STEPPING UP

While politicians peddle their very stylised, polished and heavily choreographed campaigns in an attempt to woo a cynical electorate; we’re busily evaluating the options for everyday riding and putting several walk-able step-in systems through their paces.   

Various manufacturers/distributors have been extremely forthcoming but anything sent via a certain logistics company is guaranteed not to arrive. This appears attributable to a new breed of “lifestyle” parcel sorter/courier, seemingly supplementing theirs by “intercepting” packages. They even sign for them on your behalf, so show up as delivered on the tracking system (!)

In common with other kinds of pilfering, this behaviour is justified on the twisted logic of entitlement “it’s insured; so no victim”. My heart sank when I saw a large online retailer was sending my camera equipment via this firm, though thankfully our local postie arrived clutching it under his arm. Talking of which, I must pursue ebay purchases that haven’t materialised…

Other couriers have delivered these rather striking dual sided Genetic and composite bodied Time ATAC. Testing aside; the simplest approach is to choose a particular system and adopt it throughout your bikes. 

Designs may be different, reflecting riding purposes/genres and require at least two pairs of shoes-one specialist, the other for everyday. However, it’s one less distraction when getting ride-ready.  

Twenty years back, Shimano and Look were increasingly becoming the dominant systems, though several manufacturers were still offering their own unique cleat patterns. I snapped up a couple for silly money and enjoyed their build quality but replacement parts; cleats in particular were rare as the proverbial rocking horse dropping.  

Look’s ARC and Keo patterns were once my road bike default thanks to copious float and support. However, even the Holdsworth has now switched to SPDR for sheer convenience. Something of a homage fetishist, I’ve acquired some Wellgo RC713-cosmetically identical to Btwin’s now discontinued “Automatic Touring Pedal”; right down to their inscriptions.

I suspect they are genuinely identical, since VP and Wellgo supply a wealth of other brands too. Their magnesium bodied MG8 were more intriguing but unavailable at the time. Small surface areas work best with uber-stiff soles and offer improved ground clearance, which comes in particularly handy on a fixed. However, I find broader platforms more comfortable given 60miles or so’s steady slog.

Elsewhere, Mr Gandolfi’s widow has been in touch, thanking me for my tasteful photographic coverage of her late husband’s funeral in January. It was an unusual request and a tricky assignment to conduct-the last thing I wanted was to intrude upon mourner’s grief, or appear ghoulish; hence my use of a CSC with 50-200mm 5.6 lens.

I also found time to visit Rutland Waters in Leicestershire. We’d gone to explore the viability of potential venues for another significant occasion-one was ideal but thwarted by the other’s mediocrity. However, it boasts a superb, traffic-free 25mile circuit, where cameloids, walkers and riders co-exist harmoniously.

This reignited an interest in mtb derived production tandems. Hmm, I’m thinking along the lines of a low mileage mid 90s Dawes Kickback II would be ideal but there’s a serious storage issue. Something with S&S couplings would be better but hiring one as- and- when is the most practical solution for now.

Back down south, I tackled the Ka’s other sill and dropped in on Col Velo collective at the Church St HQ. Col Velo is a small but expanding club founded by Rob Harwood and Will Morgan in October 2014. Their ethos is upon inclusivity-people bonding over their love of cycling, bikes, coffee and other stuff. Regular rides through the still relatively picturesque North Essex/Anglia regions are underpinned by a strict no-drop policy.

Velo Café is run by Rich, an extremely experienced mechanic who wields spanners for recycle during the week. Classic frames adorn walls and ceilings and there’s even a beautiful, unrestored road/path bike with period components in the workshop window. The traditions of eclectic machines and members means there’s plenty on offer, assuming you didn’t harbour racing pretentions.

    

Flatulent tyre Ahoy…More Leverage Please!!!

After several weeks, I’m still coughing like a chain smoking beagle. This hasn’t stopped me from getting the miles in and various sets of tyres on, mind. 

