of durability, after a few weeks and a fair bit of trail action, I’ve given Ursula a thoroughly good deep clean and waxing, stripping any residual, filmy remnants of Weldtite Wax, replacing it with the latest version of their All-Weather Lube. Mysteriously the right bar con shifter decided to go on strike. Nothing a minute slackening of the tension and turning of the rear mech’s barrel adjuster couldn’t correct.

Although not ideal, one of the definite advantages of bar end shifters is the ability to switch to friction, should circumstances dictate. That’s not to say that I don’t like brifters-in the right settings, they’re very pleasant to use. However, their complexity renders them vulnerable in a spill and by definition, stuff wears out faster.  

Not ideal on a rough stuff tourer, drop bar mountain bike and I would also argue, gravel bike. However, all these constructs mean different things to different people.  That sorted and a couple of hundred miles with the All-Weather Lube, I got curious and whipped out the chain checker .6- .7 means Great Bike Shop in The Sky for 10speed chains.

Since opportunity presented, I gave the drivetrain a good exorcism, then fitted a new KMC X10.Shifter blip aside, changes were smooth, right until replacement but beyond a certain point, it’s amazing how much difference a fresh chain makes-confirmed by a sweep of the block on the work stand. Another little job off the list ahead of the potentially wet and unforgiving months ahead. It’s always cheaper to replace a chain than allow a worn one to consume ring(s) jockey wheels and cassette.   A great opportunity to test out the Oxford Chain Scrubber. Formative impressions are favourable. Much comes down to a combination of tenacious bristle plot that grips the grot and an unexpectedly ergonomic handle.

 

I’m still Running Denise’s X10 on the Weldtite Wax Lube, since it’s been drier and I’m interested in seeing how it performs on a geared build in drier, sometimes dusty contexts. Switching to a shorter stem was definitely the right move and the Profile quill stem converter, perhaps unsurprisingly, seems much stiffer than the auction site special, which is another definite plus. I’ve concluded there’s no call to place spacers beneath the stem. Aesthetically, it doesn’t add much and there’s no engineering grounds for doing so, either.        

Progressively cooler temperatures have seen me reaching for long sleeve, super tactile Merino blend jerseys and when the harsh winds blow, a gilet too. ¾ lengths and full finger gloves are my other defaults and generally this ensemble serves me well, at least on early morning outings when the mercury’s slow to rise beyond single digits. Talking of digits and purchase, here’s my review of the M Part Primo Anti Slip Silicone Gel Bar Tape  M Part Primo Anti Slip Silicone Gel Bar | cycling-not-racing

War Of The Waxes...

The Fixed Gear Winter Trainer is sticking with the Peaty’s Link Lube All Weather Premium lube since it’s an exceptionally clean, stoical formula ideally suited to a wealth of riding contexts thanks to its durability and cleanliness. Qualities that are seemingly ideal for high-milage bikes generally and daily drivers specifically.   

Improving weather has meant the Holdsworth has also seen more regular action. I’ve treated the Holdsworth and Ursula to Blub Wax and The Teenage Dream the Peaty’s Link Lube All Weather. Both need surgically clean drivetrains but are otherwise self-cleaning, easily topped up and generally low maintenance. 

The Blub Wax contains wax and water in an emulsion. Traditionally (although this is changing) waxes took a long time to cure. Blub reckons 5 minutes (at least in temperatures between 15 and 25 degrees, which many would consider ideal conditions). In my experience, at the lower end of this scale, its closer to 90-minutes, the wax turning from a creamy, candlewax white to a glaze. Blub say it also employs a petrochemical part that improves adhesion, or to use their words “fixation” to the transmission.  

In common with the Ceramic stablemate, the Wax seems relatively durable, at least so long as you’re riding at least every other day. Not an issue on a daily driver, or training rig but not for a best/weekend pet. Suggests the lubricant almost regenerates with use, in the same fashion a highly sophisticated synthetic motor oil that gets regenerated under the oil pump’s pressure (and explaining why this breed of motor oil is not suitable for bicycle chains).  

Looks like I may be topping up the Holdsworth’s quite regularly, maybe something like the Wolf Tooth WT-1 Chain Lube for All Conditions is a better bet… Staying with the Holdsworth, switching its BBB Razor for the 137mm Smanie GT was an inspired choice, proving more supportive at key points.  

I’ve also decided to switch the Hutchinson Hutchinson Challenger Tyre | cycling-not-racing (sevendaycyclist.com) in favour of the Schwalbe One 365. AS budget tyres go, there’s a lot to like about the Hutchinson, but in my experience, they are quite vulnerable to sharps. The Schwalbe One 365 are a little lighter, too, despite being 28mm (the Hutchinson are 25) and the “original” fork blades permit much bigger rubber than the Carbon Acor. Not that I’d want to go bigger than 30c, given the bike’s a sunny day’s plaything but nice to have the choice. Otherwise, I have no plans to change the spec…Famous last words.    

I’ve had some unexpected problems with the Ravemen XR6000 battery Ravemen XR6000 Front Light | cycling-not-racing (sevendaycyclist.com).  I initially thought it had succumbed to some ingress, since it wouldn’t power up and the battery charge indicator window was disturbingly dark, even when plugged into the mains for a couple of hours. Following my hung around possible water ingress.  

I treated the charge port and plugs to a short blast of MO94 Muc-Off MO94 Multi Use Spray | cycling-not-racing (sevendaycyclist.com). WD40 or Joker 440 Motorex Joker 440 | cycling-not-racing (sevendaycyclist.com) were the other options. Any synthetic water displacer would suffice, provided it didn’t contain PTFE since PTFE (Teflon) impairs electrical connectivity. Still nothing, despite leaving it overnight. Bob Elliot & Co (Ravemen’s UK importer) were really supportive, liaising with Ravemen’s engineers and feeding back.  

Ultimately, we’d reached the point where a new battery was offered. For some reason I asked to hold fire, some force urging me to place it in the airing cupboard and revisiting the next morning. If this didn’t result in the battery springing to life and charging, I would’ve admitted defeat and gratefully accepted a replacement.  

Seems the gods of high-power lighting systems looked kindly upon me. Plugging it into the mains, the charge indicator came alive and suggested it was receiving charge. This was a little slower than I’d expected, requiring 7.5 hours but the display denoted fully juiced. I unplugged and decided an evening ride would be the acid test.  Relieved, everything came together and a sustained two- second press of the XR6000’s remote brought the lamp to life.  

I toggled down to 500 lumens, threw a leg over the top tube and scooted off, battling a headwind but pleased all seemed well with the battery once more. I concluded the ride by treating the port and connectors to another light, precautionary squirt of MO94 before popping Ursula away and putting the bins out.  So far, its operating normally and I hope this continues.  I’ll leave here with my review of the Cycology 8 Days Handlebar Tape Cycology 8 days Handlebar Tape | cycling-not-racing (sevendaycyclist.com)