Derelict delights & Other Developments

Had an extremely creative location shoot with Krystal over in Tendering, using derelict farm building, church and petrol station as our backdrop. Aside from some rubber-necking and quizzical glances from passers-by, we were largely (and thankfully), left to our own devices.

For me, it is imperative that models feel completely comfortable with the briefing and location. Krystal and I share a mutual love of derelict buildings and reminisce about those, lost to widespread gentrification and development, in Hackney and elsewhere in London’s East End.

Continued, summery conditions have meant plenty of miles, at full pelt aboard the Holdsworth. There’s something very satisfying about its simplicity. Blinkies and bar mounted computer and Stem captain clock aside everything about the build is strictly functional. Enough parts to make it stop, go and handle in great proportion but otherwise, completely pared to the essentials.

Then of course, there is my feline who seems to take great exception to and seemingly assassinates anything that isn’t Schwalbe. Those likeable 42mm Maxxis Roamer https://www.sevendaycyclist.com/maxxis-roamer-tyres being the latest casualty, so I’ve reverted to Schwalbe Marathon GT https://www.sevendaycyclist.com/schwalbe-marathon-gt-tyres  up front. 

Hopefully, said feline will approve. Perhaps it was the lack of absolute uniformity that fuelled his latest bout of contempt.  

Passed by John Moss’s house, while out running an errand, only to be distracted by his friend’s Newton trike.

This one was made from Reynolds 525, featured hope hydraulic brakes and a Shimano LX drivetrain. Another thing that caught my eye was the wheel choice- 700x28 at the rear, 26x1.5 up front. The rear Vittoria was showing obvious signs of perishing around the sidewalls, prompting a quick dash to a well-known and in my experience, justly popular French superstore.   

After some experimentation, John has commissioned a machine shop to make a crank spider, compatible with his Mango’s Sun Star system and of course, the additional ring. This leaves him free, to engineer a suitable chain tensioner system. This is to prevent derailment/jamming at a crucial point.

Staying with chains, we’ve just received these from Crankalicious. The Gumchained remedy, is basically a high performance solvent degreaser, used in their K wipe chain cleaner sachets https://www.sevendaycyclist.com/crankalicious-kwipe-chain-cleaner .

This breed of gunk gobbler pretty much evaporates-a quick clean rag once-over is all that’s required, before fresh lube can be introduced. No rinsing with fresh water/similar faff.

There are several ways of administering it. Chain baths are the most obvious, mess free option but I’ve gone the old school team mechanic’s route. Having poured a little into a plastic tube, I brush it into the links, holding the tub beneath to catch any overspill. Though chains, cassettes and derailleurs are the obvious candidates, I will also be testing its prowess, as a degreaser.  

The fleet has been fed dry and wax based lubes given summer’s here and these months are, afterall, the fairest measure of their performance (That said; it’s still relevant to see how well they endure cold and wetter conditions).  The Joe’s dry lube is behaving in very much the same fashion as other PTFE infused blends, including the Finish Line dry. https://www.sevendaycyclist.com/finish-line-dry-bike-lube

Unlike Squirt and other “flake away” types, which “ingest” grime before falling away from the chain, these just run a bit cleaner and remain slightly tackier to touch. No transmission branding on the calves, as yet, which bodes well for commuters who scoot to work in smart, pale trousers.

One quirk, seems to be the residual waxy film that builds up around the inner ring. Even after I’ve given the side-plates and ring(s) a quick, clean rag cat-lick, the milky fluid seems to collect and ultimately congeal. Experimentation suggests it’s possible to reclaim and redistribute the residue to cables, lock and cleat mechanisms. Waste not, want not and all that.

In common with the Finish Line dry, curing times are around the 15minute mark, which is also a boon, given some otherwise excellent competition can require several hours. Hardly convenient when you’re running late on Monday morning, or a mate’s dropped by, inviting you out for a spin. I’m expecting around three hundred miles per application, through a predominantly dry, though occasionally moist June/July.

We also received this Crankalicious Mayo Jaune frame polish, which they describe as a “Deep cleaning polish and glaze, for removing scratches and marks in all frame types”. We’ll see. Now, remember the blasting and prepping last week...Sparked your curiosity? Well, click this link https://www.sevendaycyclist.com/gravel-bike-on-a-budget , and wonder no more!  