Issue 5 of Seven Day Cyclist has just hit the digital newsstands and includes an interview with Dani Foffa, CEO of Foffa bikes and grass roots tours of Ireland and Cheshire. http://www.pocketmags.com/viewmagazine.aspx?catid=1038&category=Sport&subcatid=234&subcategory=Cycling&title=Seven+Day+Cyclist&titleid=2582

The more miles I do on those Vittoria Voyager hyper and street runner tyres, the more endeared I become-sporty casings combine magic carpet ride with low rolling resistance and a surprising turn of speed. Despite a road centric cassette, the Univega now feels a little under-geared; or rather I’m running the big ring and catching traditional roadies unawares more often.

While quicker, lighter and supposedly better protected from malevolent sharps, they swept me back to the mid-late 90s spent belting along London’s commercial road on Nokian City Runners. I favoured 1.5 sections, which seemed an ideal compromise-sufficiently generous that they’d iron out minor imperfections and rider error, yet adequate for 20mph cruising and swift getaways when the lights changed. 

Road bikes were decidedly out of favour at this time, to the point where many of us were popping drops on our cross country workhorses. I liked the all-terrain concept but it also helped ensure otherwise nick-able bikes stayed under thieves’ radars.  

Triples were also completely unnecessary-even with a trailer, hence another trend for running a single 42/46/48 (Purple anyone?) ring and 7/8spd block, Ritchey copy VP pedals… Lightweight, low maintenance and fast; for inner-city tarmac terrorism at least.

Good times from a relatively dark and difficult era. Fast forward two decades and I was surprised at how stubborn the street runner’s final section was on two separate occasions, the most recent being serenaded by that familiar heart-sinking hiss along a lonely lane.

Now is the point where we regret not doing a full trunk bag inventory-thankfully I had a spare thorn resistant “builders hose” type tube, three tyre levers, including Crank Brothers speedier lever and this Revolution midi pump. Personally, I loathe mini pumps-fine for those who run Co2 cartridges as roadside staples and infinitely better than no pump for dire emergencies but otherwise impractical.

This Revolution resembles a track pump put through a matter shrinking device but will genuinely achieve moderate to high pressures extremely efficiently, so 75psi barely raised a flicker.  

Strangely enough I found myself equally frustrated by the realisation I’d forgotten my compact camera and the opportunity to document the events frame by frame! Having returned home it prompted a long overdue make do n’ mend tube re-commissioning- you know the drill; repair once, more than two patches-chuck, or reinvent as chainstay protectors.

Generally speaking, the speedier is a marked improvement over the old speed lever, which, for the uninitiated was a retractable ladder design that slid onto the quick release skewer, while the head either scooped the bead off or pushed it back on with a hooked claw and only moderate force. 

Alas, the composites were a little willowy and prone to fatigue-I snapped two in under ten swaps, which was disappointing. Obviously, these are roadside assistants, not workshop staples but I’ll reserve proper judgement until we’re at least eight or ten tyre swaps of various genres down the line.   

Talking of resurrection (well, we are hurtling towards Easter afterall), I substituted the Univega’s BBB Fuel tank cage for standard Boardman and Burls carbon models.

This wasn’t a weight saving exercise and those PET types are super convenient for touring but they do consume considerable amounts of main triangle, especially on a small, compact geometry mtb frameset.

I’ll be keeping it handy though since the Fuel Tank XL is definitely one of the most rugged and a fair bit cheaper too.

Right then; I’m going to see how this Carbon Pro heavy duty cleaner deals with two filthy workhorses and organise some newbie friendly step-in pedal systems for a group test. Hmm, time the KA’s sill received a sixth coat of high build grey primer too…   

Quest for Tyres (& forks!)

Sourcing commuter/everyday tyres for a group test feels reminiscent of the Commodore 64 classic about a uni-cycling caveman called BC, who weaved around prehistoric, pixelated canyons amassing replacement rubber. 

Just as grass roots racing still stars bikes brewed using an eclectic mix of reciprocal parts hung on older, though worthy framesets; there are no hard n’ fast rules.  Some folks with mechanically sensitive riding styles prioritise minimal rolling resistance and are willing to accept greater vulnerability to sharps, holes and other nasties.

Others prefer the belt n’ braces combination of a really tough 30tpi casing, aramid belts, thorn repelling inner tubes and a slightly stodgier ride.

One thing everyday rubber needs to be, is dependable otherwise you won’t fancy riding. No matter how proficient or prepared you are, there’s nothing pleasant about roadside tube swaps and patching damaged casings fifteen miles from home when its pitch black and minus 5! 

