Candid Camera

Helmet cams have always stirred mixed emotions in me. For the most part positive-the quest to document rides in their full 1080HD glory. GO PRO’s various generations have become pretty much the standard by which all are judged and I was really impressed by the Hero2 a couple of years back. 

However, choppy financial waters precluded purchase and last year’s end of line Delkin Wingman indulgence proved false economy.

Thirteen months hence and I’m eager to avoid throwing good money after bad, yet enticed by a sub £100 Geonaute boasting 1080HD, 5mpxl stills and user-friendly design... 

Now, direct comparisons with GO-Pro’s Hero series are perhaps inevitable, although misleading-rather akin to comparing entry level and enthusiast CSC cameras. Image quality is very good, though not in giant killing territory, colours aren’t quite so accurate and vignetting’s apparent in certain lights. Build seems reassuringly sturdy- I’d rather pay extra for a bolt-on LCD playback screen and protective casing than see corners cut structurally.  

Minoura Le Korde proved a delightful handlebar host for dry weather reportage but the G-Eye escape’s centre mounted lens is incompatible with Hero and Wingman polycarbonate shells alike, so you’ll need to invest in a model specific unit.

Supposedly water resistant to 60metres, it seals completely tight, precluding attachment to mini bar pods…Experimenting with some redundant (though complete) blinky brackets came close, yet ultimately unsatisfactory thus I resigned myself to shelling out a further (and final!) £20 on this nicely machined K-edge “Go big” aluminium unit.

Much better than watching my new companion expire in a series of R2D2 esque bleeps come the first hint of drizzle or exploding on contact with terra firma. Alas, I must confess these optical investments were borne from a series of near misses and “Punishment Passes” yet I’m hopeful engaging reportage stuff will prove its staple diet. Knog are due to launch an LED lighting companion for nocturnal filmmaking this autumn-something I was quick to register interest in-hopefully I’ll get chance to put one through its paces very soon.  

To the uninitiated, “punishment passing” is an act of intimidation used by some drivers to communicate their contempt for cyclists. This takes several forms, though usually involves overtaking with, or swinging back prematurely, leaving inches, sometimes less to spare.

The latest encounter involved a long wheelbase Mercedes Sprinter van emblazoned with tarmac supplier’s livery passing a hairs’ breadth from my handlebars (along a series of tight bends no less). Happy to give them and others some free publicity here; or via you-tube.  

Staying with commercial vehicles a moment, I found myself equally confounded by a communication informing me that a “global logistics company” who regularly drive by and occasionally deliver to my house, cannot find me and need directions! Hmm, no-one else, let alone the larger, established firms have any trouble whatsoever. While generally a constructive, pragmatic soul, I won’t entertain incompetence-especially on a professional level. 

Summer doesn’t officially end until October 31^st, yet it’s beginning to feel peri autumnal here; temperatures and daylight dip quite suddenly past 20.00, turning one’s mind to lighting. I recently completed a long term test of this One23 Extreme bright 1000 for a new publication and it’s yet another illustration of how competent, yet affordable contemporary high power systems are.

Once burdened with hefty, temperature sensitive lead acid cells that returned 2, maybe 3hrs from a full eight hour mains charge. These days £80 buys bijous li-ons capable of fuelling 1000 lumen lamps for nigh on four hours and 15 in the lower, which is capable enough for speedy semi-rural navigation, let alone cross town commuting.

Cheaper lens and reflector components mean some compromises where beam purity’s concerned and a few £150 plus 650 lumen models produce higher quality light, thus it wouldn’t be my first choice off-road. However, there’s ample clout for spooky unlit lanes to around 28mph.

Some will argue this is relatively expensive in the global age. Yes, you can get lucky, acquiring outwardly identical designs for considerably less. However, quality of output varies and electricals/charging equipment won’t necessarily meet domestic standards either. Official imports are easily replaced or repaired under warrantee and provided you’ve proof of purchase, competent local bike shops/distributors will handle any warrantee woes.

