Festival of Lights

No, not Diwali. I’m referring to the sudden, and welcome delivery of some test lighting from another publication. One I have really enjoyed freelancing for, these past ten years. As I’ve said on several occasions, over the past decade, I enjoy riding in the dark-regardless of the season.

Lighting in keeping with tyres and other winter leaning kit, has not only improved in terms of power and output, but reliability too.

Although there are potential problems with lithium cells and high intensity COB diodes…

Blown bulbs, impotent optics, corroded connectors and crap brackets (that all too frequently catapulted lights into the nearest hedge come the first bump), are long gone. 

I need at least 800 lumens for my locale, though 1100 is more comfortable, especially if I really want to let rip. 400 is just about good enough for semi-rural work-in the navigational sense.

Only a few years back, this kind of output was all or nothing and/or required a beefy battery tethered to the top tube, adding weight and unwelcome clutter. Now, most are tuneable for output and economy, so there’s no excuse for burning people’s retinas/dazzling oncoming traffic, especially in town.

Some of the auction site specials, the sort giving change from £20 represent excellent value (Although lens and reflector quality leave a bit to be desired, which becomes apparent when hossing along a twisty rural road in the dead of night.

At the other extreme, their lowest steady modes seem to be around the 500lumen mark, which is a bit abrasive through sub/urban districts. 100 lumens, or so are adequate, in the seen by sense.

At the other extreme, some of the uber lumen compact torch types are constrained by limited run times in the highest settings. Fine for suburban riders wanting to take their post work training loop into the wilds. Dynamos aside, I’d want something capable of generating 1000 lumens (preferably more) for at least 90 minutes.

Some minor niggles aside, I’m still very taken with Moon Meteor Storm pro https://www.sevendaycyclist.com/moon-meteor-storm-pro-front-light , which will pump out 1150lumens for the best part of 3 hours (2hrs 54mins) from a full charge. Talking of which, another useful feature to look for, is an automatic kick down.

Intelligent battery life sensors, which automatically cascade downwards, once reserves reach a certain point. It could also save your bacon. Even the best maintained bikes can suffer a mechanical, which can take longer to fix, on a cold, dark night.

Anyhow, I’ve three from the Blackburn Day Blazer family- the 1100, 800 and 400 to enjoy and evaluate. Following up the rear, the same publication has generously sent me Oxford Bright Stop Rear LED, which combines a traditional LED and braking light, which works to the same principle as Xeccon Mars 30 and 60 . https://www.sevendaycyclist.com/xeccon-m

In this instance 5 diodes kick in, when it senses deceleration, whereas the Xeccon employs the whole strip. This Mars 30 and 60 seem more intense as a result but we'll see. Despite the dominance of USB rechargeable fit n’ forget systems, AA/AAA fuelled blinkies remain very relevant-especially for touring, long distance night rides and indeed commuting.

Spare cells are easily carried, or indeed purchased from supermarkets, convenience stores/petrol stations.  Generally speaking; I run these on ni-cd rechargeable cells but keep some dry cells handy, as a contingency. Talking of reliability, these Vee Tire Co Zilent MK2 tyres are proving very reliable, and surprisingly sprightly, given their weight. https://www.facebook.com/Sevendaycyclistmagazine/videos/2519973554895678/

Ending on that note and with the evenings drawing in, here’s our overview guide to blinkies/safety lighting. https://www.sevendaycyclist.com/in-the-blink-of-an-eye    Right, off to play with those lights, and this rather comfy looking Selle Italia Novous boost superflow saddle.

Harvest Festival

 

No, not that one…After a week’s postal drought, a blizzard of kit arrived, including the Redshift Shockstop Suspension Stem www.redshiftsports.com I referred to, a few entries back.

Unsurprisingly, it’s infinitely more sophisticated than the Girvin Flex stem that divided opinion, back in the day (but one I was rather fond of). More refined engineering and working to closer tolerances, set up, is perhaps, predictably, a little more involved.