Vittoria have always enjoyed a strong following and their UK importer has kindly sent me their 26x1.6 street runner and 120tpi 700x35c Voyager hyper. The street runner is basically a fast rolling urban mtb semi slick, whereas the voyager is marketed as an “Ultra-light touring tire has most of Pro Series race technology. Grip, comfort, handling, reliability, good look: this tire has it all!”

Hmm, proof of the puncture resistance and overall performance lies in daily service but both seem pretty keen so far. Also begs the question of where my workshop tyre wand has vanished to...

Irrespective of product, someone will always find limitations (as distinct from fault). Some people are just genuinely harder on equipment than others. Back in the late 1990s, I regularly attended the Brixton Cycles “Beastway” mountain bike racing series held at London’s Temple Mills Lane and recall one rider saying he’d destroyed countless pairs of high-end cross country race wheels.

There wasn’t any obvious explanation-yes; he had an aggressive technique, though hardly abusive. Then, during the course of conversation, it transpired he exceeded 90 kilos-markedly heavier than might be expected of a man standing 175cm (5’9) tall.

Staying with surprises, those 32mm Kenda Kwicker Bitumen have proved their worth these past fourteen months, only puncturing once in 5,000 miles-easily remedied with a sturdier tube, suggesting the Iron cap technology is genuinely effective.

Lacking the outright invulnerability of their Iron Cloak (Aramid) series, or indeed Schwalbe’s slightly portly “smart guard” system (that actually deflects sharps rather than drawing them inboard) Iron cap denotes comprehensive puncture preventative strip spanning bead to bead but with vastly superior wet weather manners compared with some similarly priced rivals.  

Rolling resistance isn’t bad for a 60tpi casing either (when run at their 85psi maximum) either. Sure, the tread is beginning to sport some obvious signs of wear along the centre-strip but I reckon we’ll reach 8,000 before retirement beckons. Popular lore advocated alternating front and rear tyres for uniform wear/optimal economy. Indeed, it was an enticing argument since, depending on rider/braking technique, the rear can be exhausted almost three times as quickly.

Alas, just as fork, rather than frame failure is most likely to result in serious injury, the same goes for a front blow-out. Thrifty folks, desperate to get their money’s worth and who employ similar pairings can extend their lifespan by replacing a worn rear with their existing front and letting the factory-fresh unit lead. Exhausted tyres are best reincarnated as belts or “boots” (cannibalised strips used to bandage and reinforce nasty lesions in otherwise healthy casings).

Two suitable disc specific fork candidates with mudguard eyelets (for the Ilpompino’s front end transformation) have arrived at once. Imports intrigue me but I’d sooner do business with a domestic supplier. Ticket prices may be higher, though faults/warrantee matters are straightforwardly addressed and there’s no nasty import tax hangovers further along the line. Making do and retrofitting to the fixers ITM Visa blades seemed another tangible option. In reality, the band-on breed seems decidedly low-rent.   

Contrary to my earlier remarks about TRP’s HYRD being too prestigious for said build, the lure and practicality of a self-adjusting open system seems way too enticing and for me at least, justifies the additional cost over a mechanical calliper. Donning bandanna, huge hoop ear-ring and gazing into my crystal ball, I see a machine built front 32hole hoop, laced two cross to Shimano’s venerable M525 (Deore) cup n’ cone hub…

Deore, rather like its STXrc predecessor is a very serviceable, inexpensive groupset that delivers plenty of smiles per mile but doesn’t dictate re-mortgaging should something break. Cup n’ cone hubs have been superseded by sealed cartridge types but are mechanically simple and very smooth when striped and fed decent quality waterproof grease at regular intervals.    

Aside from some intensive brand management/promotion of “Seven Day Cyclist”; I’ve been introduced to an artist who might be willing to bring “Claud the Butler & Friends” to life on a royalties basis. There’s been renewed interest from publishers too; although the whisper of self-publishing has intensified into a gentle roar.

Arguably an internet phenomenon but we’ve all become very comfortable with the notion of free goods/services. I am a firm believer that people’s time and skill need recognition and should be remunerated, or at least repaid in kind.    