Attending the capital to watch one of Kate Bush’s live theatrical masterpieces persuaded me to bring my less desirable travel compact along. This was remarkably liberating since it still takes decent images yet is old and (relatively) inexpensive not to instil the same theft anxiety associated with CSCs. 

Alas, the enigmatic performer stipulated no unofficial image-taking (stills or otherwise) I was still able to sneak eighty odd photographs of well and poorly laden/ secured machines within an hour to illustrate further, forthcoming features. 

Good Vibrations

Two weeks’ continuous service cemented my suspicions, namely that adopting a shorter stem and moustache bars would transform comfort and handling in most contexts. Sharper steering keeps things the right sort of interesting, without becoming a handful when haring along hairpin descents with beloved Revolution Cargo full to its thirty five kilo brim.

Spotted another one tethered to an equally hard working GT (note Magura HS33 raceline brakeset) while on a quick supermarket mission this week. Thought the shot would come in handy for book and related projects that are on the cusp of fruition.

Back to those Mungo then…Loftier backswept contours improve one’s view of conditions ahead, yet still affording commendable relief from headwinds and other biblical stuff.

Conversely, they do place more weight on the ulnar region, low-level vibration becoming intrusive after two hours or so, provoking me to explore some additional insulation. 

I’ve reviewed countless commercial “underlays” in recent years and in fairness, most seem to work, though some are definitely better than others.Binding redundant butyl inner tube around the bars before dressing them is another useful (not to mention, thrifty) homely remedy. Ah, but disturbing the several times repatriated Cinelli and asking it’s weathered adhesive to bond convincingly with butyl was pushing our luck somewhat. 

Hence I’ve adopted a popular Audax trick, leaving it in situ and weaving that crisp, white Lizard Skins DSP strategically atop. Thrice mummified around the curves, it appears to optimise protection with a slightly funky, as distinct from frumpy aesthetic.

Contact points are by definition exceedingly personal and something I’m predisposed to tinkering with. Superficially I wasn’t remotely “taken” by this SR Becoz moderate men’s saddle-183mm at its widest point-forty millimetres wider than “ideal” for my sit bones. However, such dogma breeds its own kinds of myopia. Less aggressive configurations influence rider spine angle, in turn placing proportionately greater weight upon the saddle.

This would explain why Spa cycle’s buxom (168mm) B17 homage proved so compatible.  The Becoz is literally bursting with cutting edge, recycled/organic technologies. Steep, relatively tall steel rails won’t set anyone’s Lycra ablaze but are extremely well finished and those additional millimetres seem to have corrected a minor imperfection height-wise.

These are coupled to a clever set of supple, yet progressive elastomers absorbing minor road/trail buzz while the internal blend of polyurethane gel combine ample support without hindering tour-typical 85-100rpm cadences. Covers used to be a weak spot, particularly on the goo-filled breed where they could rupture during a spill (especially off road) leaving sticky, oozy remnants spattered across one’s finest Lycra.

Selle Royal has continued the unusual, ecologically friendly theme here too, fortifying the slightly rubberised texture with sustainably cultivated conifer wood flour. This latter ingredient seems to counteract irksome surfing, though has caused some thinner, super shiny Lycra to gather uncomfortably during the course of a ride and demands physically lifting (rather than shuffling) one’s derriere fore/aft.

On the flip side, it’s a boon when leaning back against the saddle, maintaining traction when negotiating long descents/looser surfaces. Curiously, the (164mm) athletic version only comes in male centric dimensions and on balance might’ve been optimal for said build. However, this experience serves to illustrate that not everything can be reduced to a series of formulas/calculations.

A recent spate of burglaries in this otherwise peaceful locale’ is a poignant reminder to review and bolster security. This needn’t involve colonies of CCTV but assessing things as a professional or opportunist thief might enables one to close certain avenues of potential attack.  

On some levels it’s ironic (given the prevalence of “community spirited curtain twitching”) that people’s behaviours are scrutinised with such intensity, yet these voyeurs mysteriously see and hear nothing during attempted/burglaries. (Don’t get me started on the omnipresent crescendo of barking dogs).

