The Continued Joy of Full-Length Guards & High-End Dynamos

Travers Bikes  https://www.traversbikes.com    have graciously sent me K-lite Bike Packer Pro V2. In common with its Backpacker Ultra cousins, https://www.sevendaycyclist.com/k-lite-bikepacker-ultra-dynamo-ligh  it produces 1300lumens and runs from the same switchgear. However, its considerably smaller and is housed in an orange, CNC machined aluminium shell.

Aesthetically, it complements the excellent Acros Silicone Wrap Handlebar Tape https://www.sevendaycyclist.com/acros-silicone-wrap-handlebar-tape . Beautifully executed, the less “industrial” flavour has more obvious appeal to clutter-phobic riders of posh winter/Audax or fast touring rigs. The “med” beam pattern is also designed to bridge both worlds.

Relentless, torrential rains have turned lanes into lakes and reminded me just how useful full-length chrome plastic guards are. Not only do they keep corrosive, silty grot from a bike’s intricate parts, extending service intervals and component life. They also defend the rider from surprising amounts of dodgy, cold-baiting water, too.

Little surprise that I’ve defaulted to the Univega. With my fixed gear winter/trainer sporting the Bike Packer Pro V2, I’ve switched to the K-lite Bike Packer Ultra Road/Gravel version, which delivers a more focused, asphalt specific beam. This also presented the ideal opportunity to tidy and reorganise my Tom Tom Bandit. Even allowing for full-length guards, several rides in, the old girl was filthy.

A break in the rain allowed a proper wash and thorough waxing. I’ve been testing Naked Bikes Pro Bike Wax for a few months now and am reaching some, definite conclusions. In common with Velo 21 https://www.sevendaycyclist.com/velo-21  it’s blended to cater for gloss, satin and matt finishes. Only a light layer is required to deliver a lasting, protective barrier too, which means it should work out very economical, in the long run.

I’m also pleased to discover plenty of Zefal Pro Wet Lube clinging to the chain, with refreshingly little contaminant. Having run it through a changeable Spring/Summer, I was also surprised to note it’s assumed a markedly higher viscosity, with the pronounced drop in temperature. I am wondering whether this is positively impacting upon its staying prowess. I’d be disappointed if it didn’t cross the 300mile mark.

Obvious conditions for testing wet weather attire. I’ve not gone over to water repellent tights yet but these ten- year- old Lake booties have been plucked from seasonal hibernation and given a liberal helping of leather “food”. This will keep the hides nourished and protected from the elements.

The Prendas Cyclismo caps are also proving pretty good on the water resistant, yet breathable front. 90 minutes continuous, heavy rain, and they’ll be suitably soggy.

I’d sooner that, than drowning in my own sweat. In terms of breathability, when it’s been dry, the steady flow of air through my scalp is very palpable. Following a soaking, they’ve dried in around (1hr) at room temperature.  

Ultimately, no matter how generous your guards, or weather repellent your garments, the elements will ultimately make inroads. I like tights with water-repelling top layers and highly water repellent, rather than those with impervious TPU mid layers. I can also appreciate neoprene’s benefits, when wet and cold are relentless. However, the clamminess is a turn-off for me.

Another turn off, is riders who pass too close. Though thankfully quite rare, I’ve had a few groups who have insisted on riding within stroking difference of my bar wrap. I even had one rider, hanging off the back of his group, complaining that I had the audacity to run two rear lights!

This little ETC Mira 20 Lumen Rear Light being one of them. Admittedly, there’s plenty of punch but I had it in the medium flashing mode, and it can be seen from a good distance. However, peripheral prowess means it’s best as a contingency/secondary, rather than primary model.

Wax On...Wax Off

500 miles in, I’ve reached my conclusions regarding the Zefal high Performance Ultra Dry Wax Lube and moved on to its dry sibling. Though most of the wax had flaked from the chain, the rollers still sported a thin filmy layer of lubricant. Look a little closer, and the side-plates also retain a waxy glaze.

This; coupled with the more arid, warmer conditions prompted a switch to Zefal Pro Dry Chain Lube. A solvent soaked rag stripped the remnants, Piranha-fashion. Then I noticed the gungy build up clinging to the derailleur’s top jockey wheel…Remember what our elders said about washing behind our ears…A bit more solvent, and most of the mushy, congealed wax fell away in satisfying clumps.

