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….