Naturally, these violations are met with eloquent choruses to the effect of “aint it awful”. Fear not, a neighbourhood watch group is coming into force, though again, I fear this says more about certain folks’ love of spearheading committees rather than pragmatic purpose.

Since time in memorial bikes have been thief magnets. I regularly introduce layers of complication be it a gamekeeper or upgraded/additional locking that will certainly slow their progress and hopefully deter. Simple measures like closing gates increases risks of thieves being seen/ heard/ disturbed, ditto laying pea-gravel/shingle or planting prickly foliage/trellis at strategic points.

Gates with solid centre panels might keep prying eyes out; though also provide those with low morals to "work" uninterrupted on the other side...

Datatag and similar hi-tech systems are another useful tool, though more in a stolen/recovered context. Slipping a piece of laminated card with name, date of birth, blood type and address inside handlebars and other contact points costs nothing-can be invaluable in this and accident contexts.

Cockpit Swaps & Brave New Worlds

Having acquired the necessary contact points, I returned from a much needed week of temping, determined to commence transplant surgery. Tubby tourer plucked from its slumber, I harvested fresh control cables, snips, tune-up stand, Allen keys and grease gun.

While hardly mechanically challenging, it’s time consuming nonetheless- unless you’ve gone the old school “Benotto” route, since even the best handlebar coverings become seemingly inseparable from their hosts given a few seasons. This two year old Cinelli EVA being no exception. However, firmly endeared to its combination of rugged materials and damping prowess, salvage was my preferred option. Twenty minutes hence, nimble fingers and perseverance saw both rolls free and intact.

Wholesale cable replacements were another hassle I sought to swerve. Previous estimation suggested a shorter stem would offset the Mungo’s more voluptuous curves, rendering this process unnecessary, so, brimming with optimism I slackened and slid the Microshift brifters free.

Unexpected complication awaited me elsewhere, courtesy of a headlock preload bolt system displaying early signs of galvanic corrosion. Full length mudguards and stout Teflon/ceramic greases give most things a sporting chance on daily drivers but the latter had vanished without trace.

Demon purged with assistance from Long T handled Allen key and maintenance spray; the Salsa/WTB combo was swiftly substituted for One23 and Mungos. Firmly focused, I introduced the Microshift Brifter, allowing sufficient slack for some minor, tool free manoeuvrings.

Cable length seemed operationally bang on (though may be trimmed in due course), confirmed by pumping the brakes and cruising fore and aft along the cassette a few times, while provocatively turning the bars. 

Alignment was pretty near too, verified with a spirit level and some tentative tweaking. Dynamo headlamp and other creature comforts, repatriated, narrow swift pattern saddle substituted in favour of Spa cycles broader Nidd (essentially a heavier duty B17 homage) transformation was almost complete.

I had some white Lizard skins DSP wrap doing something close to nothing but while extremely crisp and delightfully tactile, the black speckled Cinelli is infinitely more practical. Experience suggests better quality wraps tolerate several removal/fitments and Cinelli was no exception-I was even able to reuse the pre-existing electrical tape!

Formative impressions are extremely favourable, though care’s needed to avoid more pronounced brifters fouling brickwork, render and other abrasives when slipping through alleys and side entrances. Hence the Sugru end caps.  There’s also an element of “Hawthorne Effect”- any alteration either feels euphoric or alien for the first hundred miles or so…

Much has been made of Google’s new “driverless” vehicle, with business, innovation and skills secretary, Vince Cable and indeed many cycling forum participants calling for their widespread adoption. Superficially, removing driver error theoretically makes the roads safer but is this (or indeed, any technology) truly fool or tamper-proof and what of the wider, unspoken implications.

The early 1980s saw widespread embrace of robot spot welders in car factories, lowering labour requirements/costs, optimising efficiency and quality. Ah, but spot welding is a very simple, semi-skilled process and therefore easily programmed. Peugeot cycles adopted similar automated technologies on their mass produced HLE tubed framesets and OEM/factory built wheels are generally by machine too.

However, these automatons work to set tolerances. Artificial intelligence will doubtless render my comments (and workforces) redundant in the fullness of time but a good wheel builder or skilled welder will recognise optimum tension or weld penetration by feel/sight.  The same applies to vehicles-many driving instructors taught parking/manoeuvres by wrote-three turns to the right, one back etc. Once again, these have very limited horizons.

