Primal Stirrings

Despite the seasonal increase in lost/stolen parcels, these Primal Dawn men’s bib knickers made it through. Formative feelings are very positive.

Bridging the gap between shorts and thermal bib tights, ¾ lengths are perfect for autumnal and early spring rides. Milder winters too. (That said; Primal cite an optimal operating temperature range, between -7 and +24 degrees) In fact, ¾ lengths my preference over bib tights, unless wind chill/air temperature really bites. Our medium fit my 1m81, 70 kilo-frame perfectly.

The bibs offer ample coverage to the vital organs, the braces, unrestricted movement. Though less common, these days (especially at this price point) the elastic in some designs can be overly firm. To the point of feeling restrictive. Several in my collection, leaving unsightly tell-tale branding, after a couple of hours riding.

Panelling and cut seem equally precise. I managed 16miles in 45 minutes during our first outing and on the fixed. Much of that fuelled by very controlled rage, induced by an inflammatory communication, from my ex-wife. Nothing particularly new there. Another example of resilience, which I touched upon in my last entry. The season of goodwill generally slumps during December, on the roads, too.

I wasn’t surprised to find myself on the receiving end of some crass overtaking. Now, simply put, if you want to kill someone without experiencing punishment, incarceration, or indeed, loss of licence-do so with a car, or larger vehicle.

The occupant of a Mercedes Sprinter began overtaking (on a bend) but then decided he might collide with an oncoming vehicle, so just swung back. I’ve had closer encounters but was fuming at this display of elephantine ignorance.

The Sprinter remained stationary, engine running for around thirty seconds, blocking my progress. A baleful “Sorry mate, are you OK?” was offered on three occasions. I remained silent and unresponsive, partly in the hope my contempt would register. Life is very short, responding would only serve to ease his awkwardness. Hopefully this experience gave him food for thought/improvement.    

On the alternative lubes front, after 480 miles that familiar, subtle metal-on-metal tinkling struck. This coincided with a well-deserved sudsy scrub, for Ursula, who was sporting a fair bit of accumulated grot around the fork legs, bottom bracket shell and chainstays.

This was dismissed with some Pro Green MX Cycle Wash https://www.sevendaycyclist.com/pro-green-mx-triple-pack . Fenwick’s foaming chain cleaner and Green Oil bicycle brush https://www.sevendaycyclist.com/green-oil-bicycle-brush  had cassette and chain gleaming, ready for chainsaw oil.  Applied via dropper bottle, this went on in a fashion, reminiscent of Weldtite TF2 extreme wet chain lubricant https://www.sevendaycyclist.com/weldtite-tf2-extreme-wet-chain-lubr  and some others adorning my shelves.

However, I was surprised by the initial clean up required. There was a fair bit of excess clinging to the side plates and a spattery patina (reminiscent of that effect employed by Kona on their late 1980s mtb frames) adorning the Univega’s chainstays. Less drizzle n’ go than bike specific blends but not markedly worse than the motor oil, in many respects.

On some levels, its to be expected, but the fixed has been running much cleaner and the lube is really clinging to the chain’s dimpled galvanised texture. Several wet rides in, the chain has almost “bedded in” and the initial gravely patter, replaced by a serene swoosh.

Talking of gravelly, (and before the so called “beast from the east” sweeps in Steve has just reviewed these GoodYear County https://www.sevendaycyclist.com/goodyear-county-premium-tyre  

Ison Distribution have been investigating my SP PD8 dynohub wheel https://www.sevendaycyclist.com/halo-rim-and-shutter-dynohub-disc-b  and confirm the hub is fine. However, the rim appeared to be pulling itself apart (albeit, very slowly). Therefore, they’re stripping the wheel and rebuilding with a new hoop.  I’ve also decided to revisit the Univega’s front stopper.

Though the IRD CAFAM 2 cantilevers https://www.sevendaycyclist.com/ird-cafam-2-cantilever-brakes  are beautifully engineered, their mechanical advantage better suits traditional levers.

My Univega’s existing Microshift are shallower reach. Great for smaller hands, but Avid Shorty 4 and M system designs are better pairings. The humble cantilever is becoming harder to come by, although still has a solid following in ‘cross circles.  Some Shimano CR50 presented themselves, so we’ll see how they fare.

