Chains & Steerers

 Having replaced the fixed gear winter/trainer’s KMC Z1 ESP and confirmed I’d worn its predecessor out in 2,000 miles, I decided now was the time to invest in a Gusset S Link chain. It's a model intended for heavy duty BMX duties, but they’ve proven very rugged, durable choices for road going fixed gear builds.  

True, there’s a weight penalty but the ½ link design means a very precise length and in the context of conversions, does away with things like chain tensioners. In terms of strength, the S-Link is cited as being 1300Kgf (Kilogram Force) while a standard chain is closer to 850Kgf. This will hopefully extend chain life, since I don’t run a rear brake on my fixed gear builds and though arguably the simplest transmissions going, fixed builds subject chains and sprockets to considerable forces.  

There are coloured options, employing PTFE infused paint but I’ve gone the electroplated route.  While I was there, I also invested in another couple of 10spd KMC chains for Ursula, since prices were favourable and given the filthy conditions, the existing unit was hurtling closer to .7 faster than I’d bargained for. Whether the Silca Secret Formula will slow this remains to be seen.  

Chains are inexpensive staples, worn drivetrains are not. I was also surprised to discover the adhesive had failed on this LED. Thankfully, it was simply a case of adding a little superglue and sealing the light back together (having inspected the internals, like a curious ten-year-old might). 

The Pirelli Angel DT continue to impress. Having run the CST Xpedium CST Xpedium Tyres | cycling-not-racing (sevendaycyclist.com) as a control for 200miles, switching to the Pirelli revealed just how swift they are. Not that the CST are remotely stodgy, rather the Pirelli are noticeably easier to keep on the boil and ride quality is tangibly more compliant than the ultra-dependable Kenda Kwick Journey KS Plus. KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com)  

I was curious as to whether the Pirelli were in fact 32mm. A common trick by some brands in the 80’s was to claim sections were in fact wider, to claim a weight advantage over competitor brands.  

Double checking with a vernier confirmed they were in fact, 32mm-reassuring and makes direct comparisons with models such as Kenda Kwick Journey KS Plus and to a lesser extent, the CST Xpedium and Maxxis Refuse more relevant.  Iconic is a word that’s been used to the point of muted relevance these days and while battling a 40mph headwind, my mind shot back to the late 80’s and Michelin World Tour.  

I’d bought a pair in Norfolk, mid tour back in 1989. They were to replace a set of 27x1/4 Nutrack that were fitted to a Holdsworthy Claud Butler Super Dalesman, which I’d bought used, from a dealer that March. Road biased touring bikes during this period (1980s) tended to have surprisingly close clearances- less problematic with cantilevers but centre pull callipers were still around. Bottom line 700x32 (27x1/4) were pretty much tops with full length mudguards.

The World Tour’s tread pattern was sufficiently raised that it could tickle the mudguards (fenders) at their tightest point. I ultimately sold them on to a friend, replacing them with some semi slick Vredestine . Seems all these years later, that the World Tour are still a current model- limited to 700x35 and 650. Technology has come a long way since and while a lot of older kit (framesets being prime examples) are still very relevant to me, others are not.  

Drawing parallels with video games, I can see the appeal of Atari systems and some of the simplest games were also the most fun/compelling, but I wouldn’t pay nostalgic prices for them. Similarly, there’s a reason why, save for very rare circumstances, why you never return to a former partner-business, or romantic. 

Back to the Pirelli... Their characteristics were particularly welcome while battling some very stormy conditions and 45mph headwinds. Contexts which are invigorating, life-affirming and very revealing when it comes to product capability/limitations. I had donned a softshell jacket on that particular outing, which was the right call on balance.  

DWR coatings vary in their effectiveness, but softshell jackets follow a jacket cum jersey narrative, catering for a broad range of contexts and temperatures. They’ll hold back light to moderate rain without recourse to a waterproof, shell type jacket but in my experience, heavy to persistent rain will begin making itself known given an hour or so without a break in the cloud.  

Curiously, I managed to over stretch myself and strain a calf muscle while negotiating a junction- the pain was excruciating but faded as I gently eased myself along for a couple of minutes, re-engaging my right foot and progressively upping the tempo for the remaining few miles.       

Another idea that germinated over the festive period was having the steerer replaced on the Holdsworth’s original forks. Not period faithful perhaps but I was thinking in terms of having the exceptionally low threaded steerer substituted with a one-inch threadless tube, meaning I could port the Woodman Aheadset and Torus Ti stem straight over. I would mean a change to longer calliper but hardly an inconvenience. Price-wise, I’d be looking at £95, excluding paint but I wanted a more accurate quote preferably from a frame builder I knew well.   

Lee Cooper replied with a few suggestions, the least invasive to fork and livery was to prune and extend the steerer tube. Replacing the entire steerer ran the risk cracking the crown and would, without question ruin the existing livery. He proposed the most cost-effective permanent solution was to extend the steerer. The quote was similarly favourable, so they’ll be up to the midlands at the next, mutually convenient opportunity. 

