Wind, Rain, Ice, Variable Gears & Seasonal Lows

 I returned from a ride and noted the fixed gear winter trainer’s chain tension was on the slack side. The Z1’s nickel-plated EPT coating was also showing through- the Zefal  Extra Wet Nano Ceramic ZEFAL EXTRA WET NANO CERAMIC CHAIN LUBE | cycling-not-racing (sevendaycyclist.com) had been licked clean in places. An easy fix on both counts.  

Given the wet, mulchy conditions, the bike needed another thorough sudsy bucket wash and rinse. Same went for the brushes Finish Line Easy Pro Five Brush Set | cycling-not-racing (sevendaycyclist.com). I poured some neat bike wash into the bristles, worked this into a lather and rinsed with warm and cool water.  

Grot purged, chain tensioned and re-lubed, I decided New Year was time to switch to Ursula for a while. Aside from fancying some dirt, I needed to conclude some testing-specifically the Raveman XR 6000 Wireless Switch Controlled front light Ravemen XR6000 Front Light | cycling-not-racing (sevendaycyclist.com), and the Silca Secret Formula Chain lube. For some reason, the XR 6000 refused to power up.  

The battery was showing a 50% charge and when prodded, the remote switch flashed blue but nothing from the lamp. Perplexing, although didn’t stop pre-dawn play, since I had the K-Lite Bike Packer Pro V2 Front Light K LITE BIKEPACKER PRO V2 FRONT LIGHT | cycling-not-racing (sevendaycyclist.com) .  

I tried to coax the Ravemen XR 6000 into life at various points during the 20-mile loop, but no joy. I’d not exposed the battery, or connectors to anything IPX6 shouldn’t shrug at. Could I have somehow locked the system so it wouldn’t engage...Concluded I was best served by giving the battery a full charge and trying again. (Spoiler alert, this solved the issue, and I was able to capture some beam shots).  

Ride concluded and decided it was time to top up the Silca Secret Formula Chain Lube. I was slightly perturbed by the brown. Then I remembered it was a waxy formula, so grit, mud and similar contaminant becomes embedded within the top layer, falling away before it can engage with the chain. Some of the local lanes had literally become trails and wet enough that my neighbour's dachshund would need a snorkel.   

All this standing water, though great for testing the capabilities and resilience of technical kit, did not bode well, since temperatures were predicted to tumble. This prompted a switch to the SP SV and XT wheelset, which were shod with the Schwalbe Ice Spiker Pro Schwalbe Ice Spiker Pro Tyres | cycling-not-racing (sevendaycyclist.com) but it held above freezing. At the other end of the rubber world, here’s my review of the Hutchinson Challenger Tyre https://www.sevendaycyclist.com/hutchinson-challenger-tyre 

Roads, including motorway exits, were flooded- the latter I discovered having left one and my little KA being hit by a wall of water. Further along this route, a stranded Mercedes sat slumped in the filthy water, its hazard lights pulsing eerily in the darkness. This was the theme for another ten miles, and I was relieved to pull up on the drive and let the engine run to drive out any floodwater, assisted of course by this Muc-Off Bike Protect. I also went this route post-ride the following morning with Ursula. Cables, cleat mechanisms, mechs etc all given a quick blast, before I reapplied the Silca Super Secret Formula Chain Lube.   

I also noted a paint chip on the seat tube cable guide, so treated that with a light helping of KRUST, adding a lick of high-build marine primer some four hours later. I’ll take the same route with the frame ends come spring. For now, I’m treating them to regular applications of Muc-Off HCB-1, which is designed for harsh environments and will theoretically seal the elements out and keep the grot at bay. Unlike more traditional formulas, it promises not to do anything nasty to electrical contacts, rubberised components etc.  

Cycology has been kind enough to send me their See Me Pink Handlebar bag and 8-day Handlebar tape. The latter is a compact model, which is a better fit for my bars, which have limited real estate when lights, switch gear and computers are taken into account. In common with the See Sense Handlebar Bag SEE SENSE HANDLEBAR BAG | cycling,-but-not-usually-racing (sevendaycyclist.com) I reviewed a while back, it’s possible to mount it, very securely just behind, rather than in front of the bars.  A plus if you’ve a lot going on upfront and/or are running a very stumpy stem.  

 

Chains & Steerers

 Having replaced the fixed gear winter/trainer’s KMC Z1 ESP and confirmed I’d worn its predecessor out in 2,000 miles, I decided now was the time to invest in a Gusset S Link chain. It's a model intended for heavy duty BMX duties, but they’ve proven very rugged, durable choices for road going fixed gear builds.  