On your Marks, Get Set…Winter

Winter technically begins on the 21^st of December. While the weather follows the UK narrative (i.e. mild and wet), I’m prepping the fleet for the kind of apocalyptic conditions predicted by our red top, tabloid press. Talking of which, here’s our guide to winter, bike preparation https://www.sevendaycyclist.com/winter-wonderland-one

First up, I’ve replaced my fixed gear winter/trainer’s KMC Z1 inox https://www.sevendaycyclist.com/kmc-inox-chain  chain, which has served several thousand miles.

Why? Well I received this Passport Galvanised unit, which tips the scales, at a reassuringly substantial 309g. 133 less than the KMC. Weight wasn’t the motivating factor. Its also half the KMC’s asking price, so I’ll be keeping a watchful eye on longevity/durability.

I’ve used “rustless” galvanised designs to good effect, on my Univega. However, they still require regular, light lubrication. I also noticed a tendency for them to succumb to the dreaded orange taint, once the galvanised component, finally wore through. I say finally, since I racked up 2,000 wet, grotty miles from a budget 8spd model.

Nigh on dry from the packet ensures fitment was a very clear affair and proved the ideal opportunity, to start testing that chainsaw oil.

My hypothesis is that it will prove more durable, compared with the 5w/40. After 285 miles, that applied to the KMC was almost spent. However, my Univega’s electroplated Sram has cruised past 300 and at this rate, I reckon its good for another 150.

Obviously, snowy, slushy conditions may well reduce this. Its worth pointing out that the factory lubricant most chains are impregnated with, is similarly tenacious. Makes sense to run that, get your money’s worth and then use your chosen tipple.   

Workstands make maintenance and repair considerably easier, since machines are held securely, and at a convenient height.

Price dictates quality.

The needs of a home enthusiast, who may use theirs a few times each week, are different to the demands of a shop/pro mechanic. My lightweight Revolution (Edinburgh Bicycle Co-op) unit continues to serve me very well, after 10 years.

There’s some tell-tale flex, apparent when tackling high torque applications, such as bottom bracket replacement, or seized contact points. Otherwise, its solid, convenient, and very portable.

Oxford products have sent me their Torque Workshop Stand. This also retails at £99.99, employs a similar composite head but is considerably heavier.

This translates as superior rigidity. Ideal when tackling those more stubborn tasks. Less convenient for popping in the car, say for race day. Several weeks of intensive fettling will provide more tangible insight/conclusion.   

Now for the rider. Oxford also sent us these Bright Gloves 3.0. They’re a relatively slender, nimble waterproof design with a tech friendly index tip. I was slightly surprised to discover the gloves have an operating range of between +5 and 10 degrees, less than the Lusso I’ve been testing. On the other hand, its more typical of a milder, British winter. Oxford will be sending us the 4.0 too, which are theoretically windproof, too. 

Temperature is also a very personal thing.  An hour or so, at +4 hasn’t left me with chill hands but crosswinds and other factors may say different, especially on longer outings.

Some folks are more sensitive than others; or find temperature harder to regulate. Wind chill can render numbers academic. Dexterous digits are another definite plus when choosing winter gloves. I’ve had some “duvet” types, which have been blissfully comfortable, when the mercury’s slipping close to zero.

Unfortunately, a flat, mechanical, or phone call can dictate their removal, resulting in precisely the numbness, and cold they were intended to counter.

Staying with cold weather kit, Steve has also been very impressed by these Stolen Goat Deep winter Bib Tights https://www.sevendaycyclist.com/stolen-goat-deep-winter-bib-tights

So, thoughts turn to Christmas. Any of these make decent main/stocking filler presents but if you are struggling to buy for those riders in your life. The sort who appear to have everything, then how about the re-hook tool. Hardly essential but its designed to reclaim a dropped chain, reputedly in three seconds. No mess, no fuss. www.rehook.bike/guide

Alternatively, Stenning Photographic Offers high quality 100x100cm (Other sizes available on request) canvas prints  https://michael-stenning.format.com/store   

Meaner Season

Autumn has progressed, with a much wetter flavour. Local authorities/highways departments are scrambling to patch battle-scared tarmac, while climate, conditions and budgets permit.

