Root of the Problem

Last week began with, what I suspected, was a dental abscess. This was confirmed by my dentist, He also confirmed my other hunch. 

That the only means of saving, what remained of the crowned tooth, was root canal surgery. Elsewhere, with the nights drawing in, it was time for a quick pre-winter check of the fleet.

Testing of the Vee Tire Co Zilent MK2 https://www.sevendaycyclist.com/vee-tire-co-zilent-mark-2-tyres , I reinstated the Soma Shikoro https://www.sevendaycyclist.com/s  and pulled my working fixed’s brake cable through. Pad wear was making itself known. Though there looks to be a few month’s life in them, replacements were ordered. TRP Spyre are by far, the best cable operated disc brake I’ve used to date.

Hydraulic systems are delightful and most modern types automatically adjust to compensate for pad wear. An obvious choice for ‘cross racing and endurance events.  Despite their considerable charms (not to mention, refinement) I love the simplicity of a cable-operated model. Ooooh, then again…TRP Hylex looks perfect for my antics and the bike’s design brief…

Reminds self of dental bills, expiring car components, camera bodies. Lectures self on the difference between want and need. Been an expensive month, with one thing and another.

Despite disc braking’s understandable dominance, there’s a lot to be said in favour of the humble cantilever, especially in a ‘cross context. The Genetic CX https://www.sevendaycyclist.com/genetic-cx-cantilever-brakes , have proved particularly cheerful. However, wide arm designs and smaller semi/compact geometry framesets can be a tricky combination. True, smaller riders tend to have proportionally sized feet, so heel clearance is less crucial.  That said; they can also foul four-point racks and panniers.

Staying with these themes, I was also surprised to discover, during my pre-winter inspection, that its bottle cage had mysteriously fractured. Closer scrutiny suggested the composite monocoque had succumbed to a strange fatigue, I was literally able to bend the winged sections backwards.

This kind of fatigue is something I’d associate with several years’ exposure to harsh UV light. A complete mystery. Aside from very warm summer rides; said bike is always stored in a cool, dry space within the house.

Net effect, I have substituted it for this VEL SE (Side Entry) model https://www.sevendaycyclist.com/vel-se . These are also designed to optimise space within smaller main triangles, thus permitting two full sized bottles. Its Tacx radar counterpart, on the down tube is also technically a side entry model. In the sense bottles can be inserted and released at an angle. However, its much closer to a conventional cage. A solid and reliable option, it lacks the space saving efficiency, of the Vel, or indeed Lezyne Flow.     

Cleats are another component all too easily overlooked. After a good year’s faithful service, my genuine Shimano were showing their age. Release was becoming a little too easy. These ISSI popped out at me, while I was rummaging in the kitchen drawer for some AAA batteries. In the zone, following Sunday’s post blast check, one set released effortlessly.

False sense of security flowing through my every fibre, I tackled the other shoe. Once again; the first relented, given a firm twist of the 4mm tool bit. However, the second fastener was clearly made from cheese.

Impacted detritus clearly didn’t help but it was so soft, deforming with unsettling ease. A blast of penetrant spray and a bigger Torx bit, provided enough bite, and clean extraction. Nonetheless, my cordless drill was placed on charge…

While there is no doubting the quality of Shimano, I have always found patterns reliable and generally long-lived. By the same token, were I doing a big tour, especially beyond these shores, I’d stick with big S, simply on grounds of spares availability

Buxom Bars & Lighter Lubes

These Soma Fabrications Condor flared drop bars arrived among a consignment of delightful Soma goodies. Now, I like big flared drops for cross and other, dirt biased riding. WTB mountain drop and On-One Midge being my two, favourite patterns.

The condor is made from shot-peened 6061 T6 aluminium alloy. I’m deceptively broad across the shoulder for my height and build, so have gone for the extra-large (44/49cm), still slightly narrower than the Midge.

However, the medium is 40/45cm, large 42/47cm. The smaller number denotes the c-c width i.e. measured between the hoods.  Look closer and you’ll notice it’s pattern is a hybrid of riser and compact drop bar.

Now, in common with the other two, the condor’s shallow drop supposedly allows more time riding the drops.  Little surprise that they’re marketed at touring, bike packing and gravel riding audiences.

Apparently, rotating them accentuates certain characteristics to suit personal preference. I deliberately avoided my “Child at Easter” urges to strip and fit, to my fixed gear winter/trainer’s cockpit- immediately.