Gravel Rash

No, I’m not referring to a fast and painful encounter with terra firma (although back in the late 90s, I sported acres of asphalt and slag burns). I am of course referring to the genre of off roading aboard rigid bikes with cyclo cross DNA, bigger clearances and more bottle bosses.

 

This sense of escape is the same as that first imagined as a callow youth, reading mountain bike magazines during geography classes. Back then, I had no money. These days, projects need to pay for themselves and any new one, MUST coincide with schematic and continuous clear outs.

Enter this frameset. It’s a 19inch 631 Dawes from the early 1990s, complete with 1- inch threaded fork. It belonged to Paul Vincent and run by him as a cyclo cross bike, hence, the cantilever mounts were moved to accommodate 700c wheels.

It had been refinished in a rather fetching, although slightly battle-scarred grey. The project brief is to build a fat tyre, pared to the essentials 700c gravel flyer for virtually nothing.

Reclaiming space and cash is imperative. Otherwise, thee comes a point where friends’ garages and loft spaces have also been colonised…Next thing you know, they need these spaces back and, you’re presented with an almighty storage crisis. Things turn decidedly awkward for all concerned.

This sense of panic also means, you cannot separate what is valuable (whether that’s measured in sentimental, or monetary terms).   

I’m a creature of sentiment but there comes a point where three, maybe four saddles, is fine, ditto six sets of (different) condition specific tyres. Ten saddles, 15 sets of tyres and it’s time to rationalise.

Context established, little surprise that I dropped by Maldon Shot Blasting & Powder Coating http://www.ctc-powder-coating.co.uk/  for a chat. Graham seemed quite excited by the project. He gently steered me away from a classic red and toward a candy teal.

Candy finishes though beautiful, are tricky to apply and, even applied by the most experienced sprayers, there can be some very slight variances in the overall effect. I was told by Paul, that the frame had been powder-coated. Hence, I was expecting it to need a dunk in the methyl-chloride tank. This softens the paint, before it can pass to the iron oxide cabinet.

Closer inspection and a knowing sniff; revealed it was our old friend, wet-spray 2K. Hence, having masked the threaded areas, Graham whipped it into the iron oxide blaster. It took twenty minutes to remove every. last trace. However, good, sympathetic preparation and a correctly keyed surface is essential. No dings, dents, or similar imperfections, which was pretty much my expectation.  More next week…

 

Like big tyres? Well, I reckon Vee Tire Co Zilent https://www.sevendaycyclist.com/r  give Schwalbe’s long running and justly revered, Marathon Plus https://www.sevendaycyclist.com/schwalbe-marathon-plus-tyres  a good run for our hard earned. For me at least, working bikes need to be practical but also fun to ride.

Arguably, if a bike isn’t fun, then its not actually that practical. I’ve had a quick switcheroo of my Ilpompino’s front tyre, exchanging the Continental Contact plus https://www.sevendaycyclist.com/continental-contact for the lighter, faster rolling 42mm Maxxis Roamer https://www.sevendaycyclist.com/maxxis-roamer-tyres

I’m a sociable loner and an introvert by nature. Characteristics, which are frowned upon in a society, that favours extroversion. However, many, introverts, myself included, are very capable of holding our own in a professional context. I can interview people and network with suppliers all day long.

Cycle and motorcycle touring teach a myriad of skills. Self-sufficiency and resourcefulness being the most obvious. Forging constructive relationships quickly is another. Crashes can be painful.

The best maintained machines can fail unexpectedly. The skills to repair that broken rack are academic, if you can’t persuade a local mechanic, or blacksmith to lend you their welder. Then of course (As my late father was fond of pointing out) you might want to eat!

No, I didn’t learn to read people’s minds, or perform some Vulcan-esque mind moulding technique. (More’s the pity!). Nonetheless, I can identify whether someone’s intentions are good, or otherwise.

Working with models demands the ability to quickly put people at, and moreover, maintain that ease. My shoots are renown for being very chatty. Unlike extrovert personalities, outside of these contexts, I require a lot of time to myself, contemplating ideas and mentally recharging.

