Cantering Along

Another 120 miles on my tubby tourer, pleased with the recent revisions, I decided it was time to dial in the Genetic CX cantilevers. There was a little too much lever travel, for my tastes. Thankfully, they’re much easier to hone, than the otherwise impressive IRD CAFAM2. Pull cable and straddle wires through a few mm, tweak balance screws-Result!

Switched to The Muc-Off Dry Lube, since opportunity presented. A freshly cleaned and lubricated chain always makes the drivetrain feel that bit fresher. However, 100 miles or so later, I'm increasingly forming the opinion that friction is lower than the Zefal Pro Dry Chain Lube https://www.sevendaycyclist.com/zefal-pro-dry-lube and Finish Line Dry lubes https://www.sevendaycyclist.com/finish-line-dry-bike-lube  which is going some.  

Shifting feels almost instantaneous, in both directions across the block, even under load. The pronounced lack of friction just encouraged me to increase my temp. I’ve also concluded gearing is bang on, for the riding contexts intended.

Admittedly, I could go slightly lower, for heavier trailer loads, but for time being I’ll leave be. Durability is another consideration (especially given the Muc-Off Dry Lube’s relatively long curing period).

However, I’ve gone past the 160-mile stage without any hint of waning. In common with some wax formulas, several days at 23-28 degrees, and its assumed that fluid consistency. Lubricant has seeped deep within the chain, and a filmy, residual layer is clinging to the cassette. It’s also quite tacky to touch, though transfer to fingers/clothing hasn’t proved overly problematic, thus far.

For some folks, the lube debate is binary i.e. if you’re riding in wet/changeable weather, stick to a wet formula. Dry, for arid, dusty conditions. However, given the UK’s notoriously changeable climate, I like something that can bridge the gap, resisting those unpredictable showery periods, without attracting a gungy beard. 

That said and testing aside; chances are you’ll find my chains running a stoical wet formula, such as Weldtite TF2 Extreme wet chain lube https://www.sevendaycyclist.com/weldtite-tf2-extreme-wet-chain-lubr  or, if I want to keep maintenance times down, something like SKS lube your chain, which locks the grot within the top layer. https://www.sevendaycyclist.com/sks-lube-your-chain

This might look unsightly but is “embalming” the chain. Crap eventually flakes away in chunks, leaving only a layer of lubricant behind.  Here’s an overview to lubes, if you’re new to riding, or want to explore the best option(s), for you. https://www.sevendaycyclist.com/blank-ao363

Elsewhere, I’m also warming to the Oxford Contour flow saddle. 120 mixed terrain miles in, the relatively narrow profile and sensibly proportioned padding density are proving a winner for my derriere. I was slightly surprised to discover the rails are a solid steel, which would probably explain the weight differential, compared with those sporting hollow Cro-moly. 

4130 is common at this price point too, and my preference.

Is it a deal breaker? Not necessarily, why bemoan a few grams, if the saddle fits your shape and goes unnoticed, in the most positive sense. Will give it another 250 miles before reaching a conclusive verdict, mind.

Those seeking a wallet friendly 6061 post, with classic lines might be interested in Steve’s review of the Genetic Heritage II sea tposthttps://www.sevendaycyclist.com/genetic-heritage-ii-seat-post  . Right, off to play with the Ravemen PR1200 USB Rechargeable Dual lens Front Light.

Diversions & Fixations

Due to the sheer demand for Maldon Shot Blasting & Powder Coating's expert services, my trailer and TIG welded forks blast n' paint rebirth, has been postponed. One of those things. I'd never ask anyone to work beyond their capacity. I wouldn't welcome it, so why would anyone else!

For some reason, the Halo Fixed-G https://www.sevendaycyclist.com/halo-fixed sprocket's lock-ring, will not stay tight, subsequently, the sprocket moves along the splines. This would partly account for the annoying, low level chatter when riding across anything other than virgin tarmac.

Then of course, there's the selection of loose fasteners, zip-ties etc residing in the Carradice SQR Tour's side pockets. Lived in patina aside, mine's still looking great, 18 years on and is arguably the best option for my (general riding) needs. Big lock, tools, change of clothes/shoes, tubes, food and tooling- easily swallowed.

The only minor consideration is weight distribution. Laden anywhere close to their ten kilo capacity, the SQR and its Carradry cousin  https://www.sevendaycyclist.com/carradice-carradry    can be something of a handful. That said; it’s a characteristic that I became accustomed to, and accounted for, within a matter of rides.

Back to sprockets...For the time being, I've gone for this 15-tooth, Andel Threaded Cro mo track unit-mounted on the hub's threaded side (obviously). Given these get the lion's share of dodgy water, salt and other detritus, greasing the threads with a suitably stiff grease, is essential. In this instance, I've opted for a ceramic, to avoid galvanic union later on.

I prefer ceramics. Durability and to some extent cleanliness being the main draw. However, a synthetic PTFE fortified prep will be fine, even on Titanium/aluminium interfaces. Old fashioned lithium greases are also fine...Provided you are pairing an aluminium alloy sprocket and hub.