Laid Up with a Lurgi ?

Just crossed the three hundred mile marker on the Croix de fer 2.0 when Joshua’s viral infection decided I was its next host. While a less catastrophic assimilation than those depicted in John Carpenter’s seminal 1982 shocker “The Thing”; nonetheless I spent two days and a further three nights in a feverish and convincingly comatose state, moving only to expel gallons of phlegm into the dog’s previously empty water bowl…

Reverting to more appetising propositions, these past few weeks with the Genesis have awakened a strange and irrational yearning to equipping the Ilpompino with a disc-braked front end. 

By my own admission, such urges belong firmly buried in the “want” vault since we’re talking new fork, wheel build, calliper, cables and related disc components. Then of course, a single, well-honed cantilever is more than adequate for stopping a speeding fixer and 70odd kilo pilot.

We’ll blame it on the fever for a moment since these usually induce a strange, contemplative state of euphoria somewhere in their gestation. Is Northern Soul simply an excuse for wearing big trousers and recreational use of amphetamines? Why does the scriptwriting process for certain “flagship” TV soaps apparently employ so little hard research? Has mainstream politics lost its legitimacy?

Joking aside, those TRP HYRD fitted to the Croix de fer, were the real catalysts for this proposed upgrade. For the uninitiated, they’re a hybrid design employing an open hydraulic calliper-with all the obvious benefits yet commanded by a high quality cable, thus maintenance/repair are pretty straightforward and they’re fully compatible with standard road/brifters.

Costs for this sort of specification aren’t outlandish by any stretch of the imagination but too exotic for said fixie. A quick wander round the web suggests something Deore flavoured with corresponding front hub and a shop branded carbon composite fork/aluminium alloy steerer is a more cost effective and therefore, realistic proposition. Not a priority, rather one to seize should a suitable ensemble come under my radar and moreover, at the right price.

Maybe it’s just another illustration of the “Confirmation bias” in full flow-the notion that “When men wish to construct or support a theory, how they torture facts into their service! (Mackay, 1852/ 1932, p. 552)” However, further trials of driver-less vehicles add fuel to my particular belief that Public Service Vehicles (Buses, Trams etc) along with Heavy Goods Vehicles will become fully automated within ten years.

This has a wealth of implications and contrary to widely held opinion; technology and development is not neutral. It does not exist in a separate sphere but driven by the inventors’ (or corporations) own ideological leanings.

At the moment there are questions of their hazard perception programming/equipment. How will they recognise, or indeed distinguish between cyclists, motorcyclists, horse-riders, pedestrians, children/adults etc? 

When will these calculate is the optimal point/distance for overtaking? Human error is to blame for a great many accidents but at some level, computers are still potentially flawed in exactly the same fashion as they’re programmed and developed by humans.

Because the technology has come on stream, does this mean it will flourish by default? Does it actually toll the bell for commercial drivers as I first thought, or is it a proactive response to a dying trade, aging operatives not being superseded by young blood?

Computers are excellent at fast paced calculations and repetitive tasks but while they can operate within pre-set tolerances, they still cannot determine whether something is correct beyond this coded framework.

I can see the possibility of android operatives, housekeepers, companions and pets a’la Ridley Scott’s Blade Runner, though feel humans will not be replaced, or made redundant in the flavour suggested by proponents of de-skilling theory. Public perceptions of photography fuelled by falling prices and point n’ shoot technology implies there is no longer any mastery required…  

Another thing that’s been with us since time in memorial and similarly variable in quality is the humble paint defending patch-kits. You know the sort; they stop cable outers chewing through your head, seat tube but were notorious for peeling come the first hint of a muddy trail, sudsy bucket or lick of solvent. 

Technology filtering through from other industries (“Helicopter tape” being the most obvious example) has forced manufacturers to develop vastly superior versions.

Zefal skin armour large shown here is a comprehensive ready cut set made from 250 microns thick polyurethane, which is supple and extremely stretchy at moderate temperatures. Good, unhurried preparation is pivotal but proved delightful to fit and hasn’t shown any obvious signs of cultivating that fuzzy, filmy outline to date.      