Given this precision and depending on rider weight, elastomers need to be swapped over and pre-load carefully reset. Not the sort of installation you’d attempt, 20 minutes before a big ride.

On paper, my Holdsworth might seem an unusual test rig. However, the shock stop is also intended for tarmac biased riding and the weight penalty, compared with a traditional 7005/6061 unit, is only around 80g.

As I’ve mentioned before, the frameset’s thin, steel tubes and carbon composite fork blades, are synonymous with compliance. However, the steerer is aluminium alloy and front end can feel unexpectedly direct, over washboard surfaces. My favourite 1in7 descent being a case in point.  

Ison Distribution www.ison-distribution.com sent me these rather fetching Genetic CX cantilevers for testing. I’ve reviewed several Genetic products, from pedals to seat posts, over the years, and have been consistently impressed, by the brands’ bang-for buck ratio.

Despite discs’ dominance, there’s a lot to be said in favour of the humble cantilever. Lightweight, a well-honed unit has adequate mechanical bite, to halt 115kilos-comfortably.

These are CNC-machined aluminium. The braced design, we’re told is designed to eradicate flex. 

Standards of finish are very high, relative to the asking price and polished finishes always keep their looks. Albeit with the occasional waxing, or buff with a polishing cloth and product, such as Crankalicious Mayo Jaune. https://www.sevendaycyclist.com/crankalicious-mayo-jaune-intensive-  

The Genetic were trickier to set up, with my Univega’s shallower reach Microshift brifters, which is historically, the case, with any wide arm design. M System patterns and models, such as, these Avid Shorty 4, are pretty much plug n’ play.  Crucially, I have the tubby 

tourer’s braking back up to scratch now.    

Elsewhere, I’ve switched my winter/trainers perch from the likeable 14mm wide BBB Echelon saddle, to titanium railed Brooks Swift homage. Motivations for this, will become obvious, further down the line.

However, its butt bespoke and some additional “spring” is welcomed along the lanes. Especially, since I’ve forgone the Cane Creek Thudbuster ST https://www.sevendaycyclist.com/cane-creek-thudbuster-suspensuin-se   in favour of the more tarmac traditional Genetic Syngenic https://www.sevendaycyclist.com/genetic-syngenic-seatpost .

Despite warnings of apocalyptic weather fronts, temperatures remain in the high teens/early twenties. 

No call for substituting shorts and summer jerseys for something more substantial (although summer kit is easily extended through autumn, with Lycra arm and leg warmers).

Talking of which, I’ve been suitably pleased by the Tenn GC Eurosport range https://www.sevendaycyclist.com/tenn  https://www.sevendaycyclist.com/tenn-global-eurosport

We are being approached with winter ranges, including some from Stolen goat www.stolengoat.com , which is really nice.

The 29^th marks the tenth year of this blog and has me reflecting on my motivations behind it. Its conception originated with the acquisition, and restoration of a certain orphaned frameset-hence the title.

However, other cycling related projects and concepts/product testing soon crept in. Occasionally it has lapped at social commentary and indeed, some personal shorelines. There’s a lot more to riding, than components and equipment, which make everything go, stop and handle in correct proportion. Yes, I am including the rider, in this equation.

Two wheels, with and without engines are extremely practical, everyday vehicles for a small planet but long, steady miles are very conducive to deeply reflective states. Often, I contemplate the journeys along life’s highways and my wrong turns on its roundabouts.

I’ve been brutally penalised for some mistakes on the one hand and I am acutely aware of a controlled rage within me. Conversely, I have a responsibility to myself and others, to learn from and channel these experiences/emotions positively.

Similarly, some unexpected detours have resulted in serendipitous successes. On that note I’ll end with Steve’s review of Surly’s Ted Trailer. With a maximum payload of 300lbs, its ideal for those of us carrying big, bulky loads, of a physical nature.  https://www.sevendaycyclist.com/surly-ted-trailer

Lock-rings are Like Busses....