I've also forgone the lock ring- for now. Lock rings are a sensible move. However, I find, even given a liberal greasing, the forces placed upon a fixed transmission, ensures sprockets get wound on very tightly.

Harmonious swoosh restored. I would be interested to try Level Components "bolt on" system, which in theory, should be the most secure going, albeit another demanding dedicated  sprockets.

What I’d expect, from a straight cut, CNC machined example. Bevelled sprockets have their place and tend to be relatively cheap. Hence their popularity on road bikes, converted to fixed. 

Overcast, slightly oppressive humidity has been the climatic theme these past week, or so. Nonetheless, I've managed to get out, and really let my hair down on the Holdsworth. No word from Apeman regarding the sheared A80 casing and mount. For the time being, video falls exclusively to my Tom Tom Bandit, which is beautifully intuitive to use. 

Though slightly quirky, the swoopy Soma Condor drops and Tektro RL520 lever are proving inspired revisions. Revisions offering improved control, both in terms of leverage and braking. The bars shallower drop ensures I can hunker lower than with the pursuit type.

I liked the Highway1 handlebars, too https://www.sevendaycyclist.com/soma-highway-1-handlebars. Another relatively shallow design but one that felt deeper, probably given I was running a TT type lever, at the end. I spend much of my time on "open" roads and relatively quiet lanes. Thus, this voluptuous genre, are a better fit. 

The Tektro RL 520 and Miche dual pivot calliper are a decent marriage, offering lots of controlled bite. Enough power to lift the rear wheel, so not something I'll be looking to upgrade. No call for a rear brake, unless you run a flip-flop (Fixed and freewheel setup) or live in a really mountainous region (at which point, you probably wouldn't be running a fixed, or single speed setup).

Other contemplated revisions, include the Crank Brothers Cobalt 3 seatpost, in favour of this Genetic Syngenic https://www.sevendaycyclist.com/genetic-syngenic-seatpost . While I love the Cobalt3's inline design, svelte profile (250g for 400mm, anyone?) I'm less endeared by the single clamp. One that is fiddly to adjust, and more prone to slippage, compared with other designs. Single bolt, or otherwise.   

Aside from the greater leverage/control, wide bars also open the chest cavity, which assists breathing, and of course efficient climbing. Gearing between 76.1 and 81 inches, is arguably bang on, for most road contexts.

https://www.facebook.com/sevenday.cyclist/videos/2068629046766215/

Tall enough for maintaining a steady 20mph, without grinding up the gradients, or spinning out on the descents, like a demented, caffeine-fuelled hamster.  Talking of which, check cleat health regularly. Unplanned disengagement at 25mph plus is a very unwelcome, and potentially painful and expensive experience.  We have become very accustomed to a fantastic system of universal healthcare, here in the UK.

As is to be expected, given its enormity, there are sections of the NHS that would merit improvement, However, the present political administration seems determined to dismantle, in favour of a US-style, insurance-based system.

Combine that with a public happy to share their DNA, in order to "discover their ancestors" and "heritage", it’s not difficult to see how an insurer could test for genetic susceptibility and increase premiums (or indeed, decline insurance for certain conditions). This would also have implications for other things, including mortgages, and related premiums.

Spaced Out & Salvaged

Inspired by warmer drier weather, and of course, that Holdsworth Cyclone awaiting refinishing, I’ve plucked my Holdsworth from hibernation and decided to revise the cockpit, again. My love of flared drops seems to know no bounds. This might offend traditionalists, but my bikes are built, and evolve to suit me.

That’s not to say I don’t appreciate some people’s desires to keep a classic bike’s authenticity-right down to fasteners. The Soma Highway1 https://www.sevendaycyclist.com/soma-highway-1-handlebars are a fine set of shallow drops, but that oh-so familiar urge for tweaking was calling. Condor’s hybrid design, combining riser and drops https://www.sevendaycyclist.com/soma  wasn’t the most obvious choice, I’ll admit.

After some reflection, I opted for the MK1, and then decided I also fancied a change of brake lever. A quick rummage in the spares’ drawer, unearthed this solitary, orphaned Tektro R200. Seemingly superseded by the RL340, these are nicely finished Campagnolo patterns, right down to the push button Q/R.

Giving change from £25 (pr) they play nicely with dual pivots, centre pulls and cantilevers. Their RL520 cousins were designed for V brakes and compatible with, cable operated disc callipers, such as these Tektro Spyre. Light springs, decent modulation and feel.

Some folks might be a bit snooty, but both represent fantastic value for money. Oh, and if you’re really that fussed about branding,, the Tektro logo could be stripped, using a cutting compound, such as Crankalicious Mayo Jaune Intensive Frame Cleaner https://www.sevendaycyclist.com/crankalicious-mayo-jaune-intensive-  

At 145g, the solitary lever is 85g heavier than the Acor carbon TT lever, it replaces. However, I felt it a more suitable revision-knew it’d come in handy someday! I described the Soma Condor2 Shallow Drop Bars https://www.sevendaycyclist.com/soma-condor-2-shallow-drop-bars  as   “The bar the original Soma Condor Handlebar should’ve been”.