Most recently, I’ve worked with Tom Collins, seen here modelling our Seven Day Cyclist T shirt and the lovely, ultra-professional Amy JR Jones. Amy and I hard originally planned a duo-shoot, with an aspiring male model but he backed out, without notice.   

Titanium & Timewasters

I’d done a couple of model shoots in Dovercourt but hadn’t dropped in on Justin Burls http://burls.co.uk/  for almost three years. High time we had a catch up. Down in the workshop, he was busily building a customer’s mountain bike, based around one of his legendary, custom made titanium framesets. I can hear some of you screaming Wot no discs!!!????

Well, the machine in question is being built for an epic, wilderness tour of Africa. A raw and punishing environment, where outright reliability trumps sophistication/exotica.

One of the many reasons I toured with 4130 Cro-moly racks, or trailer.

Worst case scenario; should a breakage occur, chances are a roadside garage would be able to blast it back together with either an oxyacetylene kit, or MIG welder. Talking of which (Probably has its origins in my childhood and many afternoons in a workshop) I was keen to inspect Justin’s new workshop extension and TIG inverter.

TI aside, Justin traditionally fillet brazed his framesets. I was rather taken with his frame jig. More with its rusty patina, than the contrasting, space age titanium road frame held within it.

He was also preparing a pared to the essentials fixed frameset with a beefy wishbone rear triangle. No drillings for brakes, let alone mudguards, or similarly civilian stuff here!  Hanging on the wall, was his Dawes Galaxy tandem.

Arguably one of the best production models, rivalled by Claud Butler (Holdsworthy) Super Dalesman during the 80s I also liked Dawes Double-edge mountain bike tandem. Look closely at Justin’s and you’ll notice shortened Shimano cranks and a very sleek adaptor.

This was so his daughter, Alex could do stoker duties. However, she’d had a growth spurt, thus this expensive adaption was now redundant! At least, until his son, Tom gets tall enough…

Now, being able to ogle another rider’s workshop space is an honour and a privilege. Its also fascinating and serves to illustrate that one rider’s trash, is another’s treasure. Swap meets sound like the ideal means of exchanging unwanted kit but for the moment, online auction sites are my default. Keeps personality and emotions out of the equation.

Back to my fleet. I’ve swapped the Vel SE cage, from the Holdsworth and to my cross/gravel fixed. Reason being, the twisting forces associated with a side-entry design, coupled with a large trade bottle, has proved too much for the former’s band on mounts.

It’s caused them to rotate annoyingly over the course of a ride. No migration issues with traditional, top entry cages and 750/800ml bidons. Something to bear in mind…I’ve also hit the 300mile mark with the Finish Line Dry lube, so have introduced some Joe's Dry, which arrived for testing, last week.

Been a frustrating week, with models cancelling, or messing about, prompting me to update my cancellation policy. The model who cancelled, is usually super reliable and was presented with a situation she had no control over. She also contacted me first thing, that morning.

I am a compassionate person and know only too well that sickness doesn’t stick to a schedule.

I also know, first hand that the most reliable and well-maintained vehicles, or childcare can let us down. However, I have no time for those, who book shoots and then hedge their bets, or don’t show.

A Bedford based model did just this. On the one hand, inconvenience and wasted time have really irked me but on the other, clearly a lucky escape. I’ve wished her every future success and promptly blocked her, from future email, or portal communications.

Communication is key and its one of the reasons I engage in a fair bit of pre-shoot correspondence. Any photographer, who cannot bolt together, a coherent and articulate paragraph is worth swerving. The same goes for models who approach, wanting to work but with no idea of what they want to achieve.

If someone approaches me with the opening line “Hi, I like your work, would you like to shoot?”; I’ll typically reply, asking what attracted them to my work and me, specifically. If they do not reply, or cannot articulate in reasonable detail, it tells me all I need to know.    

Donkeys & Destructive felines

I dropped my son home, to discover his favourite toy-a talking Donkey (from the Shrek franchise) who he was inseparable for many years. Clearly still revered and sitting pride of place, in a swivel chair. For several years, I searched high and low for a replacement donkey, just in case…The worst happened…

As you can probably tell, he wasn’t the only one smitten with the 14inch cuddly character. At the time of purchase (back in 2004) several colleagues and I wanted one, for ourselves!

