Waiting for The Sun

December is dawning and daylight (not to mention dry weather) is at a premium. Perfect conditions for the indoor trainer then. In some senses, yes. However, these contexts are ideal for evaluating product performance. Lights, lubes and waterproof fabrics being the most obvious. A good measure of waxes/polishes, too. https://www.sevendaycyclist.com/naked-bikes-bike-bling

The Pro Viz Men’s Reflect 360+ Cycling Jacket has certainly cut it in the visible and waterproof respects. https://www.sevendaycyclist.com/proviz-mens-reflect-360-jacket

Save for the odd cold night, no sign of the “big freeze” prophesised by the digital tabloid press, so tyre choice remains unchanged.

Having consumed my stash of patches last time round, I wasted no time in putting fingers to keyboard and ordering some more Rema tip top patches. There are cheaper, and I’ve found some store brands refreshingly reliable.

However, I find the Rema that notch higher. Since the Kenda thorn resistant tube was a Schrader valve, I seized the moment, removed the valve core and pumped a liberal helping of latex sealant inside.

Three serviceable spares apiece for my fixed gear winter/trainer and Univega now. Two patches are my cut off point before I consign them to the bin; or repurpose (Protective “boots” for headsets and seat posts, or top tubes being three obvious, bike-specific uses). I have striped and re-greased my fixed gear winter trainer’s headset and added a butyl bottom race boot, for additional protection. Replaced the front brake cable, while I was there.

However, I will often carry one tube with more patches, for dire emergencies, or passing to a stricken rider.

Yes, we should regularly give machines and spares stash a once over. Yes, we should be independent. However, things happen, to the best prepared machines and riders. I have been stuck by the roadside, miles from home. There’s nothing warmer than a helping hand.

Roadcraft seems increasingly patchy and intolerance at an all-time high. Discretion is often the better part of valour. One driver, refusing to recognise my right of way, pulled by and announced, “Roads are for cars bruv!”

Tempting though it was to point out, that roads are for everyone- cars, motorcycles, bicycles, horses, HGV etc…No sense arguing with an ignorant hot head, encased in two ton of steel. Better to ride on, rather than let rip and be rendered paraplegic.

I spent three years battling a Portuguese haulier. One of their drivers crossed into my lane, along the M25 motorway, sweeping my KA onto the front of his 30ton Mercedes. Thankfully I was able to walk away. Death is an inevitability; the phrase “life changing injuries” turns my blood cold. His insurers finally admitted liability, when court papers were served.

I’ve defaulted to the Univega these past few weeks. Primarily, since its dressed for the deluge, not to mention, an increasingly battle-scarred infrastructure. 

Having crossed the 400mile mark with the Weldtite TF2 All Weather Lube, the Univega’s chain was on the cusp of thirsty. I saw this as the first opportunity to evaluate the Juice Lubes Chain Cleaner’s prowess, pitted against a middleweight petrochemical lube, and its modest accumulated contaminant.

Lubes-wise, I’ve switched to the Juice Lubes Ceramic Juice and will see how many miles I can amass, from a single application. It comprises of “blended base oils” and hexagonal boron-nitride.

Lubricant qualities supposedly comparable with graphite. Thus far, it seems slick, refined and tenacious. Its apparently thicker than previous incarnations and feels so. Still light enough for cables and cleat mechanisms.

Talking of which, I’m increasingly endeared to the quirky Look Geo Trekking pedals. These are the baseline models, yet the composites offer excellent support and don’t feel whippy under-load. I’ve also been pleasantly surprised by the ease of intentional release, even using VP and similar pattern cleats.

Critics will suggest there are a wealth of dual sided designs commanding £20 odd, which will do commuting and similar duties perfectly well. In some respects, I’d have to agree. Thinking out loud, I still love Time’s All Road Gripper Pedals. I still have mine and liked the concept. However, their short production run suggests they weren’t overly popular.

Curly Carbon Bars & bust Butyl

With Co-editor, Steve enjoying a short tour of Belgium, I've been busily harvesting kit, while weaving rest and play into the mix. I also fitted these Coefficient The Wave Handlebars, to my Holdsworth. 

Described as "The Ultimate Road, Gravel & Endurance Handlebar"; its a curly carbon fibre design. One that bears passing resemblance to Genetic D-Riser 16 https://www.sevendaycyclist.com/genetic-d-riser-bars and to a lesser extent, Soma Condor 2 https://www.sevendaycyclist.com/soma-condor-2-shallow-drop-bars

In common with these aluminium alloy models, the wave is reckoned an ergonomic design for riders seeking "The speed of drops, and the long ride comfort of the bar tops". Apparently, the sloping top section provides a hand position mimicking the wrist's natural alignment.  