I had higher priorities and wanted to avoid (a) Rushing the fit (b) forgetting to weigh them and having to strip bar tape, brake levers, lighting and other goodies, later. Soma cite the weight as 320g, ours tipped the scales at 348g.

I’m generally indifferent to black/dun finishes. Thankfully and in common with the WTB, this is a good quality one. The sort that resists accidental marking, say when fitting/adjusting brake levers, rotating them in the stem.

Any adjustment/component change tends to feel different, often an improvement psychologically. Formative impressions are of a higher position, my hands defaulting to the drops, as opposed to cruising atop the hoods.

Not that the oversized midge could be described as springy, However, the Condor’s increased rigidity is very apparent, especially when climbing out of the saddle. Powering up a climb, superior stiffness permits effort to be channelled into cadence, which can make all the difference, when you’re forced to rely on a single gear ratio.

The Condor’s curved, swoopy profiles still offer a reasonable amount of useable parking space for lights, computer, action camera etc. However, the Trelock Ls960i switch https://www.sevendaycyclist.com/trelock-ls960i-dynamo-front-light isn’t oversized. Thus, it needs to sit where the bar narrows and consequently, at a slight angle. Operationally, this isn’t an issue but something to consider, if you’re porting clamps/brackets of similar diameter over.

The inexpensive, though high performing BBB BHT 14 flexribbon gel bar tape https://www.sevendaycyclist.com/bbb-bht-14-flexribbon-gel-bar-tape  could’ve been reused but I had some very fetching Lizard Skins DSP 2.5mm, doing something close to nothing.

They grey swirl effect also compliments the build’s colour scheme handsomely.  A phantom squeak was traced to the otherwise loveable Revolution Ritchey copies, so a quick game of lucky dip in the spares drawer, sees them substituted for these single-sided Shimano PD A520 pedals. Tiagra by another name, these are a sporty platform type. Greater support but without the ground clearance hassles and the versatility offered by recessed SPD cleats.  

Holdsworth aside, all my fleet feature slightly flared drops. This sea change started when I was introduced to the On-One midge back in 2005. This wasn’t love at first feel but within a matter of rides, I was warming to them.

Upgrading to the increasingly standard (oversized) diameter was a good move. The 25.4, though great for drop bar retro mtb builds/conversions, felt whippy by comparison. I sold these on to a good home, 18months back.

Leverage and to some extent control, are the main benefits of a wider/flared bar. Hence their particular appeal, on a rough stuff tourer cum trailer tug. However, they also open the chest cavity, which is quite helpful when tackling steeper ascents, especially on the fixed.

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The wild and weird weather hasn’t relented on these shores, which is perfect for testing tyres., chain lubes, mudguards and pretty much anything else, really. Talking of which; I’ve racked up 225 extremely wet miles from a single application of Finish Line Ceramic wet.

 

 

Thankfully, it can be reapplied with minimal prep and without curing period. A definite plus, should topping up be required mid ride, or needing to head out, sharpish. However, since the weather is turning milder, more spring-like, I have switched to Finish Line 1step cleaner and lubricant.

I’ve used its aerosol variant in the past to reasonable effect. Convenience is the main draw. The solvent component will consume any residual chain lubricant (although some stiffer ceramic/wet formulas require a more voracious solvent cleaning first).

When this evaporates, the low friction lubricant layer is left behind. Aerosols use a solvent to make them sprayable, coupled with a butane propellent. Great for channelling it into those hard to reach areas, such as sticky mechanisms/cables, or even loosening rusted/lightly corroded contact points.

The bottle version requires a swift shake to mix the formula and chains a quick wipe afterward. Despite being a dropper type, the super runny mixture means it will go everywhere and is best deployed using their no drip chain luber. Doubling up i.e. leaving it a few minutes between coats, adds a more substantial and ultimately durable layer.  

Forget about cheeky topping up indoors, for this and very flammable, reasons. If you have pets, or small children, wash down any residual stuff too. While cats in particular, will give anything noxious, or petrochemical based a wide berth, they can still succumb to poisoning. The most common cause being traces of product sticking to their fur. Cats will lick this, ingesting the poison and can be fatal.    

I found the Crankalicious pineapple crush concentrate, agitated with a stiff bristled brush perfect for speedy dismissal.    

Looking forward to bringing the Holdsworth out of hibernation over the coming weeks. Feeling the need for some serious, flat out, point to point blasts.

