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….        

The F Word: Frame Building Fact and Forum Folklore

Highly skilled metal working, though frame building in particular has always fascinated me. Most cyclists will share an interest in bespoke products at some level and once upon a time, towns and cities could take their pick of craftspeople.

Sadly, these days every online community has its resident “experts” some of whom couldn’t manage joined up writing, let alone differentiate lap weld from lap dance.

One commentator recently asserted Reynolds 531 is a low grade Cro-moly. Arguably superseded in sporting terms by 725, 921 et al, it still offers excellent ride characteristics and suits a wealth of applications from Audax to heavily laden touring.

Indeed, many framesets are truly a ’la carte-blended from different tube sets to deliver just the right characteristics. There are no short cuts. Any fool can blast metal together with heat understanding their relationship and translating this into competently engineered, fit-for-purpose structure requires considerable time and practice.

Contrary to popular forum folklore, the main reason for 531’s obsolescence boils down to manufacturing techniques, technology and consumer expectation. Giant’s ground breaking TCR semi/compact geometry concept divided opinion but meant production bikes fitted much better, especially those of us with a more feminine dimensions i.e. proportionally longer legs and shorter torsos.

Hence, fillet brazing became standard practice amongst custom builders, while mass production has favoured TIG for the past twenty five years. Since 531 cannot withstand fusion welding, the mixture was tweaked and 525/520 conceived.

These “lowlier” tubesets along with in-house blends of 4130 still enjoy a responsive, engaging ride quality but at a very affordable price-arguably perfect for starter race mounts, or indeed winter/training.         

“Ghost building”; batch producing framesets to shop specifications and under their name has been a popular staple for many sole traders. However, even this has been dwindling recently. Increasingly custom builders are designing and fitting frames here before commissioning fabrication to Taiwan.

Material choice is also far greater than ever before. Steel has seen meteoric revival, having fallen from favour during the 1990s but now competes alongside various grades of aluminium, carbon/composites and of course, titanium. These also require a very different skillset, not to mention tooling.

Therefore remaining competitive alongside volume producers, especially those in the Far East is almost prohibitive without outsourcing somewhere along the line.

Fifteen years back, having completed another professional qualification and feeling distinctly disillusioned within day jobs; I decided it was time to seek professional training in welding practice. Armed with some elementary, plain gauge 4130 tubing, I spent many hours under the close scrutiny of a giant scots’ toolmaker called George and Terry; a chirpy, straight talking coachbuilder.

Ultimately, while said Cro-moly boasted livelier characteristics, high-tensile steels such as Peugeot cycles’ HLE or electricians’ conjugate were of comparable weight, cost pennies and proved much easier to fusion weld.

Undesirable for frames perhaps but I was seeking to build a series of low-slung, single wheeled touring trailers with a view to small scale production. Prices cannot be levied upon creativity and skills development but attempting this as a commercial venture would be a fools’ mission given the prices of superior, mass produced imports.  

Spleen vented and KA’s fresh MOT certificate within my sweaty little palm, I’m headed up to see Peter Gabrielle at Birmingham’s LG arena…

Different Perspectives, Wider Horizons

Autumn has arrived with a vengeance, damp and dewy by sunrise and dark come 7pm. A veritable clotheshorse by my own admission, I’ve cycling attire for pretty much every occasion but hadn’t bargained on how quickly daylight would succumb to dusk and therefore darkness.  This led me to conclude that accessories are just as significant as high power lighting systems when it comes to being acknowledged by drivers. Donning day glow de feet gloves, reflective helmet band and vest along with dynamo and assorted blinkeys have proved more effective than clusters of bike mounted lighting more befitting a Mods’ scooter.