Temporary traffic-light control; raised ironworks and roughly lain tarmac is certainly testing rider skill, wheel build quality and tyre casings. 15 months on, my Halo White Line/Shutter Precision PD8 dynohub build https://www.sevendaycyclist.com/halo-rim-and-shutter-dynohub-disc-b   could do with a quick tweak of its spoke tension.

John Moss (who built the wheel) has kindly offered to whip it on his jig, while I’m on an East Midlands mission. I’ll swap over to the Halo Evura/SL9 https://www.sevendaycyclist.com/halo-evura-shutter-precision-sl9-dy  for a couple of weeks (and may take that route). I’ve switched to my Univega and getting some serious mileage on those Schwalbe Marathon Mondial tyres.

These continue to impress with their smooth, compliant personalities. On and sans asphalt. True, they have a puncture repelling rating of 6, whereas the 365’s are 7. However, rolling resistance is vastly superior, and I’ll be very surprised should I flat in the coming months.    

The “Motor Oil Challenge is working out, as I envisaged, 200 miles in. So far, a decent amount of 5w40 still clings to my fixed’s stainless steel chain. I’m anticipating at least 400 before replenishment’s required.

My Univega’s electroplated chain is more accommodating of lubes generally, so I’m wondering if I can sneak past the 500mile mark, on a single helping. Assuming a 9/10spd chain is good for 1100 miles, potentially two helpings of motor oil could last its lifespan. River riding, snowy, slushy conditions will put a dent in this, dictating more frequent top-ups.

Of course, price is not the only determinant when considering lubricants. I’m particularly fond of waxy ceramic types, which, when cured, are relatively dry to touch and generally maintenance free. Much nicer, when tackling a rear puncture/similar road/trailside mechanical.

I’m firmly of the little n’ often approach when it comes to maintenance and servicing. Tuning and replacing stuff as I go, rather than having set schedules. Nonetheless, I always ensure seat posts, headsets and pedals are liberally greased-twice yearly. Not to mention those little fasteners- mudguard, rack and bottle bosses.  

As we hurtle closer to winter, I’m thinking of retiring my fixed gear winter/trainer’s stainless-steel chain. Leaning toward something galvanised…May even plump for another, slightly lower fixed sprocket. Note to self…Remember to baste the hub’s threads with a luxuriously ceramic, grease!

Lithium based preps, commonly used in automotive contexts, are cheap and fine, if mating metals of similar parentage i.e. steel with steel, 7005 series aluminium alloys etc. Problem is, they’ll gobble rubberised components, including seals.

I much prefer a stout ceramic, such as White Lightning Crystal grease. https://www.sevendaycyclist.com/white-lightning-crystal-grease  Green Oil Eco-Grease https://www.sevendaycyclist.com/green-oil-ecogrease-long-ter-test  is a surprisingly stocky, non-toxic alternative.  Staying prowess is good. I’m happy using it on contact points and indeed, headsets/bottom brackets, provided the bike(s) in question are running full-length mudguards.   

Reliability and convenience are key, when it comes to enjoying winter. Treating framesets and components a liberal waxing and treating bikes to weekly sudsy bucket washes (cold water rinses first, to remove road salt and similar caustic stuff) is another sound idea.

This will lock the elements out, making it harder for gloop to stick and subsequent washing easier. Time poor riders, may find a system, such as Green Clean MX is the way forward https://www.sevendaycyclist.com/pro-green-mx-triple-pack These are also available singularly, and I’m particularly endeared to the Cycle Shine. This can be applied to a freshly washed (and rinsed) bike. No buffing or polishing required, simply allow it to cure naturally.

Post wash; quick squirts of “maintenance” spray, to cables and mechanisms, should keep them happy and dependable. Not everyone has time, or the inclination to do their own maintenance/servicing.