 

White Witches, Wrenching & Other Intrigue

The Genesis Croix de fer 2.0 has certainly cast a playful, engaging and dependable spell upon me. 180 mixed terrain miles and counting.  There’s no space for another machine and in any case, simple, squeezed economics preclude such indulgence. However, swooping through the S bends or enjoying its punchy climbing prowess conjures thoughts of building a frameset along similar lines.

I’m thinking rear facing track ends, two sets of bottle bosses, disc mounts and spacing for Alfine/similar hub transmission. This would give the option of running it fixed (packing the hub with spacers), single speed freewheel, or geared.

Cyclo cross bikes were a well-kept secret for countless years, until renewed interest in the discipline saw larger names cotton on, producing “civilian” ranges with wider gearing, mudguard/carrier eyelets, several sets of bottle bosses and similar refinements.

In many respects, the Croix de fer is a prime example of this species. Said Chimera is to cross what road path was to track-capable in competition, yet faithful weekday donkeys that will tour equally convincingly. Steel blades have been largely eclipsed in sporting terms by carbon/composites but remain extremely practical and arguably better suited to this design brief.

Short in the torso, I’m finding reach a little stretched-not painfully so and steering could never be described as barge like. Nonetheless, I’m going to see what difference a 9cm extension makes.

The past 140 miles have coincided with seasonally appropriate temperatures and challenges; though there’s been no hint of going “rubber up” due in part to the super supple 35mm Continental cyclo cross speed tyres. Designed for hard/dry courses, they’ve been surprisingly competent in soggy, churned bridle path and through leafy forest trails.

Proof that dual purpose isn’t synonymous with woefully lacking, they roll quickly over tarmac at 80psi and contribute to the “magic carpet” ride quality. I’d consider a set of these for the Ilpompino but being an earlier incarnation, its rear triangle shuts the door to anything bigger than 32mm with mudguards. 

Conversely, the Croix de fer will entertain 38mm spiked snow/ice rubber with breathing space, though playing it safe, I’d err on something 35mm like Kenda’s Klondike skinny.

Sticking with tyres in a broader context and reverting to the 90s when I lived in the capital, I found myself bitten by the “frankenbike” hybrid concept. This involved dressing an older/new old stock, upper mid-range Cro-moly XC mtb frameset in a hotchpotch of aesthetically agreeable goodies that made it stop, go and handle in decent proportion.

44/46cm Drop bars were easily acquired-cheap as chips too but patterns were decidedly conservative and a bit whippy when pushed hard.  Given  ‘Cross racing’s such a short season on these shores, many riders entered on MTBs, which were welcomed, or at least superficially most people seemed live n’ let live about things. 

Hutchinson even produced a 26x1.4 ‘cross specific model for this market. Capable, it was also decidedly niche and priced accordingly. Prior to their discovery, I also had surprisingly good results in dry to moderate conditions with WTB 26x1.5 All Terrainasaurus (£6pr NOS back in 2001).

The Univega is an extension of this concept and originally conceived for long and short haul rough stuff touring. Having upgraded its computer, subsequent test runs confirmed the head unit’s location was incompatible.

Further bin diving couldn’t retrieve a compatible bar mount, so I modified the stem-fit using Sugru putty impregnated with a powerful button magnet.  This tethers securely to the stem’s preload bolt and is effortlessly removed when performing headset strips/servicing or just locking up in the street.             

Coinciding with a bar wrap group test at Seven Day Cyclist www.sevendaycyclist.co.uk, its tainted, though extremely agreeable Lizard Skins DSP (Dura Soft Polymer) tape has been superseded by Cinelli “Chubby Ribbon”.

Claimed 30% thicker than traditional corks, there’s plenty of it, although greater density meant several revisions before pleasing, uniform effect was achieved. By contrast, this equally fetching M-part tape (M-part is Madison cycles in house brand) breezed aboard in fifteen minutes flat.

Fashioned from leather look polyurethane, its reckoned to deliver in all weathers, thus “particularly suited to daily commuters and winter bikes”. Initial impressions suggest so but in common with a few other titles, we test things for at least several weeks and a good few hundred miles before arriving at any firm, conclusive opinion. Let’s see what another 300 miles through wet, cold and fairly mucky February roads reveal….

Finally, let’s talk torque wrenches. Like track pumps, they’re not essential in the literal sense-most of us will snug something tight, guess tyre pressure when recovering from a roadside flat (though most of us carry Co2 cartridges and/or some form of gauge too). Emergencies aside, incorrect assembly tension has the very real potential to threaten life and limb via ruin components, frames and voids warrantees.  

