Greases, Gloves & the Perils of Parabens

Been working on a piece about lubricants, which logically led to a paragraph or two’s discussion of de-greasing, health n’ safety and hand washes. Parabens might not be the first thought entering our heads when scooping up some dirt purging gloop but their widespread prevalence in cosmetics, toiletries, personal (read sexual if you must) gels is cause for thought and for me at least concern, afterall, ubiquitous doesn’t necessarily mean harmless.

Used as a preservative/biocide, extending a products shelf-life, there’s an increasingly convincing body of research linking para-hydroxybenzoic acids with cancers, hormonal abnormalities, immune, neurological and reproductive toxicity.  

Indeed, there appears an increased presence of these oestrogen mimicking particles within the tissues of breast cancer patients, nearest the underarm region. Playing Devil’s advocate, it may be (like Aspartame, the somewhat controversial artificial sweetener) that there are safe limits within which such complications do not arise…

Bottom line, I’m in favour of minimising contact with anything potentially carcinogenic, whether used motor-oils, contaminated greases, even the supposedly super clean space-age polymers. Thin, washable gloves seem infinitely preferable to absorbing further, potential toxins through my skin. Elsewhere, those nice folk at Moore Large (www.todayscyclist.co.uk) have sent me a stainless steel KMC Z1 (inox).

Nudging 442g, it’s something of a behemoth but seemingly bombproof and positively serene. Now, stainless seem an obvious candidate for winter bikes and daily drivers but nonetheless, low should never be interpreted as zero maintenance, thus I’ve a hunch the pins might succumb to some red freckling.

Admittedly there’s no substitute for long miles, along wet, salty roads but in their seasonal absence I’m trying a similar experiment, leaving a discarded section marinating in a tub of fresh water laced with table salt and left drying in coastal climes.

Ours remains dressed in the factory drizzle, which appears pretty corrosion repellent but in any case, only a minority of us will be whizzing round on truly parched chains for any period. Not that this should be a problem given my present arsenal has been joined by some store brand “wet weather” and “Teflon based” lubricants passed my way for critical evaluation.

Superficially it’s tempting to say they’re dead ringers for a wealth of similar formulas, which will lead doubting Thomas/Theresa’s suggesting this illustrates the prevalence of badge-engineering. Healthy scepticism is essential but so is keeping an open mind. Two products can look decidedly similar and in some instances comprise of identical ingredients.

However, that’s not to say tracks one and two were putting different labels on the same products-weights and measures can vary, hence why some marques will stay put longer, attract more/less contaminant, or in the bad old days, leave a streaky finish, do nasty things to rubberised components and indeed, beneath our skin.

Elsewhere, in the name of frugality, gracious donation of this elderly but worthy tower means I have a reliable desktop once more and my collaboration continues to gallop towards the tangible entity we’d envisaged but near, yet so far springs to mind.

Several weeks on and those Btwin Automatic (SPDR) homages continue to delight, even on the fixed thanks to a subtle weighting that allows easy location/flipping when trickling along. As expected, their softer aluminium bodies sport more battle scars than premium fare but nothing outlandish and I love the convenience of being able to walk gracefully without ravaging best linoleum. Whisper it but I’m not regretting the Ilpompino’s regression to square tapers either; though a stiffer ring would be welcomed…

Lateral Thinking & A Saunter Through The Spares Bin

Bank holidays are a great opportunity to relax, reflect and therefore be more productive as a consequence. That said; self-employment in any capacity/context requires long hours, forward planning and oodles of self- motivation- I’ve seldom seen bed before 1am these past few months. Presently I’m working on my collaboration and specifically cover designs, which is a different but extremely rewarding challenge with intense flashes of inspiration.

Further investigation revealed the Ilpompino’s GXP cranks and cups had become sitting tenants, though three timely blasts of penetrant spray and gentle persuasion from this ACOR wrench accelerated a tidy eviction.

Obviously closed cup pro grade designs hold the winning cards when it comes to absolute precision, though open type enable loosening of the non-drive side, facilitating release of reticent two-piece Truvativ without recourse to more forceful techniques.

Much to my surprise, several salt strewn winters had infiltrated the chain-ring bolts, leaving their threads unexpectedly brittle. Hence I’ve introduced an understated but worthy sealed square taper bottom bracket and low mileage Stronglight 55 crankset for the short to medium term until such time the latter’s non-detachable ring becomes bin fodder, or I acquire something more glamorous.

