I returned from a wet, greasy ride on Ursula and was about to strip and lightly lube the chain with some Peaty’s Link Lube Dry. Something prodded me to whip out the chain checker and it slid into the links .75 is the pensioning off point for 9, 10 and 11 speed units.
I plucked a Sram from the stash, pruned by a few links and fitted sans magic link, since though I understand the design principle, I much prefer a solid pin. That said; I slipped the residual links and magic link into a re-sealable bag, into the See Sense Handlebar bag SEE SENSE HANDLEBAR BAG | cycling,-but-not-usually-racing (sevendaycyclist.com), just in case.
Observation suggests 10 speed chains last between 3-4 months. I’d returned 1600miles from the superlight model which is a good bit more than the 1250 typically managed before they hit .75 on the chain checker. I was also astonished by the amount of congealed lube coaxed from the jockey wheels and derailleur cage once I’d removed the worn chain. Particularly since I’d regularly deep cleaned the drivetrain between lube changes and as appropriate, topping up.
As for the Peaty’s Link Lube Dry, well that’s another water-based, wax prep, intended for spring/summer use, so now is the time to test.
In common with all waxes, especially those employing water-based carriers, any trace of pre-existing lubricant must be exorcised. It leaves the spout with a celeste hue, so even coverage is easily achieved. Once cured, it assumes a waxy glaze, theoretically meaning it runs cleaner, rather than collecting contaminant and scabbing off.
Time, miles and climate will reveal its true characteristics and staying prowess. Spotted this Austin, while on our chain checking spin. From a distance, I believed it to be a 2CV based Lomax, prompting a closer look (without drawing unwanted attention, or making the rightful owner nervous).
Several months down the line, my fixed gear winter/trainer’s aheadset was still very smooth and subsequent inspection confirmed bearings and races were still well protected by the Park PPL-1.
However, I’d come that far and needed to assess the Peaty’s Assembly Grease on bearing components (since it’s apparently perfectly fine). The boot/headset cosey made from scrap mtb inner tube was also perishing, so due replacement. This also presented an ideal opportunity to clean the KMC chain and feed it some of the Peaty’s Link Lube All Weather Premium.
Packed with Peaty’s and excess wiped, the headset was buttery smooth. I used the excess to grease the stem and Gusset Headlock threads, since the latter is a sitting duck for wet, gritty stuff. First outing at 6am the next morning and everything felt bang on. Chain serenely quiet, steering quick and ultra-refined.
Along the lanes, at 20 mph and banking into a right turn, I feel the tyres lose traction-diesel. Thankfully the fixed transmission, experience and decent rubber meant I was able to regain control, without incident. Diesel vehicles, those with automatic transmissions in particular, drip unspent fuel under more forceful, or sudden braking. Farm vehicles, coupled with the sudden, more intense rains, flushing spillages from the fields are another possibility.
I’m never one for compulsion, especially when it comes to helmets, but wear mine pretty much every ride. Every so often, I get a gentler reminder of their benefits. Now and then, even the anti-bacterial pads can turn a bit funky too. Steve’s been testing Oxford Mint Helmet Santiser OXFORD MINT HELMET SANITISER | cycling-not-racing (sevendaycyclist.com) . In a pinch, I’ve given whiffy lids a quick blow-over using anti-bacterial santiser sprays and do, from time to time, take mine in the shower with me. A couple of thousand miles along the line and the Bontrager (model) finally succumbed to a flat. A flint, more accurately. It had burrowed into the casing, commuted by wet, greasy roads and dung.
Hardly a major issue, but unwelcome at any point, especially when the weather was turning slightly stormy. Thankfully, I had two spare tubes and two pumps. CO2 cartridge but no inflator. Unsure how that came about-would've made for a quicker pit-stop. Flint removed, fresh tube and 60psi later, I refitted the wheel and rode the remaining 7 miles back without incident.
The Peaty’s All-Weather Premium has certainly held its own but transferred very readily to hands and bar tape during said mechanical. Upon my return, I gave the bike a quick sudsy bucket wash, put some additional pressure and a drop of glue into the tyre. This is also an opportunity to check/replenish tube stock, pump and in my case, add the CO2 cartridge/inflator. On that note, I'll end here with my long term review of the Kenda Kwick Journey KS Plus Tyres KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com)