That’s when a good mobile mechanic, or local bike shop is worth their weight in gold. If you’re in the Tendring area, Justin Burls now offers servicing and repairs, alongside his bespoke titanium bikes/framesets http://www.burls.co.uk/sandr.html  

Light in a Dark Month

 

 

Met with Steve Dyster and discussed our quarterly plan for Seven Day Cyclist-exciting times, so watch this space...www.sevendaycyclist.co.uk
 

More blinkies and commuter lights continue to arrive and I’ve also acquired a portable strobe for those situations including wedding/parties where use of traditional static lighting is impractical.  I plumped for a decent quality grey import following chance conversation with the photographer covering Anju & Deepak’s wedding.

However, reservations aired by skilled electrical engineers re OEM cell quality prompted me to feed this and high power (1000lumen plus) bike lights on aftermarket, EU compliant batteries and chargers.

Thankfully, I’ve never had any combust but there is always the risk an insurer could refuse to honour a claim where a faulty unit caused fire damage, or worse. 

Generally speaking I am a night owl, swooping through unlit lanes. However, while more expensive models allow sensible stair-casing for sub/urban riding; a new generation of torch type commuter models often prove better options for sub/urban riding.

Dependant upon lens, reflector and diode quality, 300lumens can produce sufficient prowess for short, semi rural sections at 18mph or so-often with consistent output right until the end. However, unless these employ replaceable li-on/polymer cells, reserves are usually spent within 2hrs and need 4 hours mains charging.

Most default to a steady “standard” typically translating as 150 lumens for 4-5 hours. A decent balance between performance and economy, though a low 80 lumen mode is surprisingly useful round town, super frugal and better quality light than provided by budget dynamo lamps. Some can also be helmet mounted-not for trail duties obviously but useful companions to master-blasters on long hauls.   

Flashing and strobe settings are thriftier still and arguably the most extrovert option in the concrete jungle, or dull overcast afternoon where remaining conspicuous takes priority. USB rechargeable blinkies are also becoming increasingly practical for dusk-till dawn all-nighters and even touring.

Nite Rider Solas is a prime example (returning nigh on 15hours in flashing) although it has been around a few seasons’ now. An increasing number of cheaper lights are coming close in terms of runtimes and daylight modes are also growing in popularity but the Solas has phenomenal presence in its favour.

 In a wider, seasonal context, light has long been recognised as being a key player in our sense of well-being and until recently, the barrage of wild, windy and overcast conditions had been having a pronounced effect upon my own sense of morale, kept in check with a mix of long, steady rides and fast blasts on the fixer.

Damp, mild weather is being eroded by colder airs and with snow forecast to migrate from the north, though in reality; this isn’t anything more extreme than the UK would usually expect from January. Simply put, unless things change radically, I won’t be substituting the Univega’s Vittoria Randonneur trail (Long term test issue 7 SDC-downloadable from the site) in favour of spikes.

Forecasting has become increasingly accurate but fear of litigation encourages worst case scenario reportage, although I’m often tempted to invest in some narrow section (35mm) Kenda Klondike for my pure bread ‘cross bike and its derivatives.

These are favourably priced compared with some popular European brands, albeit not officially imported here and would need to be discounted since I’m unlikely to use them longer than 14 days in every 12months.

Winter tyres, designed specifically for snow and ice should feature beefy sidewalls and a tread pattern that scoops away snow and slush, while the spikes bite into the ice beneath, providing traction. Weight commonly brings people out in hives and yes, this rotational weight is quite noticeable when things thaw out.

Ah, but the ability to bowl along at a steady 15-17mph along otherwise treacherous roads and lanes and sporting a big grin is infinitely preferable to spinning away on the indoor trainer, Hamster stylee.

Talking of harsh, I snapped this disc braked beast of burden in Coventry city centre. Bin liners and supermarket bags suggested homelessness, rather than over ambitious utility riding. Lifestyle choice, tragic twist of fate, who knows. Ending on a high note, Lee Cooper is indeed back and trading as a bespoke builder. Hopefully, I’ll be along to capture him at work very soon.

Cold Comfort

Wintry, or should I say seasonally appropriate weather has  swept in almost overnight, so I’m extremely grateful for another batch of climate cheating kit and some more lighting arriving at my door. However, even this did not prevent me contracting a nasty dose of sabre-tooth man-flu.