110mm long axles might sound another curious choice for fixed gear builds but the chain line’s bang-on, those extra few millimetres breathing space prevents arms fouling cadence sensors and similar electrical gizmos.

Dropping a couple of teeth has lowered the gearing slightly (from 81 to 77.6 inches), lessening joint strain on more intense climbs and improving acceleration without hampering cruising tempo or inducing quasi comedic spin-out during long descents.

Such moments had me thinking about chain life. Derailleur set ups ascend the stairway to heaven between 800 and 1100 miles depending on rider sensitivity, standards of maintenance, lube and riding conditions but things seem considerably less prescriptive with single speeds. Obviously the former variables, not to mention chainline are significant players.

However, theoretically at least (given the additional loading associated with braking, track standing and explosive acceleration) one would reasonably expect this to be level pegging with their variable cousins.

I’ve had a brown 3/32 Sedis expire somewhat fatally nigh on 25 years ago while hurtling along at 42mph, inducing unwelcome mirth and interesting rider antics. Aside from last year’s infamous crush injury, there’s never been a spiteful moment or sense of impending expiry using 1/8^th track fare. 

The Ilpompino's  KMC is starting to shed its purple finish in places and I keep a generous length of links lest disaster strike miles from home but we’re well into three thousand miles. My preference is for half-links since they allow more precise pruning, especially on conversions where tensioning can prove tricky (vertical dropouts being a case in point) and some whisper 10,000 miles plus is readily attainable.

Galvanised coatings according to others are show-stopping must-haves, particularly but while taint resistance is pretty good, those I’ve used have lacked finesse unless fed a wet lube diet and eventually the zinc layer flakes away, leaving links exposed and therefore equally vulnerable to Joe n’ Joanna rot. Perhaps Inox is the answer to these particular prayers…    

Bottom Brackets Are Like Busses...

The Easter bunny bounded into Stenningrad with some deliciously tempting (read rapidly devoured) chocolate eggs, self-extracting crank bolts and a squidgy carton of Muc-off concentrate. For some time, I’ve been reflecting that standard bike wash formulas are a touch insipid, though there’s a fine line between gobbling grime and damaging delicate lacquered, painted/plated surfaces.

250ml diluted with tap/rainwater translates as 1 litre of stock iconic pink cleanser, adding a further 50ml packs a mightier punch, leaving plenty for subsequent refills plus neat gel for tackling congealed gunk typically harboured by rings and cassettes.

The ability to brew bespoke certainly wins brownie points from me but whether Nano tech actually leaves surfaces with a protective, invisible shield remains to be seen. Either way, I’ve reduced marinating times by thirty per cent and rinse thoroughly to avoid any risk of streaking, dulling or indeed, tarnish. Having tamed some pressing deadlines, I turned my attentions to a morning’s reflection, which culminated in a burning desire to upgrade the Ilpompino’s OEM Truvativ GXP external cup bottom bracket system.

Much to my surprise, both have soldiered stoically, not to mention smoothly through sunshine and slush for many thousand miles but my inner fettler told me I had a couple of high end units with super durable ceramic bearings, holidaying somewhere within my low-rise arrangement of Perspex storage boxes…

Nimble focused fingers found two- a superlight composite and an infinitely more enticing titanium model. Now, I’ve never had cause to touch a GXP unit bar occasional tightening of the left 8mm securing bolt, though received wisdom suggests these require some form of conversion kit to play nicely with anyone else’s assembly…

Could be incredibly straightforward or hassle laden, so I may investigate other, uber stiff external cup alternatives, or even the humble sealed square taper…Whatever route I assume, rest assured, it’ll involve lashings of high quality synthetic grease during installation. Interestingly enough, the latest generation of On-One’s Ilpompino is now a frameset only package, offered in a rather fetching grey… 

Another whoop coincided with the resurrection of these second skin close, Specialized BG pro mitts ready for those long spring evening saunters. Joshua insisted he must have my lowlier BG sport for his own use-well, refusal would've been churlish!

While extremely positive, my present collaboration is requiring considerable focus, an intensity mirroring that of my penultimate months as an A level student and undergraduate. Thankfully this time round, breaking tasks down to their component parts and tackling accordingly ensures pressure remains a positive, driving rather than destructive, angst laden force.

Talking of which, Zyro www.zyro.co.uk sent me the aluminium alloy version of their Tortec Epic carrier saving a few quid and 200g on its inox stable mate, while still enjoying a five year warrantee (against defects/workmanship, not abuse!) and thirty kilo maximum payload.