There is no doubt, this and other technology has been readily available in various forms for some time now, often transitioning from military applications (Collimator lenses used to guide lasers readily employed in modern lighting systems are prime examples). So therefore, vehicles could recognise motor/cyclists, pedestrians/other traffic and theoretically know (calculate) at what speed/distances to brake or pass from.

Longer term, this could literally change our economic landscape. Logistics firms would no longer need to recruit and retain skilled train, HGV and LGV drivers, couriers etc. Taxis could be similarly automated. Traditionally, there have been two voices to the argument around technological change. One suggests that people are liberated from hard, laborious and potentially dangerous jobs and will move into other spheres. Counter proposition points towards “dead trades”, wholesale redundancies with little opportunities for retraining.

Taking the car industry as an example, it was relatively easy for those from a craft/engineering grade to move sideways with relatively little retraining. A coachbuilder once said transition to CAD/CAM, programming roles, technical management fields was straightforward. Semi/unskilled track operatives faced a decidedly uncertain future. Traditionally a blue collar phenomenon, it has begun to impact upon the “professional” classes, who have found it harder to recover from this and previous economic downturns.

Talking of global economies is perhaps slightly contentious in an absolute sense, though politicians influence upon public life is dwindling and their tenure is likely to change from a full to part-time vocation. The 1990s witnessed many losses from the financial sector, some were quickly reabsorbed, others emigrated and retrained in completely different industries. This was something of a culture shock to many who viewed themselves recession and perhaps, future proof and may well prove a trend.

Stems n' Scorched Grass

Sometimes it seems, doing less actually achieves more and I’ve had a few days recently where fruit has materialised with little; or no tree shaking on my part. 

More detailed measurement/calculations confirmed the Salsa stem would’ve been fractionally too long n’ low for comfort-hence attempting transplant surgery would’ve been a frustrating fools’ mission. Salvation materialised in the guise of this 35degree, 70mm long 6061 One23 unit. Standards of finish and machining seem pretty good throughout and four bolt face designs offer a vice like grip, although it’s imperative that all fasteners are tightened to identical tolerances to prevent bars succumbing to potential stress fracture over time.

Wider bars offer excellent control on or indeed sans asphalt and increased leverage should prove a boon when hauling trailers along wintery roads, enhanced further by a more upright stance. On the flip side, this will mute traffic jamming prowess but hardly a concern since said four seasons’ workhorse earns its keep on open roads, rural backwaters and green lanes.

I had toyed with the idea of passing these 25.4 On-One Midge and corresponding stem on via ebay but decided they’d prove handy revisions for my cross inspired mtb hybrid. This might also present a few challenges shifter wise.

Top mounting seems like a good idea, yet demands splaying the clamp to accommodate road bars larger overall (not just bulge) diameter and precludes shifting when hunkered low on the drops; hence I will opt for mounting another STX 8spd pod inboard of the end. Shorter cable runs are also conduits for crisp, snappy changes. An 11-19 straight through block sounds an odd choice too but adequate (when paired to a 32 tooth ring) for tackling moderate woodland/green lanes to around 17mph without spinning out on the road.

Joshua has been testing boundaries in a positive sense, expressing renewed interest in longer road outings with yours truly-something I’m obviously keen to encourage. Rides of this duration are best tackled on his 14/24 mountain bike, shod with slick, or higher end dual purpose rubber-a machine he’s fought shy of thus far and should fit him nicely by now.

Talking of gearing, resistance seems attributable to derailleurs-while competent with the Frog 62’s 7 speed revoshift, he’s never completely embraced them and a triple served only to accentuate this. Maybe this wanderlust will nurture acceptance by stealth…

Now, pretty much all bike washes/degreasers are touted as being biodegradable, bunny loving etc. these days. However, I recall mechanics saying some eat seals in their parts washers and despite liberal rinsing with garden hose, a very effective, highly tuneable concentrate that really impressed me recently hasn’t shown my lawn much compassion. Thankfully frame and component finishes remain in rude health but illustrates why standing times shouldn’t be exceeded.