Thankfully as prices for space age materials tumble, consumer tooling follows suit. £50 buys something like this M-Part, which comes complete with protective carry case and compliment of popular bits. Regardless of type; these are very sensitive to everyday wear n’ tear, let alone abuse, so should always be stored in their protective cases at the lowest settings.

“Click” models such as this are the most common variety. These employ a factory calibrated clutch mechanism with a pivoted head indicating when desired pressure has been achieved.  

STOP AT THE FIRST CLICK, beyond this places additional strain on the component/fastener, enticing fatigue and the risk of tool destruction (though you’d be forgiven for thinking otherwise, watching some automotive fitters!!).

A consistent, mechanically sensitive technique is equally imperative. Components such as four bolt stem faces demand following a diagonal pattern to prevent stress points or stripped threads. You did introduce that lick of grease/bonding agent….        

Toil n’ Trouble: Eight Inches from Disaster

Having reached the stage in our collaboration, where progress now remains in the hands of a third party, I’ve been immersing myself in testing new, seasonal kit and other distractions. 

Some folks consider full length mudguards (fenders) an affront to their street cred but aside from serving ‘cross or mountain bikes, there’s nothing cool about that filthy racoon stripe along your back (or the bike’s most intricate regions saturated with corrosive silt).

Axiom Road Runner LX reflex enjoy some genuinely innovative features that make installation to less conventional configurations refreshingly easy. Designed with ample coverage for 35-38mm tyres; these will suit the latest generation of civilian cross builds doubling as weekend tourers, trainers/club bikes during the off-season.

Assuming you didn’t want to take the zip-tie route, fitting to framesets with mtb inspired wishbone rear triangles, such as On-One’s earlier Ilpompino and Planet X's Kaffenback series demands drilling the chrome plastics, negating time-saving convenience of pre-fitted stays.

Doing so also voids the lifetime warrantee, although a moot point given their quality and since I also like mounting dynamo/battery lamps here too.   

Other modifications will include 3M reflective stickers given the lack of pin-striping that makes a surprising difference to nocturnal safety-especially combined with reflective tyre walls. However, this is all minor stuff-the guards themselves have lovely profiles and should retain their looks several years’ down the line.

Stainless steel hardware might be expected these days, though quality still varies. These seem similarly top-notch, responding positively to gentle manipulation and shouldn’t succumb to the salt monster’s first lick.   

Autumn and winter calls for different lubes and I’ve been sent plenty of lovely chain lotions in the past few weeks. All seem pretty impressive in terms of economy, drivetrain efficiency, cleanliness and longevity.

However, I’ve found myself particularly endeared to Carbon Pro’s composite friendly, biodegradable range based on highly sophisticated vegetable fats. Admittedly, there’s a price tag differential that some riders may find difficult to swallow, given the astounding value that some mineral oil/ PTFE blends offer.

Less of an issue for tarmac warriors perhaps but the latter aren’t particularly kind to waterways and aquatic life, which is a consideration sans asphalt. “Environmentally friendly” is no longer synonymous with below par performance and thus far, I’m gobsmacked by their cleanliness and staying power compared with petrochemical competition. 

Sustainable sources are an obvious choice for the eco-system but alternatives to fossil based fuels has the potential to diffuse (though not eliminate) the perpetual clamouring and conflicts arising from control/ownership of crude oil reserves.   

After some deliberation, I plumped for mounting the Geonaute atop, rather than to the side, which would leave it more vulnerable to crash damage, especially along slippery carpets of mulched leaves.

This delivers decent, shake-free footage when angled correctly, although makes selecting  functions on the fly a little tricky and explains why Go-Pro have taken the touch screen route on their Hero4 .

Ironically, the Geonaute’s li-on cell depleted just as an elderly woman cut the corner of a junction, on my side of the carriageway…

Everything unfolded in slow motion, I felt a powerless bystander as the silver “A” class Mercedes seemed unable to stop, or change course. Tyres rasped against the wet tarmac and collision averted by a matter of eight inches. Cocooned within shock, I allowed her to pass and was subjected to her indignant rant about “looking where I was going!!!”

Staying with cameras, I took the opportunity to acquire some more equipment during another visit to Britain’s former industrial heartlands. I’d been resisting temptation on the “want, not need” basis despite temping very close to several camera dealerships.