I’d been waiting ten days for one, then, in alignment with Murphy’s law, two arrived-a day apart. Some of you will be thinking hmm, couldn’t you just use a cassette lock-ring, after all they tighten using the same tool? Yup; got curious and took that route, with one from a 12tooth cassette but can confirm incompatibility.

No matter, a lick of Park PL1 grease, nipped 40nms tight, wheels were swapped, and testing of the Halo/ShutterPrecision SL9 commenced.

Size was the SV9’s initial draw. I was curious to see how it compared to the SV8. https://www.sevendaycyclist.com/halo-rim-and-shutter-dynohub-disc-b  Some Audax and winter roadies were impressed with the SV8’s output. Several commented they would want something sleeker than this and other, more traditional dynohubs.

According to the Shutter Precision blurb, the SL9 is an improvement on its predecessors, achieving similar output and lower resistance in a more compact package.

A moot point with smaller wheels, its been suggested there may be some loss of output on 700c builds, depending on other factors, such as lamp output/quality. I’m yet to notice any drop thus far but we’ll see what presents in the next 400 miles or so. 

In other respects, the wheel arrived true and very well tensioned, with no hint of pinging, or similarly disconcerting sounds, associated with bedding-in.

Stark contrast to the Teenage Dream’s Mavic Ma2/Campagnolo Athena wheelset, bought mail order, back in 1991. Right from the first few pedal strokes, those stainless spokes were pinging n’ popping for the first five miles. I let them bed in for a week, or so, then headed to my local wheel builder, for a quick tune up.

Admittedly, said machine doesn’t do massive mileages, at least compared with my Univega and working fixed. However, 27 years hence, they’re still serving me well enough, so can’t’ve been too badly built!

Back to the SP, I will alternate between the Trelock https://www.sevendaycyclist.com/trelock-ls960i-dynamo-front-light  and Exposure Revo (MK1) lamps, see how the hub behaves over the coming month, 400 miles. With autumn’s silent, incremental creep, I’m working through summer kit, treating the KA’s chassis and underside with home brewed Waxoyl and contemplating the winter riding wardrobe.

The working bikes chains are presently dressed in this Weldtite TF2 advanced ceramic chain wax. Now, there will be some of you, who will say wax lubes can be made for literally pennies, at home using a mix of candle wax, Xylene and other solvents. True and I’ve been very impressed by this backyard alchemy.

However, these are very volatile and could very well result in a major, life changing explosion. DISCLAIMER: ANY BACKYARD ALCHEMY IS PERFORMED ENTIRELY AT YOUR OWN RISK.

If price is your sole motivator, buy five litres of basic 15w/40 motor oil and apply half a capful to your chain(s) wipe away the excess fastidiously and clean contaminant from the side plates, on a weekly basis. Cleanliness, low maintenance and indeed, low friction are the main draws of wax lubes.

With the traditional/emulsion types, contaminant became embedded and then flaked away, leaving a thin layer of lubricant behind. Fine in dry, dusty conditions, they were easily dismissed come the first hint of a shower.  

More recent, sophisticated formulas tend to run cleaner in the first instance and are becoming increasingly durable. So far, I’ve done 250miles on the first helping, in changeable, although primarily dry conditions.

I am expecting it to cruise past the 400mile marker, without relenting. Cleanliness, is closer to Smoove Universal Chain Lube https://www.sevendaycyclist.com/smoove-universal-chain-lube-summer-  https://www.sevendaycyclist.com/tf2    rather than its TF2 counterpart. There is some modest contaminant and a 10hour curing period won’t suit everyone, but on the plus side, it seems more resilient.  

I’m naturally intrigued as to its longevity during precipitation and general seasonal dampness. Given forecasters are promising an Indian Summer, it may well be in evidence several weeks down the line.

Dynamos

As the nights start creeping in, lighting becomes a greater priority, although like many, good lighting’s a must, year-round. The days of bottle dynamo and glimmer-type halogen lamps are long gone. Riders are spoilt for choice, when it comes to powerful and affordable systems.