Elsewhere, invitation to an Indian wedding in the midlands presented ideal opportunity to extend my photographic horizons-I’ve been particularly keen to find a foothold and built positive repute within this genre for several years now.

Everyone is a wedding photographer these days; some are extremely capable, imaginative professionals, others anything but. Look through any trade journal/website and you’ll find copious lament about “weekend warriors” damaging the trade’s repute and there’s much to agree with.

Urban myth suggests photographic skill only existed in the days of darkrooms. The advent of digital removed any skill-point, shoot and hey presto (and acquiring a mortgage means owning a house outright!!!). Counter argument suggests knowing one’s market, carving a niche and leaving others to theirs. Street corners are littered with folks offering to perform oil changes for a fiver, of course they’ll have public liability cover and decades of workshop experience under their belts should something go wrong…

Muzzies, Mods & Movies...

I was meandering through Flickr the other evening when I happened upon a very fetching blue steel Marin Pine Mountain complete with moustache bars. Voluptuous; though not to extremes, its On-One Mungo stirred a yearning to revise the Univega’s cockpit. Generally endeared to the existing WTB/Salsa configuration that offers commendable rigidity and control in most contexts, said swooping revision might reduce fatigue on longer runs.

Cursory inspection suggests they may also demand a loftier, stubbier stem (35 or 40mm) and longer cables, since controls sit further forward. Hence, contact point popped in one’s virtual basket, I went foraging for a 35 degree 60cm version of their 3D stem but to no avail. Still, something’s bound to materialise when I’m least expecting it-watched inboxes and all that…    

While working on a winter-prep piece for a new, soon to launch publication, the Teenage 

Dream’s rear Miche dual pivot calliper developed an unexplained, intermittent binding habit. Short, liberal blasts of maintenance spray to the springs and inner housings failed to exorcise this demon, hence cable replacement and Sugru detailing, which has silenced irksome bottle chatter/tenure, especially across inclement surfaces. Incompetent, negligent people are one of my greatest bugbears, not least when they’re operating one ton plus of steel.

At approximately 11am on Tuesday (15^th July), I was negotiating a series of tight bends on the return leg of an hours’ blast when a cobalt blue Audi (BF12 XCV) swept past with inches to spare before wantonly swerving into our path. Water off the proverbial duck’s back in many respects but still decidedly unsettling. I am also fairly certain he was trying to provoke a response and that there was “just cause” for this behaviour- been laid off/ passed over for promotion/lost a bet/partner said “no”.

Two riders travelling in the opposite direction confirmed he appeared to point the vehicle squarely at them. Being wary of falling into the pop psychology trap, anecdotally it appears an increasing minority of drivers just seem to have psychotic tendencies and can largely behave as they please since road traffic legislation is extremely lenient and the authorities reticent to act. (“He was asking for it your honour, dressed in those tricolour (blue/white/black) bib shorts”)

Studies undertaken by the motor/cycling press some twenty odd years previously suggest there is something in the psyche of some drivers that regards “enthusiast” riders a challenge to be duelled with- put in their place perhaps?

You Tube hosts countless encounters and I can fully appreciate why. Well timed-explosive yells are an excellent release of tension, though red rag and bull spring to mind when some wronged riders advise said behaviour is being filmed and shortly uploaded to said medium. I miss not having a decent helmet camera-not for policing others behaviours but capturing rides in their full glory.

My last purchase was decidedly disappointing, not in terms of image but rather, build quality and manufacturer indifference. Essentially, I should’ve spent more, rather than invest in a discontinued line. Go Pro’s Hero is very much a benchmark and with good reason, though Garmin Virb Elite looks capable of delivering comparable performance for a few dollars less. Impulse buying is something I strive to avoid, although am apparently unable to resist silicone blinkies.