I’d been hunting a Sony Alpha (Minolta) mount wildlife lens for some time, though couldn’t justify the lion’s share of £1,000 for a showroom fresh example. In swept serendipity and this 400mm Tokina.

Contrary to popular misconception, lenses are generally very durable, lasting many years with basic care/sensible storage. Bodies manage eighteen months before collecting their pensions in commercial contexts.

Telephotos of this focal length aren’t an everyday item either, thus buying used makes better business sense. Fancy a favourably priced 55-200mm example for my NEX5 too, expanding its street and sports potential in situations where SLRs are just too intrusive/unwieldy. Then again, this very much hinges on other developments…   

Holdsworth...The Photo Love-Story Concludes

Having meandered back from the midlands, I spent two days contemplating life, the universe and subsequent moves from the Ilpompino’s recently moulded leather perch. Persistent, near vertical climbs also had me pondering the wisdom of an 81 inch gear. Hardly certifiable but something between 72 and 76 is nearer the mark for tarmac, 63 sans asphalt-not that I’ve taken this route on said beast for several years.

Sharing obvious similarities with IRO’s now seemingly defunct “Rob Roy”; describing these as “cross mounts with track ends” is a bit over simplistic, since their loftier centres of gravity require nimbler reflexes through more technical sections compared with a standard, geared mount. Not that plummeting temperatures haven’t presented their own challenges, potholes breeding at an alarming rate and many lanes under a thick, frosty blanket, dotted with black ice.

Fixed is ideal for these contexts, since it allows the rider to hold off against the cranks, slowing the rear wheel by very subtle increments, especially in situations where engaging one’s front brake would induce a skid and subsequent painful face-plant or broken collar bone. 

Muc-off’s CF3 dry lube continues to impress with its serene tenacity and relative cleanliness, making wheel swaps and puncture purging less socially awkward. Miles per application remains a consistent 175, even through soggy stuff, although enduro’s old guard are better served by wet ceramics and cleat mechanisms seem happier with heavy-duty Teflon/PTFE sprays.

Back in the comfort of my kitchen with warmth, running water and hot beverages in seamless supply, I commenced the final stages of the Holdsworth’s reincarnation. Contrary and unpredictable aren’t adjectives usually applied to yours truly but once again, the script changed on account of the front Halo hoop’s powder coated sidewalls being inappropriate braking surfaces.

Six layers of budget electrical tape later those Miche Xpress were dressed in 23mm Specialized rubber, axles treated to a precautionary lick of crystal grease to prevent unnecessary chafing of frame ends. Diagnostics and planning complete, even the most minimal builds can present unexpected challenges. Exit stage left my trusty workshop chain splitter, choosing this crucial moment to shoot its drive pin uselessly across the tiled floor and into oblivion!

Luckily, my Axiom compact multi tool exceeded all expectations, joining ends in matrimony with incredible finesse, leaving me to drizzle some CF3 dry into its parched links before taking right magnesium Keo homage in hand and cranking things over. Awestruck at the transmissions’ refinement, I repeated this several times before introducing a quick squirt of heavy duty Teflon prep to cleat and dual pivot brake mechanisms. Cable pruning complete, I sealed its end with superglue and tweaked Tri-Bars for more ergonomic effect.

Earlier foraging unearthed this colour coordinated, albeit elementary KNOG NERD computer and pattern spoke magnet. The head unit was calibrated to 700x35, demanding twenty minutes and an online memory jog. Ordinarily, chain tugs are derigueur, the fixed equivalent of cuff-links but these otherwise exquisite NJS stamped MKS offerings were redundant since chain length dictated the wheel slotted fully home. Project complete, he can resume hibernation until spring, leaving me to focus on commissions, deadlines and related matters. 

Home-brew kits are evocative of 1970’s middle-aged suburban men with dubious taste in jumpers and facial hair. Ironic then that one’s sibling felt this nostalgic staple a fitting yuletide gift.  Recalling one or two unfortunate, shag pile ruining detonations (induced, we think by over-zealous mixing/fermentation misadventure) I commenced proceedings from the safety of my bath tub, observing measures with religious precision. 

Decanting everything sequentially, stirring as instructed, I resumed interludes of pronounced creativity/inspiration. This serenity was rudely interrupted two hours hence by a sudden, unnerving hiss. Dashing to the bathroom, I was confronted by a torrent of partially fermented brown fluid spurting uncontrollably from the exploded valve tap.