A quick browse of ebay…Next thing I knew, I’d indulged. We’ll blame it on sentiment and the relief that, following an X ray, my dental abscess required no further and moreover, painful treatment.      

Back in the saddle…

Thanks to sunny skies, the Holdsworth has been seeing a good couple of hundred miles over the past week, or so. I was surprised to discover its rear Vee Tire Co rain runner, had succumbed to a hedge clipping. The sort that burrows into the aramid casing, just deep enough to graze the tube, resulting in slow but steady, loss of pressure.  

Nothing a patch couldn’t cure. Though the rain runner (now known as Rolldiac) are a lightweight, grippy and generally dependable tyre, I’ve plucked this 25mm Freedom thick slick from my tyre rack.

These are made by WTB and according to their blurb “Designed to withstand the harshest urban elements”.

Urban labels aside, they’ve been perfect for winter training and in a bigger section, they’d also handle some lightweight/weekend touring (I’d used these 25mm on the “Teenage dream” and ‘cross biased fixed, for a good few months, with excellent results).

True, the casings feel relatively harsh, compared with the Rolldiac/Rainrunner, or indeed the Panaracer Pasela. Wire beads will turn a few people off Nonetheless, these are tempered by leach-like cornering prowess (wet, or dry) and outright reliability.

Even after a few years, dry storage, there’s no hint of deterioration, especially around the sidewalls. A crushed Kevlar belt and dura layer armoured sidewalls also appear to deliver, long term in the real world.

Even my malevolent farm cat hasn’t taken exception to, or at least been able to gnaw through them. Observation (and a large number of tube casualties) leads me to conclude he genuinely likes Schwalbe and Continental, yet has visceral contempt for pretty much every other brand! 

Luckily, I’d just taken delivery of a new batch of spare tubes. Much studier than the usual bundles, they were on sale and for very similar money. I’ve swapped my ‘cross inspired fixed’s Vittoria voyager hyper fort the Schwalbe Marathon GT https://www.sevendaycyclist.com/schwalbe-marathon-gt-tyres  

Black walls, either plain, or with retro-reflective piping has largely reigned supreme but recently, tan sidewalls are creeping back into vogue. Perhaps, this is partly influenced by the popularity of retro. Whether this is an influence of the retro-revivalist trend. Or just another example of things being cyclical remains to be seen.

The Vel SE cage arrived on Monday, so the Holdsworth was an obvious host. I seized the opportunity and swapped the Elite for the Enigma, thus ending contact and knuckle grazing issues with bigger (read standard 750ml) trade bottles.

I’ve had to nip the Topeak adaptor mount a few turns, to counter the seemingly greater lateral forces generated with a side entry design and 800ml Zefal bottle. Not a big deal but one of those things, I hadn’t anticipated and might not have occurred, if you’re coming from braze-on bosses.

Compared with the bright green SL sibling, the SE’s plain black looks a touch ordinary, dare I say, less refined, or shapely than the Lezyne flow. That said; thus far, the design offers decent tenure and is easily reversed to suit dominant hands. Much to my surprise, the SE is in fact, alloy bodied, with composite ends. However, this explains why it copes so well, with heavier loads, such as tool bottles and old school  bottle batteries.

Continuous Improvement

Dental abscess under control, courtesy of amoxicillin, I resumed product testing and model photoshoots.  Warm enough for ice cream…

More tyre swapping followed and following an unexplained blow-out, on my everyday fixed, I’ve gone for big volume 35mm. Continental contact plus up front https://www.sevendaycyclist.com/continental-contact  and Vittoria voyager hyper behind https://www.sevendaycyclist.com/vittoria-voyager-hyper-tyre . Two very different tyres, in many respects but reliable. 

While rummaging round for these (not to mention spare tubes) I resurrected these issi two triple clipless pedals. Dual sided design, high quality, buttery smooth sealed bearings, Cro-moly axles with black chrome finish.

The latter isn’t just aesthetic. Provided it’s been applied correctly, black chrome also provides much better corrosion resistance than traditional electroplate. The ability to literally step-in and go, is a definite boon, especially with a fixed transmission.  