Elsewhere, issue 4 of Seven Day Cyclist hit the digital newsstands this week: 

http://www.pocketmags.com/viewmagazine.aspx?catid=1038&category=Sport&subcatid=234&subcategory=Cycling&title=Seven+Day+Cyclist&titleid=2582


I’ve also been up to the midlands following some leads for my book exploring the lives of ex car workers and capturing some shots of the Fosehill district since opportunity presented.             

White Witches, Wrenching & Other Intrigue

The Genesis Croix de fer 2.0 has certainly cast a playful, engaging and dependable spell upon me. 180 mixed terrain miles and counting.  There’s no space for another machine and in any case, simple, squeezed economics preclude such indulgence. However, swooping through the S bends or enjoying its punchy climbing prowess conjures thoughts of building a frameset along similar lines.

I’m thinking rear facing track ends, two sets of bottle bosses, disc mounts and spacing for Alfine/similar hub transmission. This would give the option of running it fixed (packing the hub with spacers), single speed freewheel, or geared.

Cyclo cross bikes were a well-kept secret for countless years, until renewed interest in the discipline saw larger names cotton on, producing “civilian” ranges with wider gearing, mudguard/carrier eyelets, several sets of bottle bosses and similar refinements.

In many respects, the Croix de fer is a prime example of this species. Said Chimera is to cross what road path was to track-capable in competition, yet faithful weekday donkeys that will tour equally convincingly. Steel blades have been largely eclipsed in sporting terms by carbon/composites but remain extremely practical and arguably better suited to this design brief.

Short in the torso, I’m finding reach a little stretched-not painfully so and steering could never be described as barge like. Nonetheless, I’m going to see what difference a 9cm extension makes.

The past 140 miles have coincided with seasonally appropriate temperatures and challenges; though there’s been no hint of going “rubber up” due in part to the super supple 35mm Continental cyclo cross speed tyres. Designed for hard/dry courses, they’ve been surprisingly competent in soggy, churned bridle path and through leafy forest trails.

Proof that dual purpose isn’t synonymous with woefully lacking, they roll quickly over tarmac at 80psi and contribute to the “magic carpet” ride quality. I’d consider a set of these for the Ilpompino but being an earlier incarnation, its rear triangle shuts the door to anything bigger than 32mm with mudguards. 

Conversely, the Croix de fer will entertain 38mm spiked snow/ice rubber with breathing space, though playing it safe, I’d err on something 35mm like Kenda’s Klondike skinny.

Sticking with tyres in a broader context and reverting to the 90s when I lived in the capital, I found myself bitten by the “frankenbike” hybrid concept. This involved dressing an older/new old stock, upper mid-range Cro-moly XC mtb frameset in a hotchpotch of aesthetically agreeable goodies that made it stop, go and handle in decent proportion.

44/46cm Drop bars were easily acquired-cheap as chips too but patterns were decidedly conservative and a bit whippy when pushed hard.  Given  ‘Cross racing’s such a short season on these shores, many riders entered on MTBs, which were welcomed, or at least superficially most people seemed live n’ let live about things. 

Hutchinson even produced a 26x1.4 ‘cross specific model for this market. Capable, it was also decidedly niche and priced accordingly. Prior to their discovery, I also had surprisingly good results in dry to moderate conditions with WTB 26x1.5 All Terrainasaurus (£6pr NOS back in 2001).

The Univega is an extension of this concept and originally conceived for long and short haul rough stuff touring. Having upgraded its computer, subsequent test runs confirmed the head unit’s location was incompatible.

Further bin diving couldn’t retrieve a compatible bar mount, so I modified the stem-fit using Sugru putty impregnated with a powerful button magnet.  This tethers securely to the stem’s preload bolt and is effortlessly removed when performing headset strips/servicing or just locking up in the street.             

Coinciding with a bar wrap group test at Seven Day Cyclist www.sevendaycyclist.co.uk, its tainted, though extremely agreeable Lizard Skins DSP (Dura Soft Polymer) tape has been superseded by Cinelli “Chubby Ribbon”.

Claimed 30% thicker than traditional corks, there’s plenty of it, although greater density meant several revisions before pleasing, uniform effect was achieved. By contrast, this equally fetching M-part tape (M-part is Madison cycles in house brand) breezed aboard in fifteen minutes flat.