Talk of the devil and with “Mod” chic once more en vogue, it was ironic that Joshua and I should find us at the dvlc scooter rally. Mirroring cycling club meets, these are nothing like you’ll see at the movies. Iconic machines of every description from unrestored series II Lambretta to contemporary Piaggio passed in majestic convoy or sat patiently in the sidings while owners congregated for a convivial chinwag.  I nearly bought a restored LD150 back in 1992 for £450. My late grandfather had two, an LD and later a Li 125. Painstakingly executed custom airbrushed artwork has long been a sub cultural norm, often exceeding the two-stroke’s book price but to date, this Vespa T5 is the only example I’ve seen with a cycling theme.  

They bid me come out how could I say no, they said meet us at eight, round at our place you know…A recent business trip took me to the Midlands and indeed, a barbecue on one evening. As both coals and conversation warmed, a guest happened to let slip that he’d worked the line at Peugeot, welding door sections for nigh on a decade before seizing escape in the form of early redundancy and higher education. The significance of this being that I am also researching a book abut the lives of those who’d worked in the car industry and the impact of its collapse upon the host communities. The media tends only to focus upon assembly line “operatives” in the context of tragedy-suicide, bankruptcy or indeed both.

Reductionist theories suggesting the semi-skilled either fell into the mire or simply became taxi drivers are at best ludicrously simplistic. As this guest illustrates, for some it will have been the opportunity to pursue infinitely wider horizons, others may have “owed nothing to no-one” and taken retirement, some may have moved to other assembly line work or retrained… And the conversation changed as the sun went down... 

Sharing an affinity for cycling, talk quickly evolved along the lines of gain/gear ratios, the joy of fixed and his late 1980s/early 90s Nigel Dean road bike. Clearly equipped with the ability to join metal together, I recommended since business was relatively slow, he seek out a week’s hands on “take home what you built” course still run by some of the old (and not so) masters.  

Roast Dawes Galaxy wasn’t on the menu that evening but this rich yellow example is an innovative take on the mummification technique to draw attention from a bike’s true value. Sure, more learned types with ready access to a biro would tell from the calibre of components, chrome plastics, Brooks saddle and dynamo that it was valuable but from a distance and coupled with the old-fashioned quill stem, the disguise certainly works, encouraging nay’r do wells to look for easier pickings such as this mtb inspired commuter.  

Accidents of any kind always raise the issue of cyclists and third party insurance. In principle I am in favour, not through any endearment to the insurance industry but simply for self-preservation. Such policies offered through affiliation to the Cyclists Touring Club (CTC) and London Cycling Campaign will certainly help in the context of legal costs, injury/accident or indeed being sued by another party. Such also reaffirms  cyclists are traffic with the same entitlements to the public highway.

More than can be said of the red 3-series BMW that indulged in a very painful tango with me along Streatham high rd on the 16^th December 2001. Not that the local constabulary were remotely interested, or compassionate for that matter. Cuts, bruises and bent mech/hanger the only real casualties.     

No one can doubt the excitement and dare we say feel-good factor induced by Britain’s Olympic successes and most notably, the Paralympics. However, it would be exceedingly naïve to believe this has induced a longer- term sea change in social attitudes towards disability and opportunities for disabled people per se, not just athletes.

The present administration has been basking in the paralympian triumphs as if they were a product of Whitehall, while introducing sweeping welfare reforms, which will have the effect of muting future sporting success, in turn threatening both the social model of disability and the very underpinnings of meritocracy.  

There is a lot of evidence to suggest the contemporary political elite is something of a homogenous group with their own broadly similar backgrounds and ideals. Moving away from the philosophy of inhuman institutional care was one of the more positive contributions. However, “Care in the community”  based not upon philosophical, but economic reasoning. Aside from breeding grounds for unspeakable cruelty and experimentation, asylums and long stay hospitals were prohibitively expensive to run.

It doesn’t take a business degree to realise a minister’s developer friend could make a small fortune from buying the land and converting said buildings into flats. Sure, we’re twenty odd years on from there but rather akin to “care in the community” which dumped people in one bed flats, often in the more deprived areas with nominal skilled support, vulnerable people are still seen as a problem- expected to forgo access to opportunities and basic everyday living we take for granted. Accident, medical condition and indeed age all have the potential to leave us dependant and with severe, life changing impairments.