Bought these three from a Chinese supplier for £1.25 each, only to discover faulty switches-powering down necessitates battery removal. Thankfully, this new range of commuter lights from a well-known distributor based in derby has just arrived. Now to find an illustrator for my children’s stories and some models for another project…  

    

Hot Air

Perhaps I’m in a minority but despite having preferential telephone listings that theoretically prevents invasive cold-call telesales; I am pretty much guaranteed to experience cognitive interruptus while someone reading from a script and on commission-only contract unleashes their sales patter- double glazing, loft insulation, kitchen scrappage (or whatever laxative scheme the present administration can inject into a merely flatulent UK economy).

Thrust from academia back in the mid-1990s into a landscape of immediate starts and media sales, it seems eerily familiar two decades on. Having been one of those battery-grads cruising through a printed call-list, supervisor over one’s shoulder checking to ensure everyone is rigidly conforming to company schpeel; I’m generally compassionate in my decline.

Hard sell artists on the other hand engage my subversive streak, especially as I’ve since discovered there’s a commonly used database linking my landline with an unrelated property several miles away. Often I have sent cocky sales monkeys on fool’s missions in the hope a seamless procession of unwelcome vans bearing solar panels, “installation engineers” and “surveyors” descending on their doorstep might see the penny drop.

Inner tubes tend to be forgotten until we’re assaulted by a heavily patched butyl octopus when sweeping into the garage, or serenaded with the dreaded hiss miles from civilisation, only to discover spares didn’t come along for the ride.  It’s amazing how many will spend good money on a top-flight wheelset for whatever purpose, yet bung in the cheapest, wafer thin, poorly moulded fare with excruciatingly vulnerable valve stems.

Twenty eight years back, Latex tubes were revered by time trialists/road racers (who weren’t necessarily die hard tubular devotees) on account of their low weight and rolling resistance when paired with the best clinchers. Abrasion and therefore, puncture resistance was another feature manufacturers were quick to promote in the era’s cycling press. Not without merit either; since the material tolerates considerable deformity and it’s precisely this fluidity that resists pinch and penetration flatting.

However, since Latex is porous, received wisdom suggested daily (rather than weekly) inflation with narrower, high pressure tyres experiencing greatest losses of pressure. Specialist sealants lining their interior walls supposedly counteract this without blunting performance advantages but then of course, said material has no blocking property so degrades really quickly exposed to extremes of temperature, UV light oils and indeed heat induced during braking. Hmm, seems glaringly obvious why these haven’t become universally adopted.

Goo-filled models certainly fired public imagination, or should I say faith, which is no bad thing if it encourages people to ride more generally. However, green gloop enjoys a lifespan of around six, possibly nine months before losing mobility, or in some instances leaking through the valve stems, leaving trails of mysterious spatter marks.

Admittedly; they’ll owe you nothing if you’ve enjoyed trouble free commutes during this time but very messy should a particularly vindictive sharp burrow home. In common with patch kits, qualities vary and sometimes it boils down to faith/other decidedly “unscientific” stuff.

Whatever your preference, track pumps are probably the most cost and labour saving acquisitions for newbies-enabling optimum pressures with nominal effort, greatly extending tyre life, reducing punctures, improving ride quality/comfort and damage associated with potholes, ruts and similarly destructive surface imperfections.

My first was a Silca unit-all steel with bright orange barrel and lozenge shaped handle. Pressure gauges bore only passing affinity with reality but these were easily and inexpensively rebuilt (mine finally expired after eleven years’ relentless service).

Actually, I part exchanged it with a then local dealer/friend, in favour of a deluxe version sporting longer barrel, smoother piston and wooden handle.  More than adequate for most contexts perhaps but designs have come along immeasurably since with greater refinements, not to mention improved accuracy.

I’ve always run higher end metal models alongside a cheap, yet cheerful composite (back up-more convenient consuming less car space when attending race meets, a week’s cottage based touring escape etc).

However, the trend for loftier designs has been a godsend for efficiency-requiring notably fewer strokes, while overcoming the discomfort of being stooped. Arguably this latter point’s a moot one in two bike households but those with bigger fleets, or taller riders serving as race-service/club mechanics.