This by the way, is pretty close to that of low-slung mono-wheel touring trailers while retaining manoeuvrability in tight spaces/congested traffic. Urban myth suggests that steels can be “blasted together with heat by roadside Yodas. Such sweeping statements are usually touted by those with little; or no comprehension of metallurgy.

Experience suggests that fatigue induced failures are very infrequent but refraining from leaning one’s steed down on its luggage is one simple practice that will give aluminium alloy models the best possible chance of retiring at a good age. Effective repairs of any carrier is highly dependent upon the metals alloyed, thus “stainless” is a much trickier customer than mild steel.

To date, I’ve only ever had one rack “pop” and while welding of heat treated non-ferrous stuff is a non-starter, often broken joints can be pinned back together with an assortment of nuts n’ bolts until such time you can reach civilisation and acquire  suitable replacement.                  

Bearing Up

It was only a matter of time before the Univega’s UN52 finally succumbed to slop. Mercifully its swansong commenced at the close of a fifty mile saunter, some sixty metres from Stenningrad.

Largely superseded by external cup designs, 8,000 miles plus isn’t outlandish from these venerable square tapers so long as jet-washing and similarly destructive habits are avoided. 

However, as component designs evolve, or indeed fall from vogue; supplies of older mid-range stuff often dwindle, leaving the market polarised between bargain basement and top drawer.     

Within two minutes of powering up the laptop and entering “68x113 square taper” into Google’s search bar, we’d scored a brand new, unboxed UN55 for the princely sum of £12.50 including postage! I’d been fishing for an XT grade UN72 but these have become rarer than hens’ teeth and I didn’t fancy playing the ebay lottery.

Without taking a grinder to their shells, aluminium alloy cups and hollow axles separate the 50s, saving a few grams without sacrificing strength; though avoid lithium based greases when speeding them inside ferrous frames, or risk the joy of seizures many miles hence.

Less than 48 hours after adding to cart, transplant surgery proved very straightforward given the existing unit was introduced with lashings of stout ceramic prep, complimented by copious quantities of home brewed corrosion inhibitor. Curiously enough, the UN55 has also reduced the Q-factor slightly but this is pretty academic on a tubby tourer. Now for some self-extracting M8 crank bolts methinks…   

   

Patterns Emerging

Having collectively agreed title, design and other relevant stuff with my fellow collaborators, I’ve been able to buckle down to some concerted content, retaining that all important sense of momentum. Just as well really since the temp market is dead as the proverbial right now. (Don’t be fooled by the sudden rush of emails in one’s inbox offering assorted positions, these are so recruitment consultants can meet their weekly KPI (Key Performance Indicator) targets).

Mercifully there’s plenty of inspiration around and the weather’s becoming more spring-like so I might even take the Holdsworth on a quick saunter, if only to confirm that heavy duty rim tape has solved the pestiferous puncture plague. Other excitement includes these BTwin automatic touring pedals, which are essentially SPDR homages and dead ringers for Wellgo RC713, right down to their sealed cartridge bearings and Cro-moly axles.

Now, touring wasn’t the first word that sprung to mind given their small platforms, though crucially recessed Shimano pattern cleats enable one to saunter through stately homes, café’s and other social settings with decorum. Cleat longevity and relative ubiquity are similar boons, though single sided designs are always less convenient than their duplicitous siblings when riding fixed on the public highway-I’m prepared to accept this latter lament says more about my track-standing skills, or lack thereof!

“Road rage” is a construct with which most of us are familiar; though I am inclined to suggest giving this phenomenon a label almost legitimises such and absolves their perpetrators of all responsibility. Studies have shown that a small minority of drivers actively target motor/cycle enthusiasts riding mid to high end machines dressed in technical/performance attire. Having been on the receiving end of such behaviours in both contexts, I can testify as to their intimidating effect but have been to escape unscathed or while astride a 750cc Kawasaki, turn the tables on my aggressor.

Contemptuous as I might be towards pop/pseudo socio-psychology (or indeed any other form of faux intellectualism) I once employed an anecdotally useful index for predicting driver behaviour-based upon age of and model of vehicle, insurance group operator/occupant age, gender etc. For example a kindly grandmother piloting a 3 series BMW is an entirely different proposition to the same vehicle presided by two young males. 

However, said instant reference seems no longer valid and aggression all too often appears a substitute for skill/competence. Other than keeping my own standards of road etiquette high am undecided about the best route of tackling such casual contempt.