Until then, thermal training jackets (Especially those bearing the “windstopper” tag) had left me feeling decidedly boiled in the bag given twenty miles at club typical speed. However, said chill beating prowess is a godsend with the mercury barely entering single figures.   

Snowfall in the midlands and elsewhere brought the gritting Lorries out in force and I was surprised by just how quickly my Ilpompino’s transmission was turning into a gloopy, grinding paste-even with a stout, though clean running Teflon fortified prep gracing those stainless steel links. Time for a full-blown exorcism.

This also presented the opportunity to fit a Bontrager rack and Zefal Iron Pack XL. The former is very intelligently designed, primarily for commuting and light touring. Better still, a wealth of similarly well engineered adaptors means it neatly accommodates unusual configurations-including frames without eyelets.

That said; carbon ends are a no-no and it’s a very precise fit, so take the time to measure, check before finally nipping everything tight and pruning arms with a junior hacksaw. Oh and make sure the blade is razor sharp, mine wasn’t leading to a slightly jagged cut that needed filing. Hardly a big deal but extra-faff nonetheless. 

I have also discovered said bike’s Thudbuster seat post can present problems when fitting wedge packs. Often, the Velcro straps aren’t long enough, which ultimately results in premature fatigue. The Zefal is a cavernous and neatly segregated model combining old school reliability and modern design.

Externally it’s made from a rugged 820 denier water repellent fabric with plenty of Scotchlite, weatherproof zips-easily operated in gloved hands. Two litre internal capacity equates to two tubes, two multi tools, tyre levers, patch kit, CO2 cartridges;3 tyre levers, AAA batteries and small bunch of keys.

An EVA foam lining supposedly protects valuables from low level vibration while rigid composites maintain shape. Plenty of long, steady miles in the wet and a hosepipe test should reveal its true potential and maybe a limitation or two.   

Back to the deep clean…

Now, I really appreciate the clip on convenience of chain baths but there’s a lot to be said for the old school brush on technique. 

Simply cut the top from a redundant trade bottle, pour in your favourite ant-lube and dawb on with a cheap, clean brush.  Fenwick’s concentrate worked into the links, hub and sprockets and residual salt dismissed with cold water, I engulfed the bike under a sudsy blanket and went in search of bucket, sponge and hot water. 

Fifteen minutes hence-sparking bike and chain dressed in Fenwick’s Stealth. This lube is one of those super high-tech formulas that needs careful application and ideally, overnight curing but dries to an almost invisible state and stays put. 

Plenty of other lubricants will also shrug at winters’ toxic sludge. In a pinch, that capful of 10w40 or more basic semi synthetics such as 5w30 is seriously long-lasting though remember to wipe the side-plates, rings and derailleur cages weekly to avoid grit and grime doing their worst.

Sophisticated fully synthetic motor oils often contain detergents, which keep contemporary engines ultra clean and are reconstituted within the oil pump. Applied to chains, a few hours hence and those detergents will strip all the lubrication…Everyone has a very different opinion when it comes to winter/workhorses and I’m a subscriber to single ring simplicity.

Note, I didn’t say single-speed. I like fixed for countless reasons but a cross derivative running a 1x8/9/10, or even 11spd cassette has to be an extremely practical option. Lively ride, ample clearance for stout rubber and full length mudguards, two sets of bottle bosses and a more upright configuration also helps.

No front derailleur faff, a sensible spaced block means you can climb, cruise and canter in good proportion. Tiagra grade consumables are plentiful and cheap, so no excuses for running everything into the ground-they don’t look low rent either…

Elsewhere, I’m about to recruit a social media person for “Seven Day Cyclist” and my photographic venture. We’re also bringing another designer on board, having concluded a web based (rather than downloadable mag) format is the preferred layout.

This has also coincided with a fresh temp gig to balance the books and my KA sailed through its MOT inspection with no remedial work required. Impressive for a 13 year old “super-mini” with 148, 250 on its odometer.     