Loftier desingns, especially those exceeding 68cm can be a little unstable-so look for a nice, sturdy base. Oh and in these times of terrorist anxiety, be wary about using them on the drive since ignorant passers-by may believe you are preparing to detonate explosives. Absurd-perhaps but alas I’ve already been on the receiving end of such hysteria once this week! Now going to educate myself regarding platforms and other digital/e book structures….       

Sorting Shot Bearings

Amid the chaos of wholly unnecessary central heating oil tank replacement (resultant from a neighbour’s vitriolic refusal to accept two independent, qualified reports that the old unit was completely sound and fit for purpose); one's freelance canoe has been paddled with renewed vigour and seemingly positive results. Aside from the usual projects/collaborations, I’ve been weaving through the web's many strands of opportunity, albeit slightly undecided about some.

Anything with the “homeworking” tag targeted specifically at women sets my senses on red alert. For decades this was a euphemism for sweated, piece rate labour that often cost participants more money to acquire the raw materials than they actually made-£5 per thousand envelopes being one of the most commonly advertised lures that springs to mind. 

This appears to have crossed into creative, skilled vocations in recent years- $5 for 1,000 word feature ring any bells among fellow freelancers? Frankly, anyone foolish enough to plunder these depths i.e. willingly compete in such races to the bottom will find precious little sympathy from this corner.  

While shifting half a tonne of new central heating receptacle through the side gate and to its newly set concrete plinth, “Uncle” Benny happened to mention one of his bike’s fit n’ forget square taper bottom brackets had finally turned sloppy, so I agreed to supply and fit a cheap but fairly cheerful Shimano replacement. In this instance we settled upon the Japanese giant's basic UN26 complete with composite sleeves and solid steel axle-£7 inc postage. Removing the resident "Power pro" unit proved less taxing than I thought given a brief blast of penetrant spray inside the seat tube and using sheer leverage from Lezyne's CNC rod.

Despite giving the incoming unit’s threaded sections a liberal slathering of ceramic polymer grease and using precision tooling, these components are decidedly soft and very easily stripped-overcome by applying gentle pulses of super invasive penetrant spray while surreptitiously winding it fully home in gentle bursts.   

No sooner had we everything reinstated and double checked, it became apparent that his entry level road bike’s unit had succumbed to the same fate despite only a handful of rides! Given our experience with the UN26, he’s requested I supply and fit the UN55, whose superior bearings, seals and hollow axle should amass much higher mileages before singing that familiar swansong.

Staying with square tapers, this rather fetching System EX crankset has replaced the cheap but decidedly charming Stronglight ST55. 44 teeth maintain the road sensible 77 inch gearing, eliminating risk of spinning out on the flat or straining on moderate climbs.46/48t are the preserve of track or pancake flat TTs, though supply of 130 BCD fare is reasonable should wear or whim dictate.

At a glance 669g is fairly beefy-less than some super stiff hot forged track models but in keeping with other sub £60 fare and 170mm arms will suit production fixers, conversions or indeed some single/hub gear builds with lower bottom bracket heights since there’s less risk of grounding out when cornering hard.  

Mirror polished finishes are vastly superior to paint and this one should resist the salt monster’s advances for several seasons-longer fed periodic helpings of decent quality polymer car polish. In common with others in this class , detailing's a little workman-like around the inner spider but this isn’t glaringly obvious/likely to prove a deal breaker on trainers/club builds. 

Initial impressions are extremely favourable with excellent power transfer and nominal whip under sprinting or climbing efforts. However, we’re only 50 in to a 300mile plus evaluation for a new consumer focused title, so said remarks must be regarded as formative at this stage.

Rummaging through my spares drawer resurrected these low-profile, dual-sided shop branded Ritchey WCS homages for more convenient getaways and further improved ground clearance.They’re actually rather well made by FTP-another Taiwanese marque, boasting nicely machined, powder coated aluminium bodies, super reliable Cro-moly axles turning on remarkably smooth cartridge bearings. 

Ironically (and this seems true of other patterns) while perfectly accommodating of genuine Shimano cleats, they seem happiest with VP, Wellgo, Btwin and indeed Exustar! On that note, I’m off to pedal my wares and invest further energies into matters marketing/promotional.