Chain Strain

I’ve found it difficult to get inexpensive, yet durable track chains these days. After 1500 miles, the 1/2link KMC is heading on up to the Great Bike Shop in the Sky. I’ve gone for two, another KMC-a Z510 and a Z1X hopefully, it’ll be as faithful, albeit potentially less durable than the Z1 X Inox SEVEN DAY CYCLIST'S 3000 MILE TEST OF A KMC INOX CHAIN The one minor niggle with the latter concerned the inox finish being too slippery, encouraging lubes to migrate from the rollers and to the side plates.  

Tension is a hotly debated topic and for some reason, I’ve found it trickier to get it just-so with ½ link models. I don’t tend to deviate from a 42x15 (ring and sprocket) configuration.  

The Z1X is a traditional single link design, so I had a wander around the web and discovered a chain-link calculator that promised to generate the correct (rounded up) length. (based upon chainstay length, ring, and sprocket size) ...Using said system, the chain for my set up should be 48 links long, which seems ridiculously short.  

Took a guess, using the dead ½ link, pruned and popped aboard. Tension adjusted and track nuts snugged tight, ready for the road again.  Roads are perpetually filthy but thankfully, the gritting lorries have been conspicuous by their absence. 

Post-ride examination of the drivetrain confirmed some minor but tangible play in its UN55 cartridge bottom bracket. I took this opportunity to replace it with a UN300, since the UN55 is seemingly discontinued. 

There’s one waiting in the wings for the Univega, once it’s existing gets the grumbles and a UN26 somewhere, just in case. 

However, while the latter units are solid enough, I’m not particularly taken with the plastic cup. Otherwise, this family is ultra-reliable, fit n’ forget units. So much so, Murphy’s law dictates they will expire when the bike shop’s closed.   

Elsewhere, I decided to add some more lubricant to the Kinekt stem spring and elastomer, using Slip. Slip is vegetable-based, contains no solvent, and therefore, leaves more, composite-friendly lubricant behind.  

Feedback from Kinket’s engineering team suggests this should be the cure for any squeaking/creaking.  I’ve always found elastomer-based systems are low maintenance but run happiest with a moderate helping of synthetic (rubber-friendly) grease. I also found the medium spring can lead to bottoming out on longer road climbs, especially on the fixed (where I’m out of the saddle and placing most of my weight on the bars and pedals). Replacing springs is straightforward but getting the upper spring guide aligned proved trickier with the firmer option. 

   

I’m keeping their seat post clean and protected via larger wedge packs and have switched to an Axiom Grand Fondo, which aside from being super convenient size-wise, offers precisely the surface area to protect the moving components from wet stuff thrown up by the rear wheel.  

I will switch to the dedicated Kinekt model at some point, over Christmas. However, I am interested in testing compatibility with other brands, shapes, and sizes, including bike packing luggage. (Especially given it’s a design that’s also marketed at gravel audiences).  

In common with other suspension posts, including Cane Creek Thudbuster TESTED: CANE CREEK THUDBUSTER ST SEATPOST (sevendaycyclist.com)  there’s an aftermarket boot option to shield moving parts from the elements.  Elsewhere, while unpacking and investigating the storage boxes, I hit the helmet light jackpot, courtesy of this 550lumen Silva Pave’ Front light hailing from 2015. The lightweight, fossil shaped light gives a much purer arc of light than 550 lumens would suggest.  

 

Levelling Out

I’ve been trying (and largely succeeding) to avoid the increasingly maddening crowds who have increasingly flooded the roads since a relaxed lockdown was engaged here in the UK. The swing to much warmer weather has certainly encouraged this. Several coastal towns have found themselves inundated with visitors who clearly felt, that social distancing is no longer relevant.  

Thankfully, I’ve been getting the miles in, while most folks were fast asleep in bed. 1150 miles in and the Cycles Berthoud Leather Saddle is much closer to my ideal but there’s a very discernable difference when I hop back on my fixed gear winter/trainer’s Swift pattern.   

The eagle-eyed of you will also notice I’ve lost the mighty SQR Tour and gone back to this Dill Pickle Store Custom wedge pack. Opportunity presented and it saves a whole heap of grams, but I do love the SQR Tour and will doubtless revert, in due course. The Dill Pickle will swallow two tubes, assorted tyre levers, Passport CDW20 multi-tool https://www.sevendaycyclist.com/passport-cdw-multitool and other essentials.  

There’s ample room in the external mesh pockets for any overspill. Staying with multi-tools a moment, these can feel a little generic sometimes but every so often someone comes along with something a bit different. I was sent this 20 function Merida recently. 20 functions conjure up pocket workshops. No bad thing, especially if you’re looking for something that will cover most bases.  

However, they can feel overburdened, dare I say generic. The Merida is very different. Yes, there are the usual collection of Allen and Torx keys, pad spreader, Philips driver and tyre lever. However, I was pleasantly surprised by the inclusion of a valve adaptor.  

Arguably not something you’d use too frequently but a godsend, should you need to inflate a Presta valve, from a garage airline. Measuring 7.4x5.2cm, its compact but also refreshingly nimble in confined spaces- bottle cage hardware on smaller semi/compact geometry framesets being prime examples.              

Not surprised to have exceeded 300 miles on a single helping of the Weldtite TF2 Ultra Dry Chain Wax https://www.sevendaycyclist.com/weldtite-tf2-ultra-dry-chain-wax, despite some occasionally damp outings. Reckon I’ll get 400 before it’ll need replenishment. Chain is still in good health, with nominal wear, several weeks and 700 miles in.   

I’m also forming a very firm bond with the Cane Creek Thudbuster STG4 Seatpost, although this should come as little surprise, given I’m a big fan of the design. For the uninitiated, this employs parallel linkages and keeps the post in the direct path of the rear wheel.  

I.e. As a bump shoves the bike’s rear wheel, the post reacts downward and rearward, theoretically absorbing force at the same rate, thus progressive and without saddle movement. No issues with maintaining a swift and efficient cadence. The stock medium elastomer also seems absolutely bang-on for my 70 kilos, although these are very easily swapped, sans tools.

  

Simply press the centre until it pops out, then pop in the firmer or softer counterparts. In my experience, elastomers like a quick lick of rubber-friendly grease-silicone based products, including Muc-Off Silicon Shine https://www.sevendaycyclist.com/muc-off-silicone-shine-polish will also keep them happy. In terms of grease, those designed for elastomer forks are an obvious choice, although Green Oil Eco Grease  https://www.sevendaycyclist.com/green-oil-ecogrease-long-ter-test or Pure Bike Grease https://www.sevendaycyclist.com/pure-bike-grease are good alternatives.  

The pure is also has a very nice (low viscosity) flow rate, meaning it’s easier to apply. Avoid old fashioned petrochemical greases, since these will eat, or otherwise ruin rubberised components. 

The same goes for automotive products, such as Castrol Red Rubber Grease, which was touted in some circles as being a cheaper alternative, rivalling Judy Butter and other bike-specific blends... 

Hmm, it may well have been adequate for a BSA Bantam but caused the Kebab type fork elastomers to swell and distort like an over-cooked, tinned hot dog.