On the one hand, high quality helmet camera footage posted to you tube is commendable and constructive means of highlighting such inexcusable displays whether they arise through wilful intent or elephantine ignorance. Part of me questions whether such accentuates or fuels naked aggression in a select few. I also ponder whether these behaviours can be attributed in some manner to the economy-people feeling disempowered in various contexts, taking frustration  to the highways, this might go some way to explaining the incidence of uncomfortably close/otherwise confrontational encounters recently.

This same antagonistic hypothesis has been muted in the context of riders using high power see-with systems, although frankly, it’s something of a red herring so long as helmet fare are saved for trail action and bar mounted beams  angled away from driver eye-line.

Having switched back to those friskier Panaracer Ribmo slicks, I was astounded to discover the otherwise fantastic Exposure dynamo lamp refusing to engage-nothing serious, traced to minor corrosion of the copper wire-easily corrected but a reminder that even the best quality equipment, subjected to lashings of dodgy water will eventually succumb to Mother Nature’s malicious side.

This also prompted me to acquire some spare cabling and research a possible rear counterpart given there’s a second port sat idle…Speculative enquiry points squarely in favour of a rack mounted Bush & Muller unit with a neat, snag-evading cable run...  

   

Tool Tales & Unlit Trails

Since maintenance is part of riding, by definition good quality tooling makes routine jobs more pleasurable, whether adjusting the fixer’s chain tension, tweaking headset bearings or performing full-on post winter strip n’ rebuilds. However, savvy purchasing ensures maximum bang for reasonable buck. 

A decent folding workstand, wire snips, pliers, T-handle Allen keys, floor pump, tyre levers, engineers’ mallet, ring spanners, torque wrench, chain breaker and component specific equipment covers most eventualities.

Chemical assistance including biodegradable bike wash, generic maintenance and penetrant release sprays (for exorcising really stubborn/corroded parts) coupled with composite friendly greases and season specific chain lubes keep most fleets happy all year round. 

Caustic soda crystals are cheap as chips, great for cleaning blocked sinks and present the final solution when evicting sitting tenant seatposts lodged firmly in steel frames.However, it’s nasty stuff, so use outside wearing goggles, rubber gloves and cover all exposed areas of skin. 

Semi-pro headset presses and drop out realignment tooling is similarly handy, saving a trip to the bike shop when performing straightforward installations or following nasty trysts with terra firma. Entrepreneurial types could rapidly recoup their investment by charging friendly associates for such services.   

That said; much as I love watching learned sorcerers working their magic with thin walled ferrous metals, oxyacetylene kits and frame jigs aren’t prudent purchases, no matter what our egos say. Even if “re-shoring” (Where jobs return to their host nation as rising wages/living standards in poorer countries makes them less appealing) evolves from buzzword into a full-blown phenomenon, being able to blast tubing together does not maketh a small-scale frame builder.  

Genuine craftspeople will, to some extent always be in demand but while many romanticise such, few seem prepared to bear the costs. I know of a few coachbuilders charging a very modest £35per hour for their services, which is extremely reasonable when overheads are factored into the equation. However, consumers wooed by classic cars often struggle to comprehend the time involved and therefore, cost implications in reconstructing panels and similarly extensive repair.

Meanwhile, back at the tool board, even those with two-wheeled harems will seldom replace sealed cartridge bottom brackets, cassettes or indeed fixed sprockets more than several times in a given year. Therefore, there’s a strong argument favouring budget tools such as these from Lifeline. Both are fashioned from heat treated steel, offer sensible leverage and are neatly finished in a hardy satin black powder coat with serrated, medium density rubberised sleeves for comfort and control.

Now, I don’t write advertorials-thinly veiled marketing copy masquerading as critically evaluative/informative journalism (do terms such as “prosumer” ring any bells?), hence will confirm they lack the outright precision of premium grade, CNC machined examples but are accurate within acceptable tolerances and perform their respective tasks with suitable aplomb.

Generous integral handles certainly improve matters since slight mismatches are often amplified when deployed using large adjustable wrenches. Precautionary blasts of penetrant spray prior to extraction also assist and speed home very smoothly with sensible helpings of synthetic/marine greases.

Lithium preps are cheap, stout and offer decent lubricant properties. Alas, while a great choice for traditional bearings, its super hostile to rubberised components and encourages galvanic fusion between different metals. Fixed sprockets on daily drivers/winter trainers are a case in point; wrung torturously tight by beefy drivetrains and rider effort, subjected to a cocktail of slimy, salt strewn water little wonder they develop an incredibly stubborn union.