Leaving the solvent to evaporate, I turned my attention to the Pro Dry bottle, giving it a gentle shake, noting the petrochemical formula’s warning notices. The usual precautions-keep away from aquatic life, don’t drink etc but nothing about curing times…

Popping the spout, its clear elixir literally roared into the chain’s inner sanctum (not totally unexpected, I’d had said rag hovering beneath, ready for the over-spill). Most was easily reclaimed, redistributed to the chain, cleat mechanisms, control cables etc. I left this curing for another twenty minutes, while giving the tubby tourer a once-over, before locking it away.

As I’d expected, some water marks and spatter were appearing in the thin layer of Muc-Off Silicone Shine, applied the other week. However, this was easily dismissed with a clean, lint free cloth, while still leaving some of the slippery sheen behind.

The internet has opened a whole new portal of possibilities, revolutionised the way (and indeed, speed) we communicate. However, like many technologies, it can empower, or enslave. It can also expose us to energy sapping timewasters, and blind alleys.

Several factories in the Far East reached out to me, in the context of titanium forks but with breathtakingly unfavourable terms. So, I declined, and adjusted my focus. Watch this space.

I’ve also noticed a small but solid community of people converting steel MTBs (90s, rigid forks and even the odd quill stem) to drop bar “Gravel” builds. In many respects, they make better rough stuff/commu-tourers and gravel bikes, than ‘cross conversions.

Front mech and other compatibility considerations aside, unless you are a smaller/junior rider, main triangle clearances make shouldering the bike, through rougher sections less convenient.

A gravel specific build will be more lithe, lighter and possibly have an edge, speed wise. Nonetheless, its’ not difficult to appreciate how older, rigid cross-country mtbs make excellent starting points.  Big clearances, lofty bottom bracket heights and sensible geometry…

However, it’s important to calculate the cost of such conversions and consider component choice carefully. Otherwise what can be very straightforward, and inexpensive, can evolve into a heat-sink, gobbling time, energy and financial resources.  Staying with Gravel/Cross etc, I reached my conclusions regarding the Acros Silicone Wrap Bar Tape https://www.sevendaycyclist.com/acros-silicone-wrap-handlebar-tape  and Steve’s been living with Oxford Performance Bar Tape. Another Silicone blend, but one giving a decent amount of change from £20. https://www.sevendaycyclist.com/oxford-performance-bar-tape  . Oh, and if you are looking towards an action cam, but are a bit low on your dough…Perhaps the Apeman A80 4K Action Camera will suit https://www.sevendaycyclist.com/apeman  

On a completely different note, I spotted what I believe to be a Holdsworth Cyclone frameset, awaiting refinishing. Though the enamel is looking weary, the electroplating looks almost factory fresh. Save perhaps for some tiny indentations.

It’s going to be refinished with water-based, wet spray paint, topped off with a polyester powder coat lacquer. I’m unsure about the year. The Cyclone was a tremendously long-lived model, running in different guises from 1934 right up to 1976.

I’m guessing late 50’s, maybe early 60s, built using plain gauge Reynolds 531 (Like my Holdsworth Zephyr). Would be interesting to know more about this specific frameset’s history. Please get in touch, if it belongs/belonged to you.     

Ben Hur

 Life is continuously changing, evolving and thus we must adapt, accordingly. Bike Journalism/Kit testing aside, I am a fettler. My two-wheeled fleet is, to some extent always evolving. Not for change’s sake, or to fill a void in my life, rather ‘cos stuff wears out, or in some instances, breaks.

On other occasions, I ruminate on something, explore a few options, THEN decide on the solution(s). This avoids consumption of resources. Money, time, energy/labour and of course, storage.

To some extent, bikes are like relationships, as we mature and (hopefully) gain greater self-awareness, we understand what works for us. I am deeply attached to the Holdsworth and Teenage Dream. However, for general, everyday riding, something with ‘cross type geometry, clearances and indeed, big tyres, is my preference.