A slight, 1.5 degree flare reputedly offers a more solid stance, meaning you can remain on the drops for longer, even off road. The grip diameter varies proportionately, to reflect different hand sizes  

Some traditional drop features remain, including 77mm reach and 120mm drop. I've gone for the 44cm, which would seem the best fit, given I'm broader across the shoulders than my height and build would otherwise imply. 

Fully compatible with Di2, there's the option of routing brake and gear cables internally. However, they can be run and taped beneath the bars, as I have here. I've reused the Holdsworth's silicone bar wrap, which also compliments the bars' matt black finish rather well. 

Some folks might be tempted to bolt tri bars atop. Don't! To some extent this would detract from pattern's unique selling points but more importantly, doing so runs the very real risk of potentially fatal, structural damage. Since we're here, maximum recommended torque settings are 6nms. 

Forgo torque wrench at your peril. 

My maiden voyage confirmed I needed to move the bike's Tektro brake lever down a few centimetres but some 220 miles in, I'm suitably smitten. There's sensible scope for torch type lights, computers and similar creature comforts, too.

Given carbon composites should be more readily inspected for signs of fatigue, a naturally grippy, reusable wrap, such as this ACROS Silicone Wrap Handlebar Tape https://www.sevendaycyclist.com/acros-silicone-wrap-handlebar-tape  is an obvious choice. Its also rather nice, in its own right.  

Low weight and wow factor are two obvious draws to carbon but while I wouldn't entertain touring on a carbon frameset (even with a YAK type trailer trundling behind) its nice for other genres of endurance riding. 

Compliance reduces fatigue, especially on longer rides. Said bar swap has shaved 130g but has introduced a more compliant feel to the Holdsworth's front end. On paper, it shouldn't feel that way, given the 531 tubes and carbon composite blades but large flange hubs and relatively deep section rims give a brisk, though slightly direct ride. 

The Coefficient Wave are springy, compared with the otherwise loveable Soma and its quite noticable (though not unpleasant or unsettling) when powering along a climb, from a junction etc. 

Carbon fibre is also very conductive, so when it comes to frames, remember to grease the aluminium alloy bottom bracket sleeve liberally, using an appropriate prep. Assuming of course, you wanted to avert galvanic seizures. White Lightning Crystal High Performance Grease https://www.sevendaycyclist.com/white-lightning-crystal-grease or Muc Off Bio Grease (which could easily pass for strawberry jam) https://www.sevendaycyclist.com/muc-off-bio-grease-long-term-test seem effective.

Contrary to popular misconception, carbon composite frames are repairable, even when seemingly beyond redemption. That said; this is only economically viable, on high-end, rather than budget variants. They can also be refinished using 2k automotive paints and either air, or flash cured at 120 degrees. Had a mishap? Have a word with Carbon Fibre Repair in Leatherhead, Surrey. https://www.sevendaycyclist.com/a-visit-to-carbon-fibre-bike-repair 

Summer jerseys have become not only lighter, but longer and er, tighter, I mean figure hugging. Thus far, I've only felt the benefits in terms of improved temperature regulation, and indeed, reduced drag. I've only been able to measure this anecdotally (being bereft of wind tunnel facilities) but there's markedly less flutter when hustling along breezy backroads, and screaming along the descents. 

Even with the zipper drawn to half-mast, for additional, physical airflow. This thinner, second skin close genre aren't the most accepting of Lycra arm warmers, base layers etc, which may be a turn off for early spring and Autumn duties. However, they translate well to indoor trainer slavery, I mean service, during the darker months.    

Talking of which, I've also been doing some long, steady night miles with the Ravemen PR1200 USB Rechargeable Dual Lens Front Light https://www.facebook.com/sevenday.cyclist/videos/pcb.2109616222667497/2109613026001150/?type=3&theater  We're also awaiting some rather nice Trelock lights. I'm keen to test another, higher power front dynamo lamp, for my fixed gear winter/trainer (100 lux upwards). 

That said;  I'm not overly keen on the German beam pattern as dictated by their StVZO/TA standards.Yes, there's no doubt it provides enough punch in the seen-by sense. However, on UK roads (Especially unlit ones) its less effective than my beloved Exposure MK1 Revo and indeed, high power rechargeable systems.. 

With Parliament (and some would argue, democracy) in meltdown, the late summer heatwave returned. What better opportunity to get some serious miles on the Holdsworth... 

While fitting those new bars, I nipped the chain tension up a notch, ressurecting these MKS chain tugs, while I was about it. 

Topped up  the Zefal Extra Dry Premium Quality Chain Wax https://www.sevendaycyclist.com/zefal-extra-dry-chain-wax  which returned 120 miles, before ultimately stripping with  Naked Bikes Chain Cleaner https://www.sevendaycyclist.com/naked-bikes 

I've since switched to  Rock n' roll Gold LV. Despite some wet spells, the moderate helping delivered to my other chains, is still going very strong after 250miles. 