I’m prone to substituting grease for wet lubes when assembling stuff, bottle/stem/carrier fasteners being particular favourites, although this improvisation proved truly impotent-flushed away in the course of a relatively bog standard British winter. Changing ratios for balmier conditions proved a major operation several months later, thus and without exception, my sprockets are generously basted in marine/polymer grease during installation.

While the evenings are definitely getting lighter, there’s still a need for lighting and I’ve been seriously impressed by Silva trail speed elite, which might sound tame at 660lumens but is anything but. This is largely down to the marque’s system of “intelligent light”, which is a clever, simultaneous deployment of flood and spot beams in all but the lowest settings, casting a phenomenal arc without losing the detail.

Run times are pretty much on par with many 1000lumen systems, though quality of light is arguably superior, proving that optics is often more significant than numbers alone. On that note, I’m off with my trusty workhorse SLR to commence a portraiture project, so will leave you with some very fetching “Gios” blue two pac and purple powder coat effects.

Time Travelling

Having headed to London’s High Holborn this week for a meeting with fellow collaborators, I arrived to find our rendezvous closed and my bladder on the brink of explosion. With no public conveniences in sight, lateral thought had me scanning for back alleys and similar points of discrete, dignified urination. An abundance of CCTV persuaded me otherwise and to seek the guidance of a policeman on horseback, who it transpired was Dutch and unfamiliar with this particular locale’…

Taking a few shots of parked fixers in attempt to distract myself from this most pressing matter, an oasis appeared in the guise of a green site toilet stationed but two metres from a derelict office block. Keeping a watchful eye for site foremen and others who might thwart said mission, I hopped the barrier and tried its door. Words cannot do justice to the euphoric relief that followed and I returned to find the Princess Louise open and my colleagues there to welcome me.

Unlike many older London pubs, this one is an immaculately preserved homage to the late 1960s, right down to the toilets’ glazed tiles, stained glass doors and sparkling porcelain facilities. Two hours hence, business concluded and action plans established, we arranged to reconvene with progress updates in two weeks before heading in our respective directions. Temptation was to make the very most of my travel card and document derelict/abandoned buildings but I’d only my compact camera to hand and forging ahead with our venture was time better spent.

Continuing the urban theme, Foffa’s minimalist hub geared build has been inducing plenty of cheer. Seven evenly spaced ratios (245% efficiency) easily trump old fashioned ten speed derailleur set-ups delivering sufficient clout in moderate conditions whether hammering full pelt into rural descents or navigating stop-start town centre traffic with a trailer en-tow. Admittedly, its loftier Alfine cousin boasts 307% efficiency and roller clutches, thus my choice for longer excursions and more challenging terrain.

That said; less glamorous components remain better bets for daily drivers that can spend several hours shackled to street furniture. Talking of which, thus far, the wet spray enamel is holding up very nicely, though were it my machine, I’d be inclined toward mummifying its top tube under offcuts of old butyl to prevent accidental damage. Going to see what the next three weeks, three hundred miles service reveal before forming any absolute conclusions though.

     

Elsewhere, those Keo pattern Wellgo R096B remain likeable contact points. On the one hand this shouldn’t come as much of a surprise given the Taiwanese giant makes pedals for a wealth of other marques but build quality seems a notch or so higher than some famous names’ entry level offerings.

Despite prolific dis/engagement in slow moving rush hour traffic, the R096’s painted aluminium bodies remain unblemished, save for some trace swirling. Contrary to popular misconception, when properly applied, powder coating doesn’t flake or peel but aluminium alloy can be chemically stripped and left bare to coincide with annual servicing unlike magnesium exotica, which much prefers paint. 

B in this instance denotes sealed needle roller, as distinct from ball bearings. Lore suggests these can be left to their own devices, though ours benefitted from being striped and repacked with White lightning’s “Crystal” grease. Some infer bearing life is rather shorter than several premium brands-not my experience having run various models on and sans asphalt for a decade or so but then powerfully built 90 kilo riders and/or those unable to resist jet washing should bear this in mind.

Cleat life seems on par with other Keo patterns and red (9.5 degree float) come supplied, although seasoned types with stronger joints may want to skip straight to grey. Either way, consumables are cheap, plentiful and easily acquired. Composite bodied Look models can be found floating around in cyberspace at ludicrously tempting price. I’ve used them to good effect in these contexts but nasty tumbles can spell their end.