Life and people are here to teach us lessons, it is up to us, whether we heed, and learn from them. There are a wealth of people/personalities I navigate on a professional and personal basis. I am pleasantly indifferent to most, deeply attached to a few. There are people with enormous amounts to offer, but nothing good/right for me.

Another narrative, which has endured from my teens, is user-serviceability. Anything I own must be relatively straightforward to maintain properly, and to the highest standards. This also goes for cars, and motorcycles. Back then, the ability to braze/frame build was high on the list.

However, opportunity/finances never presented, and I’ve long recognised it’s a skill best outsourced to those with years of experience. I like welding. A semi-commercial MIG welder capable of taking commercial Argon/CO2 cylinders would be a sensible investment for light fabrication, repair etc.

Fully equipped workshops with TIG welders. Oxyacetylene, Jigs etc are not. A week’s frame building course, does not a master craftsperson, make “Building by numbers” is one thing, being able to problem solve and deliver impeccable results is something entirely different.

To paraphrase my late Grandfather (40 years welding experience, 6year apprentice trained) “Any fool can blast metal together. Making something stick, and moreover behave according to draft, is something entirely different.”  

I do share his somewhat surly and difficult charm, although would like to think I’m more moderate, dare I say agreeable, overall. Contexts established, I leave frame building/modification/repair to the likes of Lee Cooper, and Maldon Shot Blasting & Powder Coating. https://www.sevendaycyclist.com/gravel-bike-on-a-budget 

So, with all this in mind. I was overtaken by one of THOSE urges. Pandora’s box sprung open and with it, the yearning for Titanium…Forks. Yes, for Ursula…Not that there’s anything particularly wrong with the existing “school chair” setup, with its beefy legs.

That said; they were aimed at the “Jump” market, so there’s a weight penalty, relative to the original triple butted uncrown, or something like Kona’s iconic Project II. A Chinese manufacturer got in touch, offering me a set with disc, cantilever and mudguard eyelets. £450 was an absolute deal-breaker. If something comes along, at the right price and specification, I’ll take a closer look.  

Elsewhere, I’ve resurrected my Revolution Cargo Trailer (Bob Yak homage) from hibernation. Its primarily been used, not for shopping/utilitarian purposes, but rather assessing the laden handling prowess of test bikes. It needed a good polish, which proved the perfect opportunity to test this Muc-Off Cherry Pop Silicone shine (I also took this opportunity to treat the Univega).

Silicones certainly add shine-especially to plastics. They also add lubricant to polymers/rubberised components, which is good for suspension components. However, unless used sparingly, silicones can also prove dirt traps. To assess this, I delivered ours directly to the trailer chassis, tourer via micro-fibre cloth.

For the time being, said trailer can follow behind my beloved tubby tourer, hauling various weights, to scrutinise gearing more critically-now the honeymoon period’s done. I have a few minor niggles with the Yak homage.

Firstly, the finish isn’t particularly good. Its not poor, rather softer than I’d expect. Once it gets tatty, I’ll get it blasted and powder coated. Similarly, though the wheel is identified as being 16x1.75, offer a branded slick/road version against it, and, nope.

Since its functional enough, I’ve decided to whip out the valve core and introduce some latex type, puncture sealing splooge. Aside from the obvious, I needed to use it up, and this seemed the obvious candidate.

Letting the bike do the lugging, is a golden rule of touring and longer commutes. https://www.sevendaycyclist.com/tug-jobs However, depending on your payload, for shorter hauls, rider mounted luggage can be a boon, especially filtering through tighter gaps in traffic. Well-made messenger bags are old boots tough, (usually) weatherproof and ooze cool. Little surprise they’re so popular.

Statistically, many car journeys are less than 2.5 miles. Between this and 5 miles or so, messenger bags have a ln their favour. My Chrome Industries (model) is still serving me well, and Steve’s been putting this Chrome Modal Vale Sling Bag through its paces  https://www.sevendaycyclist.com/chrome  .

He’s been similarly impressed with this Carradice Kelbrook Satchel, which is made here, in the UK  https://www.sevendaycyclist.com/carradice-kelbrook-satchel

Gravel Rash

No, I’m not referring to a fast and painful encounter with terra firma (although back in the late 90s, I sported acres of asphalt and slag burns). I am of course referring to the genre of off roading aboard rigid bikes with cyclo cross DNA, bigger clearances and more bottle bosses.

