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. 

Forking Hell!!!

Having discovered (despite much fanfare on their part) the international supplier wouldn’t ship a carbon composite fork to these shores, a friendly chat with Upgrade bikes (www.upgradebikes.co.uk) secured this much nicer Kinesis model for the same money. No danger of it being obliterated by the baggage destroyers; confiscated by customs or yours truly getting clobbered for import tax and other hidden duties later along the line.

Those with a more traditional pattern are getting progressively rarer as integrated becomes virtually standard. I’m pleasantly indifferent to the humble star fangled nut, so have opted for a CNC machined expandable wedge, more commonly associated with carbon steerers instead.

With discs mainstream and increasingly ubiquitous in road circles, bolt through axles are following close behind. Rigidity is the main draw, although there’s a quiet hush (reminiscent of the dual between VHS and Betamax) as we wait to see which pattern/variant becomes industry standard. I certainly wouldn’t bet on which way the pendulum will swing but rumour suggests big S are working on something….

Rory and I also discussed the latest and extremely appealing Tripster ACE, which is a complete build. Traditionally, Kinesis have been a frameset brand marketed at experienced riders who like to brew their own a’la cart machines, whether this be upgrading a tired frameset on their commu/trainer/workhorse and using the existing components, or something more prosaic.  

Priced squarely at the Cycle to work scheme market, we’ll be putting one through its paces at Seven Day Cyclist, along with some tasty looking TRP products in the very near future. 

Talking of Big S, wheel choice has also deviated from the original script in favour of their imaginatively monikered WHFX05 hoops, which are a 28hole road/cross variant seemingly perfect for this application and bring the total cost to a reasonable £180.

However, this precludes the Avid disc, so I’ve acquired a 160mm SLX unit and hope the Avid calliper will prove compatible. Much of this will be recouped from the sale of the older ITM forks and some other unwanted components, freeing up space and capital for other, unrelated projects that are beginning, finally to take shape.

Cables are another consideration-generally speaking I’ve erred towards mid to upper end Teflon coated stainless steel fare and always keep several in stock for convenience. However, having decided on a cable operated disc, I want the very best I can get from it. I’ve always liked Jagwire cablesets, so jumped at the invitation from Moore Large (www.todayscyclist.co.uk) to test their compression-less, road elite set.

Compression-less has been around for donkey’s-well, three decades to be precise. However, the forces placed upon a gear cable are incomparable with those involved in stopping. Some brave souls experimenting with compression-less cabling soon discovered this fade free nirvana was shorter lived than Icarus’s wings.

Thankfully, manufacturers cottoned on and most seem really impressive-regardless whether disc, dual pivot, cantilever, or linear pull (V brake). Decent quality cutters are a must in any context but absolutely imperative on these relatively tough Kevlar housings.

Tempting though it is to use an existing cable as a quick reference template, compression-less housings are stiffer and require a more gradual bend, so offer up, leave some extra length-then, snip. Unless of course; you’ve money to burn.

Recent close-encounters on two wheels (and in four) have served only to intensify my already palpable contempt for poor road craft. Popular belief suggests the possession of a licence means competent to operate a vehicle with care and consideration.

However, this doesn’t take into account a pronounced culture of contempt and entitlement, which seems to remove any accountability. On the phone, texting, applying foundation, bit of blusher, reading magazines all seems perfectly reasonable activity when operating a ton plus of steel.

Perhaps there’s something particular about Thursday evenings but I’ve had two breathtakingly close encounters recently. Ironically, on both occasions, I’d left home without the Geonaute; otherwise the footage from both incidents would’ve been broadcast here, possibly via Youtube.

I’ve also acquired this resin camera mount for a quid. Build quality is vastly superior to a very similar looking big brand model costing considerably more. It’s actually designed for motorcycles, so I had hoped it would be offer a vice like, rock steady grip-no invasive vibration, slippage or camera shake. Indeed, it does and aside from the satisfaction, DIY versions almost become uneconomic.     

Poor spatial perception is no excuse for passing me, or anyone else within millimetres, regardless of the vehicle being operated. Back in the late 1990s, a heavily pregnant woman in charge of two small children strayed into my path without so much as glancing in my direction.

I happened to be riding an Indian built, single disc braked Enfield Bullet and travelling at 28mph-any faster and wouldn’t stood a cat’s chance in hell of stopping. Thankfully I did and its academic but it’s not difficult to imagine the anti-motorcyclist headlines emblazoned across the front pages of the local press, without once acknowledging the inconvenient truth.

I have another issue with the term “road rage”. Giving this set of uncontrolled and generally violent behaviours a label almost affords legitimacy-absolving people of responsibility for their own. Men in particular are encouraged to believe “losing it” is desirable and moreover, constructive…

Perpetual Evolution

An industrious week culminated with the submission of “Belgian Mix” and timely arrival of some Cyclo tools including this tube cutter, which as its name implies is for precision slicing of raw frame materials, fork steerers/handlebars et al. Sure, a bench vice, decent lighting, hacksaw and steady hand reaps commendable results but mistakes can prove irreparable, not to mention costly. Similarly, downtubes cannibalised from gas pipe frames make surprisingly accurate crown race setters but improvisation has its limits-purpose made, CNC machined examples repay their investment very quickly if you've a big fleet, or were elected club mechanic. 

Left to my own devices and with seamless supply of piping hot, diesel strength coffee, the urge to commence front-end transplant surgery became irrepressible.Fervent re/measuring of stack heights/ steerer lengths saw work stand, “school chair” forks, hacksaw and cutting guide repatriated to the comfort of one's kitchen. Five minutes hence said beefy Cro-moly pipe had been trimmed to perfection, ready for bearing components. However, bitter experience warns against performing more complex procedures at 12.30am, so I retired to bed-though not before removing all trace of such clandestine debauchery.

Returning to said duties twelve hours later, disassembly/inspection of the tubby tourer’s steerer bearings confirmed their exhaustion.  Devoid of suitable successor, I dropped an email to Alan at Riverside Cycle Centre, who was only too happy to address the finer points of Ahead replacement first thing on Monday morning for the princely sum of £21.50. Wanting to minimise labour costs, cups were deftly dispatched using this badly ravaged 300mm, 27.0 diameter Kalloy post and engineer's mallet.

Now, we’re talking common or garden cheap n' cheerful like-for-like Dia Compe turning on simple caged balls with rudimentary O-rings keeping Mother Nature at bay. Then again, these seem very reliable so long as servicing and full length mudguards (fenders) aren't overlooked. Speaking of which, relocating said chrome plastic presented a few challenges given those beefy legs are sans eyelets and standard P clips won't straddle their girth. Wandering round the web in search of commercially available solutions drew a blank but one or two folks had overcome said obstacle, employing Jubilee clips with old inner tube serving as protective, paint friendly interfaces.       


Extensive rummaging in my graveyard of redundant mounts unearthed two oversized cat-eye computer sensor brackets. Comparably stout cable ties tethered everything together-not ideal perhaps but ensures sufficient clearance to prevent nasty stuff getting jammed between tyre and guard section, while allowing spiked snow tyres to ship straight aboard .   

Fettling/repair/replacement are all central to riding, though there’s a strong economic argument for outsourcing more complicated work when time is short, or indeed better expended on other things. Good shops are pivotal in this equation, so cultivate a positive rapport, not forgetting a periodic packet of biscuits/ jar of instant coffee/ their way.