For me, navigational prowess and “seen with” safety is equally important. I don’t like anything that might dilute this, hence only my front light is powered by the hub. LEDs at the rear, for me. Keeps things clean and simple too, no wiring to snag.

This is particularly important on a build, such as my Univega, which traverses unmade roads and forest trails. Its Exposure revo lamp will produce 800 lumens, at very slow speeds and to date, the only credible alternative to uber lumen rechargeable systems. 

Fed by a Shimano Ultegra hub, resistance is nominal too, although there’s a weight penalty- around 350g above a standard, high quality front hub.

With this in mind, and being impressed by Shutter Precision’s 403g PD8 https://www.sevendaycyclist.com/halo-rim-and-shutter-dynohub-disc-b  I was delighted to take delivery of this Halo Evaura/ Shutter Precision SL9. To my surprise, this is 80g heavier than the Halo White Line and PD8 pairing.

The SV9 is cited as being 309g and though the family resemblance is obvious, looks as if it has been put through a matter-shrinking device, a serious plus, if you want a really, sleek, unobtrusive unit for a winter, or audax build.

Ours was machined to accept centre-lock discs, such as this Shimano but I went the machined sidewall route, so its easily swapped between my fixed gear winter/trainer and 

more traditional 700c ‘cross and touring lorries.

A lack of Shimano lock-ring has stalled testing, although there’s one on order. Meantime, I’ve checked the weights, added rim tape and mounted the Soma Fabrications Shikoro https://www.sevendaycyclist.com/s .

Riding, whether it’s lightweight bicycles, or middleweight motorcycles has always been about freedom. The ability to escape, disappear and be “at one” with machine and surroundings. High quality lighting simply enhances the experience.

Long obsolete now, but the first generation of high-power lead acid systems, such as Night Sun and BLT were game changing. Run times weren’t overly generous and output was much less tuneable, compared with contemporary setups, thus not the best round town.

However, these systems allowed us to “own” the forest trails and deserted backroads. Night brings a completely different persona to frequently travelled routes. North Holmwood in Surrey magically transforms from well-heeled suburbia, to lanes illuminated only by houses and the occasional, passing vehicle.

There’s a lot to be said in favour of nocturnal riding. Firstly, it brings a completely different character to familiar routes. Not only do we become more aware of our surroundings, but climbs become less arduous, descents more fun and for me personally, there’s a deeper sense of connection with my machines.

Aside from seasonal compulsion, I often test bikes and equipment in the dark, for precisely this reason. I may/mot be drawn to the aesthetics of something but how does it perform on a truly functional level, can I rely on it? Sure, reliability is of greatest importance during the depths of winter and there’s sound argument for the occasional mechanical being part n’ parcel of riding.

I discovered my Univega’s rear cantilevers had become extremely sticky, dragging on the rim. Having stripped and inspected the cantilever posts, given these were almost 13 years old and were OEM equipment on my fixed gear winter/trainer, I had a rummage through the spares drawer and fitted some Avid shorty.

This sorted the problem, offer improved modulation/feel and are easier to setup. As a precaution, I also stripped, re-greased and reassembled the IRD CAFAM 2 https://www.sevendaycyclist.com/ird-cafam-2-cantilever-brakes . There was some minor corrosion on the springs but that was pretty much it and to be expected, given the long winter we had.

Even the best maintained machines can let us down, unexpectedly.  Night riding is also good, for general reflection and the sense of speed, distance and escape often allows the unconscious mind to work overtime. Ever wondered why you return with renewed clarity and often, the solution to problems-complex, or otherwise?

  

Making Contact

Contact points are probably the most personal and subjective components. Redshift sports are sending us their Shock Stop suspension stem. Like most things, its not a new concept. https://redshiftsports.com/shockstop-suspension-stem

Redshift sports are a group of mechanical engineers and this is apparent in their meticulous approach to research and development. Other components include their Switch system. https://redshiftsports.com/systems

These include a quick-release aerobar and a dual position seat post, which can be adjusted for an aero/road stance to suit conditions. A very appealing idea, allowing a road bike to double as a TT machine with minimal faff.     