A welcome return. Having played with Finish line 1-step cleaner and lubricant https://www.sevendaycyclist.com/finish-line     I’m also giving the Smoove universal chain lube a second chance. https://www.sevendaycyclist.com/smoove-universal-chain-lube

Temperatures between 15 and 25 degrees have seen it assume a tacky, waxy state, which seems to cling to the chain. Transfers quite nicely to hands, although this is only a consideration, when tackling roadside mechanicals.

The same goes for more traditional, wet types. Either way, I’d pack a pair, or two, of disposable gloves in your bike luggage, for just these situations.

Particularly, if you commute to work, in office smarts… At the other extreme, though highly appropriate, given my Holdsworth’s “Sunny days’ plaything cum TT bike” design brief; there’s Finish line dry lube.  Oils containing PTFE are considered pretty basic-bog standard, even, although some mixes more sophisticated than others. 

This one is made with polymers, goes on wet and then cures to a dry, paste like consistency, thus attracting minimal dirt. Curing is around the twenty minute mark, rather than a few hours, which also came in handy.  Though quick flowing, its less runny than some, so provided you keep some kitchen towel hovering beneath the chain, it shouldn’t race all over the rear tyre, or kitchen lino…

They also reckon it provides “adequate wet weather performance”.  So far, it’s holding up nicely. Friction is low, although not as low as the latest generation of dry formulas, including Weldtite TF2 Ultra dry chain wax https://www.sevendaycyclist.com/weldtite-tf2-ultra-dry-chain-wax . Talking of which, in dry conditions, 330 miles per application is the figure to beat. To date, I’ve cruised past the 120 mile mark and there’s little sign of it receding. Transfer to hands has also been in trace territory.

Critically evaluating these things (which is essential, in my opinion) it’s worth noting that a single application of chain lube can suffice, during a really arid summer. In real terms, we’re talking something stodgier but six weeks, or so isn’t out of the question with middleweight wax, or dry formulas.   

The “last word” in customisation is another hotly debated topic. Traditionally, a bespoke frame and paintwork occupied top spot, and were obvious choices. Custom stems might be another. However, I’m thinking something subtler, dare we say, easily within reach of all riders, regardless of budget.

To a lesser extent, the normalisation of semi/compact geometry frames, over the past twenty years, has greatly reduced need for bespoke frames. Small riders, or those (including myself) who are unequally proportioned, now find it easy to get an off the peg frameset and contact points that fit beautifully (albeit not perfectly).

One thing that is often overlooked, is the humble bottle cage.  However, in recent years, I’ve become increasingly endeared to the concept of side entry designs, especially those, which can be orientated to suit left, or right dominant hands.

The other main appeal is these will fit within small main triangles, so two big bottles are easily accessible on the seat and down tubes.  Some Vel SE cages have just arrived on our test bench. Be interesting to see how they compare, with something like Lezyne Flow SL.

So then, modelling commissions...The temperate, brighter weather lends itself to location shots.  These do run the risk of interruption, from passers-by but most people are very respectful and don’t intrude beyond a simple, courteous greeting.  

Photographer and model should never feel uncomfortable. I am careful to research models who approach me and encourage them to research a photographer carefully before agreeing to work with them. 

There are photographers and GWCs (Guy with camera). The former have a high level of skill, professionalism and behave ethically (There are always exceptions to this rule. Some photographers have excellent technical abilities, but are of dubious character).

Much of this can be screened out during pre-shoot approaches/communication. A two-way street. There are plenty of “models” who I would not consider working with, for various reasons.

Both parties should be clear and comfortable about the shoot. A model who doesn’t have a clear(ish) idea of what she’s looking to achieve raises red flags and I politely decline.

Similarly, I’d encourage models to look at a photographer’s site, their port-folio and ask around. People talk. References are a useful guide but shouldn’t be taken as gospel.

People tend to err on something positive as a default, for fear of reference reprisals. They may leave a lot out, which is quite telling. Repeat business/bookings are a good sign but again, gut intuition is key.    

 My site desperately needs updating. However, a “photographer” without a site or similar presence should set alarm bells ringing.  Ditto, if they can’t string a coherent paragraph and detail a shoot specification. “Oh, just bring loads of lingerie” should be a model’s cue, to close communications and look elsewhere.