Festival of light

So long as bike(s) and rider are properly dressed, weather presents no barrier to serious fun. Autumn has swept in stealthily, its slimy cocktail replacing the rich vibrant auburn colours. Thankfully, it was accompanied by Diwali and a steady trickle of kit designed for this much maligned cluster of months. Talking of which, that sorry looking Specialized Rock Hopper has just been transformed-cream powder coat with fresh decals sealed under 2pac lacquer.

I’ve got a thing for blinkies ever since I acquired my first back in November 1992.

Plug in Integral lithium ion/polymer cells are almost default and while undeniably convenient, not to mention frugal compared with cost of running AA/A, they aren’t perfect for all occasions.

AA/A types remain better options for touring, dusk ‘till dawn night rides and those who don’t clock in at a keyboard. Run times can be 30-60hrs plus in flashing, Ni-Cd rechargeables keep costs to a minimum and disposables are pretty ubiquitous-off-licences, supermarkets, petrol stations usually keep healthy stocks.  This I Zone Curve 2 rear light is a particularly nice, inexpensive example.

Firepower has always been a popular selling point but rather like our humble bar mounted computers, our blinkies are positively bristling with different modes-some retina tickling, others that sip reserves, sequences designed to solicit attention in different contexts the list continues. Lowest common denominator, we only need two modes-steady and flashing and our bikes, a single, fixed gear of 72inches...        

COB (Chips on Board) technology, which enables colonies of tiny diodes to occupy the same space seem quite popular this season. Theoretically this combines optimal output, while preventing diodes and circuitry overheating so they can fulfil their true potential and reach ripe old ages.

High power headlamps are another justly popular choice for navigating dark roads and another technology I embraced with both arms back in the late 1990s. Back then, we were talking in terms of £200 10 and 25 watts and lead acid batteries that induced hernias.

Smart used to offer some nice cheap n’ cheerful versions for commuting- I had the cute-looking twin lamp complete with slightly whippy bracket and a CNC machined 10 watt flood version, which was surprisingly bright but not obviously, not particularly helpful for picking out the detail.

Competition and economies of scale have seen prices crash and with box fresh 1800 lumen grey (unofficial) imports offered on auction sites for as little as £18, its easy to see why they’ve become default, even for road riding.  

However, aside from the potential risks-lower quality chargers and exploding cells being popular discussions on forums; these are often limited to three modes. Full blast; standard (50/60%) both of which is way too much fire power for built up districts.

Better (read more expensive) models allow more progressive stair casing, so you can charge along abandoned backwaters at full pelt but click down to something suitable for city limits when required.

Battery slurpage is slower, so you can play out longer and oncoming traffic doesn’t get dazzled. Something like this Oxford X pro is another option for town and suburban runs, either on its own or as a tempered side-kick to your big gun.

Nicely made from rugged CNC machined aluminium, it’s another “lolly stick” plug in model that fuels up from your USB, or mains adaptor. Top whack is reputedly 300lumens but the lens casts a very pure, focused pool of light, which has coped surprisingly well in short haul semi-rural contexts to around 17mph.

Prodding down for economy is easily achieved, even in gloved hands courtesy of a positive centre-mounted switch but there’s no danger of the dreaded dazzle and other traffic still takes notice at around 200 metres.

Flashing is the lowest setting and if you were purely looking to remain conspicuous, 300-400metres isn’t unrealistic and the centre window allows decent peripheral bleed too, so you should remain firmly on the radar when entering the flow of traffic.       

Short days with low light have been presenting some photographic challenges but considerably more rewarding than the calibre of temporary work being offered. Unfortunately, this is going to remain part of my economic diet while I nurture sapling projects, build brand presence and purchase more equipment.

Several agencies have been in touch, some interested in my journalism specific skill-set, others looking to fill housing roles. Pragmatism is a basic pre-requisite for freelancers and indeed, people generally in a volatile economy.

Therefore biting the hand that offers potential work, let alone feeds you is always foolhardy. Recruitment is sales driven and experience enables one to see through the patter. No shortage of people complimenting me on my versatility but with notable exceptions, this hasn’t been reflected in the assignments offered.

Thankfully the standard of applicants for Seven Day Cyclist has been refreshingly high, although we’re whittling them down to a handful and will interview at our earliest convenience.