Those of us who spent the early 90s blasting along the trails, will doubtless draw parallels between this, and the Girvin Flex stem. I was very fond of my Flex stem (not to mention the 1990 Kona Lava dome it was fitted to).

Though it offers between 10 and 20mm of movement, the shock stop is aimed at the thinner tyre Gravel/Cross/Adventure faithful. The system is reckoned to be maintenance free.

Elastomers are the common link between the two designs. The Girvin wears it’s with pride, the Redshift’s are internal (primarily because it’s an Ahead system). Contact points can also fool you into thinking it’s the best/worst change you’ve made.

I’ll reserve judgement, temper my excitement and reflect after 400miles, or so.  Several hundred miles hence and I formed some definite opinions, regarding the Soma Highway1 handlebars. https://www.sevendaycyclist.com/soma-highway-1-handlebars  The change of stance is exactly what I was seeking. Despite the Holdsworth’s pencil thin steel tubes and carbon fork, the front end can feel very direct, when tackling washboard surfaces, especially at speed.  

I have also been impressed by this Genetic seat post. Some have drawn parallels between this, and Thomson units. There are clearly nods in the latter’s direction and these really appeal to me aesthetically.

CNC machined 7075 aluminium alloy is extremely durable and so far, the anodized finish is extremely pleasing, aesthetically and better than I’ve come to expect from this price point. https://www.sevendaycyclist.com/genetic-syngenic-seatpost

Ours was the road biased 300mm, plenty long enough for my ‘cross cum gravel biased fixed. There is a 400mm version, arguably better suited to mountain bikes and/or taller folks, riding smaller compact geometry road framesets. For the time being, it’ll stay, and I’ve earmarked the mighty Thudbuster https://www.sevendaycyclist.com/post-modernism  for project Dawes.

Staying with contact, tyres are our first point, with terra firma. A more changeable weather front has presented an ideal opportunity to really test the Vee Tire Co City Cruz. https://www.sevendaycyclist.com/vee-tire-co-city-cruz-tyres

Without giving too much away, it’s a dependable tyre, well suited to commuting, general riding and winter duties. The sort ideally suited to bikes that serve as trailer/tagalong tugs.

In my experience, children can really enjoy winter rides (so long as the temperature’s not too extreme). 

Properly dressed and at a steady tempo +3/5 is fine fir them. However, time spent fixing a flat (s) can quickly lead to chill, misery and negative perceptions of riding.

On the flip side, there’s a weight penalty. In this instance, 1600g to a bike, which did give said fixed, a slightly stodgy feel, so having done 400miles and reached some definite conclusions, I’ve reverted to the Soma Fabrications Super Vitesse EX. A fast and very supple tyre, which tip the scales at a feathery 566g (700x33c) https://www.sevendaycyclist.com/soma-fabrications-vitesse

Now things tend to expire in threes. First, my Cat Eye Rapid X rear light expired, refused to power up, or accept charge. John Moss had a look on my behalf and said the switch had mysteriously combusted, consuming the PCB track in its wake.

Bin fodder, essentially. Next to expire was my ‘cross inspired fixed’s rear hub. Thankfully, I was only half a mile from home, the wheel was literally dancing the samba. I headed home and swapped it for the deep section Halo hoop.

Then I noticed its sidewall had developed a massive bulge. Back to base, Soma Fabrication super Vitesse EX transferred, it was time to disappear, along the backroads. So this configuration stays, until I make time, to strip and investigate further.

Sunny Days, Soma Bars

The continued heatwave brought with it, a palpable spike of aggression, on the roads. It is of course, the peak of CHAV mating season, characterised by older Vauxhall Corsa and similar hatchbacks. 