True, there’s a weight penalty but the ½ link design means a very precise length and in the context of conversions, does away with things like chain tensioners. In terms of strength, the S-Link is cited as being 1300Kgf (Kilogram Force) while a standard chain is closer to 850Kgf. This will hopefully extend chain life, since I don’t run a rear brake on my fixed gear builds and though arguably the simplest transmissions going, fixed builds subject chains and sprockets to considerable forces.  

There are coloured options, employing PTFE infused paint but I’ve gone the electroplated route.  While I was there, I also invested in another couple of 10spd KMC chains for Ursula, since prices were favourable and given the filthy conditions, the existing unit was hurtling closer to .7 faster than I’d bargained for. Whether the Silca Secret Formula will slow this remains to be seen.  

Chains are inexpensive staples, worn drivetrains are not. I was also surprised to discover the adhesive had failed on this LED. Thankfully, it was simply a case of adding a little superglue and sealing the light back together (having inspected the internals, like a curious ten-year-old might). 

The Pirelli Angel DT continue to impress. Having run the CST Xpedium CST Xpedium Tyres | cycling-not-racing (sevendaycyclist.com) as a control for 200miles, switching to the Pirelli revealed just how swift they are. Not that the CST are remotely stodgy, rather the Pirelli are noticeably easier to keep on the boil and ride quality is tangibly more compliant than the ultra-dependable Kenda Kwick Journey KS Plus. KENDA KWICK JOURNEY TYRES | cycling-not-racing (sevendaycyclist.com)  

I was curious as to whether the Pirelli were in fact 32mm. A common trick by some brands in the 80’s was to claim sections were in fact wider, to claim a weight advantage over competitor brands.  

Double checking with a vernier confirmed they were in fact, 32mm-reassuring and makes direct comparisons with models such as Kenda Kwick Journey KS Plus and to a lesser extent, the CST Xpedium and Maxxis Refuse more relevant.  Iconic is a word that’s been used to the point of muted relevance these days and while battling a 40mph headwind, my mind shot back to the late 80’s and Michelin World Tour.  

I’d bought a pair in Norfolk, mid tour back in 1989. They were to replace a set of 27x1/4 Nutrack that were fitted to a Holdsworthy Claud Butler Super Dalesman, which I’d bought used, from a dealer that March. Road biased touring bikes during this period (1980s) tended to have surprisingly close clearances- less problematic with cantilevers but centre pull callipers were still around. Bottom line 700x32 (27x1/4) were pretty much tops with full length mudguards.

The World Tour’s tread pattern was sufficiently raised that it could tickle the mudguards (fenders) at their tightest point. I ultimately sold them on to a friend, replacing them with some semi slick Vredestine . Seems all these years later, that the World Tour are still a current model- limited to 700x35 and 650. Technology has come a long way since and while a lot of older kit (framesets being prime examples) are still very relevant to me, others are not.  

Drawing parallels with video games, I can see the appeal of Atari systems and some of the simplest games were also the most fun/compelling, but I wouldn’t pay nostalgic prices for them. Similarly, there’s a reason why, save for very rare circumstances, why you never return to a former partner-business, or romantic. 

Back to the Pirelli... Their characteristics were particularly welcome while battling some very stormy conditions and 45mph headwinds. Contexts which are invigorating, life-affirming and very revealing when it comes to product capability/limitations. I had donned a softshell jacket on that particular outing, which was the right call on balance.  

DWR coatings vary in their effectiveness, but softshell jackets follow a jacket cum jersey narrative, catering for a broad range of contexts and temperatures. They’ll hold back light to moderate rain without recourse to a waterproof, shell type jacket but in my experience, heavy to persistent rain will begin making itself known given an hour or so without a break in the cloud.  

Curiously, I managed to over stretch myself and strain a calf muscle while negotiating a junction- the pain was excruciating but faded as I gently eased myself along for a couple of minutes, re-engaging my right foot and progressively upping the tempo for the remaining few miles.       

Another idea that germinated over the festive period was having the steerer replaced on the Holdsworth’s original forks. Not period faithful perhaps but I was thinking in terms of having the exceptionally low threaded steerer substituted with a one-inch threadless tube, meaning I could port the Woodman Aheadset and Torus Ti stem straight over. I would mean a change to longer calliper but hardly an inconvenience. Price-wise, I’d be looking at £95, excluding paint but I wanted a more accurate quote preferably from a frame builder I knew well.   

Lee Cooper replied with a few suggestions, the least invasive to fork and livery was to prune and extend the steerer tube. Replacing the entire steerer ran the risk cracking the crown and would, without question ruin the existing livery. He proposed the most cost-effective permanent solution was to extend the steerer. The quote was similarly favourable, so they’ll be up to the midlands at the next, mutually convenient opportunity.