Two rings good...

Given that I haven’t gone the mullet route (at least, not since 1989/90 and I’m not admitting to that) with Ursula’s drivetrain, switching to the Maxxis Ikon has meant much more dirt in our diet and more time spent on the Deore’s inner (26tooth) ring-especially exploring green lanes.  

Though not unduly heavy at 714g (about 1.57 lb.) apiece by my scales, they’re a little heavier than the Maxxis cited as 592g (about 1.31 lb.) and present palpably more resistance on tarmac, compared with Kenda Small Block Eight DTC.  

However, it’s worth noting that the Kenda features 120tpi casings and can be run at 80psi, while the Ikon is 65psi tops. These factors mean greater use of the front mech and more frequent shifting generally. No, this is not the precursor to a triple crankset. Aside from anything else, three rings tend to be a chore to keep on song, four seasons round. 

 

Back to the Ikon...Hit firm bridlepath or green lane and the transformation’s instant. Oodles of traction and a very sprightly, magic carpet ride. Our first foray came during the bank holiday weekend when I was less time taxed than usual. I was having a general, 5am meander along deserted lanes, forming some first thoughts about their tarmac manners when 9 miles out, I spotted a fabulous example of green lane and chucked a left.  

A little caution is needed, since these things aren’t always accurately signposted, resulting in a detour through someone’s back garden. This happened to me while putting a cyclo cross bike through its paces at 3am one December day in 2007.  

Hurtling along a gently reclining slope, my euphoric bubble was pricked by the sight of two wheelie bins. A smart about-turn and pacey retreat followed. I was reminded of this some 500 metres along when I happened upon a cottage with cars out front. My gut and some hoof prints told me to carry on.  

I laughed and attacked the swooping single track, pleasantly connected to nature and surprised by how well the Ikon bit into softer (but not soggy) surfaces. Since we’re talking tyres and trails, here’s the link to my review of the Topeak Gravel 2 Stage Mini Pump Topeak Gravel 2 Stage Mini Pump | cycling-not-racing (sevendaycyclist.com)  

  

Curiously, I’ve managed to wear a hole in the inner right thigh section of these Triban Men’s Road Cycling Bib Tights RC500, which might be a bit of a mouthful, but budget models that I’m particularly fond of. Being a test pair, I’ll have to put it down to experience (otherwise, had I bought them, I could’ve taken the warrantee route).

This photo also served to remind me my legs needed a good shave, especially since it's milder and I’m getting more miles in, on the Teenage Dream. Now, I continue to be impressed by the CST Cito and learned some interesting facts from their UK distributor. Much to my surprise, they’re designed for a maximum payload of 70kilos-which means, me and the operating pressures range from a very modest, mini pump achievable 80, right up to the cited120psi. Was expecting 90-120 if I’m honest but nice to know they can be run a little lower.  

After several weeks reprieve, the rains returned, albeit in passing. This resulted in derv and other light, slippery spillages being flushed from the verges and mixing with bovine dung and similarly slippery organic stuff. I happened to be sweeping into an S bend on the fixed. 

 

There was a momentary loss of traction from the front Maxxis Refuse but sufficient feedback bought me time to get things gracefully under control again. This appears an isolated incident-in more typically showery and rainy contexts, they’ve not missed a beat, allowing me to concentrate on a steady, 90rpm tempo. Again, their sweet spot seems relatively low at 65psi, but they can be run at 50, if conditions dictate.   

Thursday morning at 4am, fuelled by a constant flow of adrenaline. I was midway round the loop when I suddenly became conscious of resistance, spiking a rush of catastrophising, convinced the rear Re Fuse had done the unthinkable. Thankfully it hadn’t but the sense of urgency had me fighting for breath, but my legs felt surprisingly fresh, cranking out 100rpm until I arrived home.  

 Elsewhere, I’ve decided to stock up on KMC Z1X chains- this time with the silver finish. These feature the marque’s EcoProTeQ Coating (EPT) Anti-Rust technology, which also promises smooth and silent running. I’ve found the blue versions perfectly serviceable but lacking in outright refinement. Aside from dependable rubber, chains, and sprockets are not something I’d want to skimp on, when it comes to fixed gear builds, since there’s a lot of loading on these components.  

I’m not suggesting paying boutique prices. I also recognise the value of beveled sprockets for achieving accurate chain lines on conversions. There are other ways round this. Halo Fix G HALO FIX G TRACK HUB | Seven Day Cyclist Tourin Tests Commuting employs spacers to achieve this and I’ve even seen an eccentric bottom bracket, like those employed on tandems. However, I’m highly unlikely to go the eccentric route given I’m happy with the fixed gear winter trainer’s Genetic Tibia GENETIC TIBIA TRACK CRANKS & RING | cycling-not-racing (sevendaycyclist.com) and the Holdsworth’s Stronglight Track 2000.