Fork, Rotors Action...

 After some foraging, I’ve everything together for Ursula’s front end upgrade. The Project 2 fork sports a crown race, has some corrosion inhibitor sloshing around its inner sanctum, and the TRP Spyre SLC calliper bolted to the IS adaptor. Following the “use what you have” mantra, I’ve blasted the remainder of some heavy-duty PTFE spray inside.  

The sort that forms a thick, protectant layer and can also evolve into a fat-ball, causing sticky control cables. Great for protecting electroplated frame/fork ends, derailleur cable guides that run beneath the bottom bracket shell, trailer hitches and locking mechanisms, garage rollers. Jobs, where grease is too heavy and traditional maintenance sprays, are too easily dismissed by wet, wintry roads.  

Indeed, a couple of teaspoons of 10w40 motor oil coursing through the tubes would do much the same job, although, in this instance, I’d need to deliver it via a syringe-messy but again, dirt cheap and very effective.   

Now, I’d been believing, nay convinced myself that the RL340 wasn’t compatible with disc brakes, so needed an RL520. However, closer scrutiny of the Tektro site contradicts this (I wanted to swerve travel agent or similar adaptor), so hopefully, that pans out, in the real world. I have a sliver right-hand RL520, but cosmetic symmetry is also important.  

The rotor in this instance is an auction site special. I was curious as to its performance and durability. In any case, I have a Clarkes unit sitting in the brake spares box...Somewhere. The transplant will take place at a more convenient time, probably when the weather turns a little less wintry and I can switch to the fixed for a while.  

However, I’ve gone the slow and steady route to cut down on time and potential snarl-ups. Tucked away in Ursula’s Deore crank, the Torque 7 tool is remaining rattle-free, and pleasant to use. The magnetic components mean everything’s still together. There's been a faint hint of taint but nothing a quick once over with an oily rag won’t arrest convincingly. On the one hand, I’d expect that, given the price point but reassuring and the tool itself is genuinely much nicer to use than I was expecting.  

The Schwalbe Land cruiser has been another pleasant surprise. Traction and rolling resistance have been more convincing across the board, even along untreated, slippery backwaters and at 70psi.  Puncture resistance is lower on their scale than say the Marathon plus but again, thus far no unpleasant surprises. During one freezing ride, I went for Ursula’s bar con, ready to drop down a couple of gears, in preparation for the climb that would take me past the poultry processing plant-an eerie pulsing hulk, especially at 530am.  

Nothing, it was if the lever had frozen solid. Thankfully, I wasn’t in an overly tall, knee popping gear, so cruised my way to the summit. Over the top, the Microshift brifter behaved normally once more. Weird. It did remind me of tales pro mechanics told of treating chains with anti-freeze, during winter cyclocross races.     

For months, the UK media has seemingly been obsessed by whiteouts, “thundersnow” and the general second coming of the ice age. Now, I’m no stranger to spiked tyres and really rate them, for tackling winter’s more extreme conditions. I was very intrigued by Kenda Klondike, but these aren’t so readily available in the UK and then I happened upon what may be the holy grail. Schwalbe Ice Spiker Pro. I’ve been impressed by the Schwalbe Winter TESTED: SCHWALBE WINTER SPIKED TYRES (sevendaycyclist.com) and the upgraded Schwalbe Winter Plus.  

However, the Ice Spiker Pro is reckoned to be the “turbo of spike tyres” with a maximum of 402, yes 402 spikes. These are made from tungsten carbide but coated in aluminium. They still weigh 997g apiece (which is still lighter than the Schwalbe GT365 TESTED: SCHWALBE MARATHON GT 365 BICYCLE TYRES (sevendaycyclist.com)  

Continuing the cold weather narrative, here’s Steve’s review of the Funkier Nueva thermal skull cap FUNKIER NUEVA THERMAL SKULL CAP | cycling-not-racing (sevendaycyclist.com) 

Inspect & Pension Off

 I returned from a wet, greasy ride on Ursula and was about to strip and lightly lube the chain with some Peaty’s Link Lube Dry. Something prodded me to whip out the chain checker and it slid into the links .75 is the pensioning off point for 9, 10 and 11 speed units.  