 

This sense of escape is the same as that first imagined as a callow youth, reading mountain bike magazines during geography classes. Back then, I had no money. These days, projects need to pay for themselves and any new one, MUST coincide with schematic and continuous clear outs.

Enter this frameset. It’s a 19inch 631 Dawes from the early 1990s, complete with 1- inch threaded fork. It belonged to Paul Vincent and run by him as a cyclo cross bike, hence, the cantilever mounts were moved to accommodate 700c wheels.

It had been refinished in a rather fetching, although slightly battle-scarred grey. The project brief is to build a fat tyre, pared to the essentials 700c gravel flyer for virtually nothing.

Reclaiming space and cash is imperative. Otherwise, thee comes a point where friends’ garages and loft spaces have also been colonised…Next thing you know, they need these spaces back and, you’re presented with an almighty storage crisis. Things turn decidedly awkward for all concerned.

This sense of panic also means, you cannot separate what is valuable (whether that’s measured in sentimental, or monetary terms).   

I’m a creature of sentiment but there comes a point where three, maybe four saddles, is fine, ditto six sets of (different) condition specific tyres. Ten saddles, 15 sets of tyres and it’s time to rationalise.

Context established, little surprise that I dropped by Maldon Shot Blasting & Powder Coating http://www.ctc-powder-coating.co.uk/  for a chat. Graham seemed quite excited by the project. He gently steered me away from a classic red and toward a candy teal.

Candy finishes though beautiful, are tricky to apply and, even applied by the most experienced sprayers, there can be some very slight variances in the overall effect. I was told by Paul, that the frame had been powder-coated. Hence, I was expecting it to need a dunk in the methyl-chloride tank. This softens the paint, before it can pass to the iron oxide cabinet.

Closer inspection and a knowing sniff; revealed it was our old friend, wet-spray 2K. Hence, having masked the threaded areas, Graham whipped it into the iron oxide blaster. It took twenty minutes to remove every. last trace. However, good, sympathetic preparation and a correctly keyed surface is essential. No dings, dents, or similar imperfections, which was pretty much my expectation.  More next week…

 

Like big tyres? Well, I reckon Vee Tire Co Zilent https://www.sevendaycyclist.com/r  give Schwalbe’s long running and justly revered, Marathon Plus https://www.sevendaycyclist.com/schwalbe-marathon-plus-tyres  a good run for our hard earned. For me at least, working bikes need to be practical but also fun to ride.

Arguably, if a bike isn’t fun, then its not actually that practical. I’ve had a quick switcheroo of my Ilpompino’s front tyre, exchanging the Continental Contact plus https://www.sevendaycyclist.com/continental-contact for the lighter, faster rolling 42mm Maxxis Roamer https://www.sevendaycyclist.com/maxxis-roamer-tyres

I’m a sociable loner and an introvert by nature. Characteristics, which are frowned upon in a society, that favours extroversion. However, many, introverts, myself included, are very capable of holding our own in a professional context. I can interview people and network with suppliers all day long.

Cycle and motorcycle touring teach a myriad of skills. Self-sufficiency and resourcefulness being the most obvious. Forging constructive relationships quickly is another. Crashes can be painful.

The best maintained machines can fail unexpectedly. The skills to repair that broken rack are academic, if you can’t persuade a local mechanic, or blacksmith to lend you their welder. Then of course (As my late father was fond of pointing out) you might want to eat!

No, I didn’t learn to read people’s minds, or perform some Vulcan-esque mind moulding technique. (More’s the pity!). Nonetheless, I can identify whether someone’s intentions are good, or otherwise.

Working with models demands the ability to quickly put people at, and moreover, maintain that ease. My shoots are renown for being very chatty. Unlike extrovert personalities, outside of these contexts, I require a lot of time to myself, contemplating ideas and mentally recharging.

Most recently, I’ve worked with Tom Collins, seen here modelling our Seven Day Cyclist T shirt and the lovely, ultra-professional Amy JR Jones. Amy and I hard originally planned a duo-shoot, with an aspiring male model but he backed out, without notice.