Keen to avert that notorious scene from “The Shining” where water cascades uncontrollably through the hotel’s corridors, I grasped numerous PET bottles and averted certain “cascading through the ceiling” disaster. Said receptacles can remain safely ensconced in a quiet corner, while I pursue some business leads and steal a march on 2014.      

  

The Great Escape

I’ve no doubt that cinematic institution will feature over the festive telly season (if it hasn't already) but in this instance I’m referring to 125psi roaring from my Ilpompino’s front tyre with frightening haste while piloting it through a series of twisty, freezing, mulch strewn back roads at 23mph…Remaining composed, I drew to a halt and concluded shouldering said fixer that final mile home was best, especially since it’s 29mm rear was just succumbing to similar fate.

Both sported Kevlar belts (1 and 2.5mm thick, respectively) and were defeated by two shards of indicator lens burrowing vindictively inside. Some will argue this stab vest staple is now looking decidedly long in the tooth, superseded in technical terms by Aramid. However, in my experience puncture resistance is by degrees-roll over that nine-inch nail with your name etched into its head and belt composition becomes pretty academic.

Wafer thin butyl certainly didn’t help, although fortuitously their pinpricks were easily repaired from the comfort of one’s kitchen. Rule of thumb suggests a new tube, the injured parties kept as spares. Therefore, I introduced a 35mm Kenda thorn-resistant “builders hose” to the 29mm rear and a common or garden 25mm CST up front. Nonetheless, continuing the thrifty theme, I’ve ordered industrial sized replenishments of patches and solution.

Lo and behold, Moore Large (www.todayscyclist.co.uk) has generously sent me these 32mm Kenda Bitumen reflective. 85psi and 60tpi iron-cap casings indicate rugged, rather than racy persona, though hopefully this will put paid to dead-of night deflation paranoia and see us cruising through spring and a fair while beyond. However, credible comment requires a good few hundred miles in varying conditions, so I’ll reserve judgement until January’s swansong.

Christmas usually presents copious remit for serious fettling and I’ve decided to resurrect some deep-section Miche hoops. Originally shelved on account of recurrent pinch flatting, there’s no indication of structural damage, thus I’m convinced that employing Effetto Mariposa rim tape (primarily intended to convert standard hp wire ons to tubeless service) will resolve this (as it has on my Univega’s spare Weinnman/NX30 front hoop).

Said holidays are equally conducive to reflection and moreover trying something different. It’d been a while since I’d seen some grass roots cyclo cross racing and Coventry Road Club’s 60^{th annual} meet at Kenilworth common proved too good an opportunity to pass up. Ironically, the common is a nature reserve but CRC secured special dispensation, part of which requires riders compete on UCI legal 700c ‘cross mounts. http://www.uci.ch/Modules/BUILTIN/getObject.asp?MenuId=&ObjTypeCode=FILE&type=FILE&id=NTI0MDY&LangId=1

Such stipulations don’t apply to the under 10/12s who are welcome on mountain and even balance bikes. However, anyone inclined to sample the grinding climbs and swooping technical descents beforehand risk having their entries voided. While enjoying phenomenal continental popularity, it is oft forgotten that ‘cross had a similar post war following here, riders attending on old pared to the essentials touring bikes with hand-me-down components.

Fast forward several decades and a more glamorous, dare we say, continental image, the inclusive, accessible spirit remains phenomenally strong. First up came the seemingly irrepressible under 10’s whose competitive vigor was tempered with a refreshing sense of discipline and genuine sportsmanship.

Despite relaxed rulings and the odd smattering of fancy dress, most thundered past on junior ‘cross builds. Occasional, slow speed tumble with terra firma aside, mishaps were thankfully conspicuous by their absence. This theme remained consistent throughout the under 12’s event, entrants negotiated the senior laps with commendable panache, although by this stage in the morning's proceedings, damp, nagging chill had permeated my exposed fingers, inducing unwelcome camera shake.

Mick Ives provided commentary for the main event, which progressed at a frenetic pace, meticulous organisation/intelligent marshaling optimising rider and spectator safety. However, one rider sustained sufficiently serious injury to require air ambulance rescue, illustrating that even these standards of event management cannot entirely eradicate risk.  

Hmm, I’m getting a sudden desire to organise an altogether different category of ‘cross racing, requiring entrants present on rigid mountain bikes with dropped bars…Fancy collaborating? Drop me a line: roadpathtoenlightenment@gmail.com