I plucked a Sram from the stash, pruned by a few links and fitted sans magic link, since though I understand the design principle, I much prefer a solid pin. That said; I slipped the residual links and magic link into a re-sealable bag, into the See Sense Handlebar bag SEE SENSE HANDLEBAR BAG | cycling,-but-not-usually-racing (sevendaycyclist.com), just in case.  

Observation suggests 10 speed chains last between 3-4 months. I’d returned 1600miles from the superlight model which is a good bit more than the 1250 typically managed before they hit .75 on the chain checker. I was also astonished by the amount of congealed lube coaxed from the jockey wheels and derailleur cage once I’d removed the worn chain. Particularly since I’d regularly deep cleaned the drivetrain between lube changes and as appropriate, topping up.   

As for the Peaty’s Link Lube Dry, well that’s another water-based, wax prep, intended for spring/summer use, so now is the time to test.  

In common with all waxes, especially those employing water-based carriers, any trace of pre-existing lubricant must be exorcised. It leaves the spout with a celeste hue, so even coverage is easily achieved. Once cured, it assumes a waxy glaze, theoretically meaning it runs cleaner, rather than collecting contaminant and scabbing off.  

Time, miles and climate will reveal its true characteristics and staying prowess. Spotted this Austin, while on our chain checking spin. From a distance, I believed it to be a 2CV based Lomax, prompting a closer look (without drawing unwanted attention, or making the rightful owner nervous).  

Several months down the line, my fixed gear winter/trainer’s aheadset was still very smooth and subsequent inspection confirmed bearings and races were still well protected by the Park PPL-1.  

However, I’d come that far and needed to assess the Peaty’s Assembly Grease on bearing components (since it’s apparently perfectly fine). The boot/headset cosey made from scrap mtb inner tube was also perishing, so due replacement. This also presented an ideal opportunity to clean the KMC chain and feed it some of the Peaty’s Link Lube All Weather Premium. 

Packed with Peaty’s and excess wiped, the headset was buttery smooth. I used the excess to grease the stem and Gusset Headlock threads, since the latter is a sitting duck for wet, gritty stuff.  First outing at 6am the next morning and everything felt bang on. Chain serenely quiet, steering quick and ultra-refined.  

Along the lanes, at 20 mph and banking into a right turn, I feel the tyres lose traction-diesel. Thankfully the fixed transmission, experience and decent rubber meant I was able to regain control, without incident.  Diesel vehicles, those with automatic transmissions in particular, drip unspent fuel under more forceful, or sudden braking. Farm vehicles, coupled with the sudden, more intense rains, flushing spillages from the fields are another possibility.  

I’m never one for compulsion, especially when it comes to helmets, but wear mine pretty much every ride. Every so often, I get a gentler reminder of their benefits. Now and then, even the anti-bacterial pads can turn a bit funky too. Steve’s been testing Oxford Mint Helmet Santiser OXFORD MINT HELMET SANITISER | cycling-not-racing (sevendaycyclist.com) . In a pinch, I’ve given whiffy lids a quick blow-over using anti-bacterial santiser sprays and do, from time to time, take mine in the shower with me. A couple of thousand miles along the line and the Bontrager (model) finally succumbed to a flat. A flint, more accurately. It had burrowed into the casing, commuted by wet, greasy roads and dung. 

 

Hardly a major issue, but unwelcome at any point, especially when the weather was turning slightly stormy. Thankfully, I had two spare tubes and two pumps. CO2 cartridge but no inflator. Unsure how that came about-would've made for a quicker pit-stop. Flint removed, fresh tube and 60psi later, I refitted the wheel and rode the remaining 7 miles back without incident.  

The Peaty’s All-Weather Premium has certainly held its own but transferred very readily to hands and bar tape during said mechanical. Upon my return, I gave the bike a quick sudsy bucket wash, put some additional pressure and a drop of glue into the tyre. This is also an opportunity to check/replenish tube stock, pump and in my case, add the CO2 cartridge/inflator.  On that note, I'll end here with my long term review of the Kenda Kwick Journey KS Plus Tyres KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com)