Generally, I stand by this statement, but the original’s lower slung tops, are a better fit with the Holdsworth. Being able to salvage the silicone handlebar tape, was another definite bonus.  In some respects, The Genetic D-Riser 16 Bars https://www.sevendaycyclist.com/genetic-d-riser-bars  might’ve been better still. However, they’re staying on my fixed gear winter/trainer, thank you.

Holdsworth makeover complete, I tweaked the Woodman Saturn Aheadset bearings, gave it a good sudsy bucket wash, then treated it to this Velo21 Blueberry Glaze wax. Despite some initial scepticism, performance and longevity are quite impressive. Aside from apparent quality, and longevity of sheen, its genuinely compatible with matt, satin and gloss finishes. Yes, including this Torus Titanium Stem https://www.sevendaycyclist.com/torus-titanium-stem

Talking of wax, I had intended to dress the chain in Zefal Pro Dry Chain Lube but picked up Zefal Extra Dry Chain Wax, by mistake. An error that only became apparent when the white emulsion began seeping into the links. Mildly annoying, but there we are. No sense starting again, so I delivered three coats and popped the bike away. Quitting while ahead is a definite virtue.  Talking of chains, I checked the Univega’s FSA using my KMC digital unit. To date, wear is nominal, but I acquired a KMC X973 grey replacement, for when the FSA needs pensioning off.  

Fixed chains don’t require the same degree of introspection, but you’d be foolish not to inspect and where appropriate, adjust tension. This was only necessary a couple of times, during the KMC Z1 X’s  lifetime. https://www.sevendaycyclist.com/kmc-inox-chain  By comparison, this is the third time in 1100miles, for the Passport Elements Single Speed Anti Rust Chain https://www.sevendaycyclist.com/passport-elements-single-speed-chai .

Nonetheless, the Passport is a very reliable, relatively smooth and highly corrosion resistant option. The galvanised texture genuinely seems to retain lube better, than traditional polished/electroplated models.

While it copes well with the stresses of a fixed transmission, I’d opt for a heavy-duty track version, if like me, you only run a single, front brake. Perfect for a single speed, or hub geared bike, especially those that see year- round, four seasons; service.     

Joined Up Thinking

January is usually a slow month, though no excuse for coasting. Having chased a few leads, sourced products and responded to an aspiring model’s photographic request, I headed out for some serious reflection. Speeding through the winter sunlight, alert to black ice skulking beneath a thick, steaming carpet of freshly lain equine arse fruit, I contemplated braking.

Temptation to remove the Ilpompino’s rear stopper has been tempered by memories of my worn shoe cleat disengaging while hurtling down one of Surrey’s delightful 1 in 4s…One thing lead to another culminating in a barrage of ill-timed profanity as we passed a convoy of well-heeled grand/parents herding little henry/etta’s into awaiting Lexus, BMW and elderly Mercedes…

Six years and several thousand miles hence, I’m still inclined to leave this configuration completely stock given the left lever’s a convenient resting point/means of carrying a spare cable. Then of course there’s the occasional trailer coupling, necessitating a little extra prowess than afforded by cantilever and transmission alone. However, while perfectly capable of hauling Moto Guzzi motorcycle clutches fully home, I am right hand dominant and see no reason why people with reduced dexterity shouldn’t enjoy equal standards of performance/safety.

At £35 Dia Compe’s Siamese 287(T denoting tandem) seems an obvious choice, the left substituted for a composite stoker unit, shaving unwanted weight and overcoming chatter while providing useful parking for my corresponding palm. The Flat bar faithful are similarly well served by its Tech 77 siblings; although both are non-starters with integrated Sti/Ergo systems.

Mercifully Problem Solvers offer an aesthetically pleasing, CNC machined cable doubler for a very reasonable £20, though as the ride progressed I became convinced there must be a thrifty, discrete and moreover bodge free alternative… Said Eureka moment arrived in the cry of “Clutch cable junction box!!!” while overtaking a sports moped at 29mph. Perhaps unsurprisingly its pilot took such as a challenge, though no amount of wheel sucking could save his blushes.

Taking full advantage of a lofty, eighty one inch gear, I entered the descent, nudging 108rpm and 37mph. Windblast had long since muted the unmistakable two-stroke banshee howl, replaced by thoughts of upgrading the Ilpompino’s OEM 25.4 diameter cockpit in favour of its oversized and theoretically stiffer successor.

Twelve chill but uneventful miles later man and machine were safely ensconced, one rewarded with a few shots of PTFE maintenance spray, the other diesel strength coffee while purchasing this NOS (New Old Stock) Yamaha unit on ebay for the sum of £3. Now, my next project necessitates an illustrator who’ll bring some visual pizazz to my series of children’s stories, oh and best I procure a wheel jig to tame the effects of worsening local infrastructure (!)