So then, busted butyl. Well, while prepping my fixed gear winter trainer for a late night saunter and light test, the front wheel's presta valve literally disintegrated in my hand. 

Undeterred, I switched to the Halo Evua And Shutter Precision SL9 Dynohub Wheel https://www.sevendaycyclist.com/halo-evura-shutter-precision-sl9-dy, whacked some wind in the Soma Shikoro tyre https://www.sevendaycyclist.com/s, and replaced the other tube, on my return. The old tube lives on, as a brace for my Nicotina plants, whicxh are doing rather well, all things considered...

Good Vibrations

Two weeks’ continuous service cemented my suspicions, namely that adopting a shorter stem and moustache bars would transform comfort and handling in most contexts. Sharper steering keeps things the right sort of interesting, without becoming a handful when haring along hairpin descents with beloved Revolution Cargo full to its thirty five kilo brim.

Spotted another one tethered to an equally hard working GT (note Magura HS33 raceline brakeset) while on a quick supermarket mission this week. Thought the shot would come in handy for book and related projects that are on the cusp of fruition.

Back to those Mungo then…Loftier backswept contours improve one’s view of conditions ahead, yet still affording commendable relief from headwinds and other biblical stuff.

Conversely, they do place more weight on the ulnar region, low-level vibration becoming intrusive after two hours or so, provoking me to explore some additional insulation. 

I’ve reviewed countless commercial “underlays” in recent years and in fairness, most seem to work, though some are definitely better than others.Binding redundant butyl inner tube around the bars before dressing them is another useful (not to mention, thrifty) homely remedy. Ah, but disturbing the several times repatriated Cinelli and asking it’s weathered adhesive to bond convincingly with butyl was pushing our luck somewhat. 

Hence I’ve adopted a popular Audax trick, leaving it in situ and weaving that crisp, white Lizard Skins DSP strategically atop. Thrice mummified around the curves, it appears to optimise protection with a slightly funky, as distinct from frumpy aesthetic.

Contact points are by definition exceedingly personal and something I’m predisposed to tinkering with. Superficially I wasn’t remotely “taken” by this SR Becoz moderate men’s saddle-183mm at its widest point-forty millimetres wider than “ideal” for my sit bones. However, such dogma breeds its own kinds of myopia. Less aggressive configurations influence rider spine angle, in turn placing proportionately greater weight upon the saddle.

This would explain why Spa cycle’s buxom (168mm) B17 homage proved so compatible.  The Becoz is literally bursting with cutting edge, recycled/organic technologies. Steep, relatively tall steel rails won’t set anyone’s Lycra ablaze but are extremely well finished and those additional millimetres seem to have corrected a minor imperfection height-wise.

These are coupled to a clever set of supple, yet progressive elastomers absorbing minor road/trail buzz while the internal blend of polyurethane gel combine ample support without hindering tour-typical 85-100rpm cadences. Covers used to be a weak spot, particularly on the goo-filled breed where they could rupture during a spill (especially off road) leaving sticky, oozy remnants spattered across one’s finest Lycra.

Selle Royal has continued the unusual, ecologically friendly theme here too, fortifying the slightly rubberised texture with sustainably cultivated conifer wood flour. This latter ingredient seems to counteract irksome surfing, though has caused some thinner, super shiny Lycra to gather uncomfortably during the course of a ride and demands physically lifting (rather than shuffling) one’s derriere fore/aft.

On the flip side, it’s a boon when leaning back against the saddle, maintaining traction when negotiating long descents/looser surfaces. Curiously, the (164mm) athletic version only comes in male centric dimensions and on balance might’ve been optimal for said build. However, this experience serves to illustrate that not everything can be reduced to a series of formulas/calculations.

A recent spate of burglaries in this otherwise peaceful locale’ is a poignant reminder to review and bolster security. This needn’t involve colonies of CCTV but assessing things as a professional or opportunist thief might enables one to close certain avenues of potential attack.  

On some levels it’s ironic (given the prevalence of “community spirited curtain twitching”) that people’s behaviours are scrutinised with such intensity, yet these voyeurs mysteriously see and hear nothing during attempted/burglaries. (Don’t get me started on the omnipresent crescendo of barking dogs).

Naturally, these violations are met with eloquent choruses to the effect of “aint it awful”. Fear not, a neighbourhood watch group is coming into force, though again, I fear this says more about certain folks’ love of spearheading committees rather than pragmatic purpose.

Since time in memorial bikes have been thief magnets. I regularly introduce layers of complication be it a gamekeeper or upgraded/additional locking that will certainly slow their progress and hopefully deter. Simple measures like closing gates increases risks of thieves being seen/ heard/ disturbed, ditto laying pea-gravel/shingle or planting prickly foliage/trellis at strategic points.