Loud, badly fitted (back-firing) exhausts mandatory, to attract a mate. Presumably, this, coupled with the thumping base will induce the female’s rapid climax and validate the male’s masculinity.  

Those with more cash dress them in badly fitted body kits and spoilers. Insurance is another optional extra, since any unfortunate road user they hit, will be able to absorb the cost and any subsequent rehabilitation.

However, while an easily identifiable and somewhat predictable group, I’ve had several close encounters with others-in the saddle and behind the wheel, this past week, or so.  

It is tempting to suggest legislating against callousness and stupidity. However, compulsory driving assessments (not tests) may prove a more pragmatic solution.

However, to some extent, you can only teach those, who are willing to learn. If the UK’s systems of education, focused on attainment, rather than passing tests, maybe we’d see enlightenment.

On the flip side, this weather has provided ample opportunity to fettle and put miles on my fair-weather builds. My Holdsworth’s urban pursuit style bars, have been substituted for these 46cm Soma Highway1 drops. Made from 6061 T6 aluminium alloy, these are a compact design, which permit more time on the drops, and bring the brakes closer.

Other vital statistics include 75mm reach, 130mm drop… They’re also available in widths between 38 and 46cm and black, or silver finish. An obvious choice for riders with small hands. Less, for a rider, such as myself, with long, willowy digits. However, a deeper drop would’ve positioned me uncomfortably low, given the stem height and head tube length.

This also presented a few considerations, brake-lever wise and provided an opportune moment to replace the cable. I had pondered going the traditional drop and dummy lever route, thus giving me a cruising position.  Some older Tektro (Campag patterns) were holidaying in the spares drawer. A Dirty Harry BMX lever, mounted along the tops, was another option.

Ultimately, I plumped to keep the ACOR reverse action TT lever. Nice, smooth action, low weight, sleek looks. Upgrading to this Jagwire pro road cable https://www.sevendaycyclist.com/jagwire-pro-road-brake-kit has also brought stopping up a notch or two. Good thing too, judging by several heart in mouth, emergency stops, demanded during the first few miles, of our first outing.

A bare chested, breast-beating male, piloting a 2003 Corsa, being the main offender…

With the mercury cruising into 30 degrees, I’ve also been struggling to maintain 20mph and keep pace with the increasingly maddening four wheeled crowd.

The Gods were merciful. I got the miles in without further incident and found some, suitable photographic locations for Wednesday’s shoot. (I spent several days, the previous week, building a new, photographic website https://michael-stenning.format.com/#1 ) I digress.

Back to the Highway 1 bars and drops generally. These not only offer a lower crouch, for more spirited, faster descending but also alternative hand positions, than the otherwise venerable BBB. Thus far, the Soma seem reassuringly stiff. Even with my full weight, bearing down, on the drops.  

The finish is a mixed of polished and shot-peened. Now, the latter serves two purposes. Cynics will point out, that shot peening is a cheaper, less labour-intensive process than polishing. However, it also serves a structural purpose. Those tiny dimples are deployed to help counteract stress fractures, that would otherwise, lead to structural fatigue over time.     

These were dressed in some used, though solid, Guee silicone bar wrap, previously adorning my Univega’s moustache bars. I’d put these to one side, when some Lizard Skins DSP 2.5 bar wrap arrived, for testing. https://www.sevendaycyclist.com/lizard-skins-dsp

The Guee have a very different texture to the red Genetic silicone bar wrap (link). This provides superior purchase in wet/foul weather Despite the thinner density, I was still able to strike a decent balance between coverage, bulk and damping.

In amongst all this excitement, I also found myself in Skegness. One of those notorious places, I’d never been. Aside from the usual sea-side attractions and stag night shenanigans, a Sinclair C5 and very friendly pilot!

Now, the rains are back, presenting an ideal opportunity to see how these Vee Tire Co City Cruz cope, on waterlogged roads. https://www.facebook.com/Sevendaycyclistmagazine/videos/2030308033666784/