Gates with solid centre panels might keep prying eyes out; though also provide those with low morals to "work" uninterrupted on the other side...

Datatag and similar hi-tech systems are another useful tool, though more in a stolen/recovered context. Slipping a piece of laminated card with name, date of birth, blood type and address inside handlebars and other contact points costs nothing-can be invaluable in this and accident contexts.

Hot Air

Perhaps I’m in a minority but despite having preferential telephone listings that theoretically prevents invasive cold-call telesales; I am pretty much guaranteed to experience cognitive interruptus while someone reading from a script and on commission-only contract unleashes their sales patter- double glazing, loft insulation, kitchen scrappage (or whatever laxative scheme the present administration can inject into a merely flatulent UK economy).

Thrust from academia back in the mid-1990s into a landscape of immediate starts and media sales, it seems eerily familiar two decades on. Having been one of those battery-grads cruising through a printed call-list, supervisor over one’s shoulder checking to ensure everyone is rigidly conforming to company schpeel; I’m generally compassionate in my decline.

Hard sell artists on the other hand engage my subversive streak, especially as I’ve since discovered there’s a commonly used database linking my landline with an unrelated property several miles away. Often I have sent cocky sales monkeys on fool’s missions in the hope a seamless procession of unwelcome vans bearing solar panels, “installation engineers” and “surveyors” descending on their doorstep might see the penny drop.

Inner tubes tend to be forgotten until we’re assaulted by a heavily patched butyl octopus when sweeping into the garage, or serenaded with the dreaded hiss miles from civilisation, only to discover spares didn’t come along for the ride.  It’s amazing how many will spend good money on a top-flight wheelset for whatever purpose, yet bung in the cheapest, wafer thin, poorly moulded fare with excruciatingly vulnerable valve stems.

Twenty eight years back, Latex tubes were revered by time trialists/road racers (who weren’t necessarily die hard tubular devotees) on account of their low weight and rolling resistance when paired with the best clinchers. Abrasion and therefore, puncture resistance was another feature manufacturers were quick to promote in the era’s cycling press. Not without merit either; since the material tolerates considerable deformity and it’s precisely this fluidity that resists pinch and penetration flatting.

However, since Latex is porous, received wisdom suggested daily (rather than weekly) inflation with narrower, high pressure tyres experiencing greatest losses of pressure. Specialist sealants lining their interior walls supposedly counteract this without blunting performance advantages but then of course, said material has no blocking property so degrades really quickly exposed to extremes of temperature, UV light oils and indeed heat induced during braking. Hmm, seems glaringly obvious why these haven’t become universally adopted.

Goo-filled models certainly fired public imagination, or should I say faith, which is no bad thing if it encourages people to ride more generally. However, green gloop enjoys a lifespan of around six, possibly nine months before losing mobility, or in some instances leaking through the valve stems, leaving trails of mysterious spatter marks.

Admittedly; they’ll owe you nothing if you’ve enjoyed trouble free commutes during this time but very messy should a particularly vindictive sharp burrow home. In common with patch kits, qualities vary and sometimes it boils down to faith/other decidedly “unscientific” stuff.

Whatever your preference, track pumps are probably the most cost and labour saving acquisitions for newbies-enabling optimum pressures with nominal effort, greatly extending tyre life, reducing punctures, improving ride quality/comfort and damage associated with potholes, ruts and similarly destructive surface imperfections.

My first was a Silca unit-all steel with bright orange barrel and lozenge shaped handle. Pressure gauges bore only passing affinity with reality but these were easily and inexpensively rebuilt (mine finally expired after eleven years’ relentless service).

Actually, I part exchanged it with a then local dealer/friend, in favour of a deluxe version sporting longer barrel, smoother piston and wooden handle.  More than adequate for most contexts perhaps but designs have come along immeasurably since with greater refinements, not to mention improved accuracy.

I’ve always run higher end metal models alongside a cheap, yet cheerful composite (back up-more convenient consuming less car space when attending race meets, a week’s cottage based touring escape etc).

However, the trend for loftier designs has been a godsend for efficiency-requiring notably fewer strokes, while overcoming the discomfort of being stooped. Arguably this latter point’s a moot one in two bike households but those with bigger fleets, or taller riders serving as race-service/club mechanics.

Loftier desingns, especially those exceeding 68cm can be a little unstable-so look for a nice, sturdy base. Oh and in these times of terrorist anxiety, be wary about using them on the drive since ignorant passers-by may believe you are preparing to detonate explosives. Absurd-perhaps but alas I’ve already been on the receiving end of such hysteria once this week! Now going to educate myself regarding platforms and other digital/e book structures….