Fashioned from leather look polyurethane, its reckoned to deliver in all weathers, thus “particularly suited to daily commuters and winter bikes”. Initial impressions suggest so but in common with a few other titles, we test things for at least several weeks and a good few hundred miles before arriving at any firm, conclusive opinion. Let’s see what another 300 miles through wet, cold and fairly mucky February roads reveal….

Finally, let’s talk torque wrenches. Like track pumps, they’re not essential in the literal sense-most of us will snug something tight, guess tyre pressure when recovering from a roadside flat (though most of us carry Co2 cartridges and/or some form of gauge too). Emergencies aside, incorrect assembly tension has the very real potential to threaten life and limb via ruin components, frames and voids warrantees.  

Thankfully as prices for space age materials tumble, consumer tooling follows suit. £50 buys something like this M-Part, which comes complete with protective carry case and compliment of popular bits. Regardless of type; these are very sensitive to everyday wear n’ tear, let alone abuse, so should always be stored in their protective cases at the lowest settings.

“Click” models such as this are the most common variety. These employ a factory calibrated clutch mechanism with a pivoted head indicating when desired pressure has been achieved.  

STOP AT THE FIRST CLICK, beyond this places additional strain on the component/fastener, enticing fatigue and the risk of tool destruction (though you’d be forgiven for thinking otherwise, watching some automotive fitters!!).

A consistent, mechanically sensitive technique is equally imperative. Components such as four bolt stem faces demand following a diagonal pattern to prevent stress points or stripped threads. You did introduce that lick of grease/bonding agent….        

Fettling, Focus & Filthy Fun

Having banished the banshee howl, thirty miles hence, it was replaced by pronounced mushiness. Maybe it harks back to the days of Campagnolo and Modolo with super strong springs but my preference is for levers with a really firm feel. Much as I expected, we’d succumbed to some minor cable stretch. Virtually unheard of with premium grade inner wires, otherwise faithful OEM/budget fare remains slightly prone.

Roadside repair aside, the best cure involves dialling them in to taste and pumping the lever(s) repeatedly inducing metal stretch and sloppy action. Pull the inner wire taught and nip the pinch bolt tight again. Ideally leave overnight and repeat-sorted.

Popular consensus suggests that “serious” riding only applies to competitive contexts. Hmm, long rides with friends; or indeed in complete solitude for their own sake, commuting to work, or utility aren’t??  I seem to recall this sneering, disparaging tone expressed toward mountain biking when it began capturing the British public’s imagination during the mid1980s…Horses for courses and different strokes for different folks spring to mind.

For a good decade or so, many large manufacturers have been offering great value, sensibly dressed commuter bikes. Sure 6061 or more workman-like Cro-moly framesets might not set pulses racing or tongues wagging. Nonetheless, they are extremely functional, engaging to ride and a much better bet for less glamorous duties than thin wall exotica with “steal-me” groupsets. The same principles apply to clothing/accessories.  

Many, including myself love and take their bikes; equipment and riding seriously but have little urge to participate in traditional genres of racing. In many regards Audax has become the default alternative but there’s a quiet yet increasingly popular movement towards a different kind of collectivism. Chance meander through a Colchester side street revealed Col Velo…

This is a partnership between Rob Hardwood and Will Morgan, who founded in October 2014. Their tag line suggests leaving one’s ego at the door, partaking in some coffee and joining like-minded folk for an organised, though informal jaunt.

A no-drop policy affirms this inclusive, ride-with, rather than compete-against ethos, which resonated with me, so I popped down for a chat last Monday night. 

Essentially, these are group outings catering for different abilities with pre-planned but varied routes through the more picturesque North Essex/Anglia regions. Leading out from Velo! Café’ tone is camaraderie, appreciating bikes, equipment and experiences with passion and open minds. www.colvelo.co.uk

Elsewhere, I’ve been rummaging through the spares box for inspiration, specifically looking to update the Univega’s likeably cutesy Knog NERD for something better endowed functions wise. Within in a few minutes it emerged in the guise of this fifteen-function and imaginatively monikered BBB BCP 13W. Five minutes, a trace of Vaseline on the battery contacts and fresh CR2032 and LR44 cells hence saw it burst into life.

Convenience is wireless’ main draw- simple to fit, nothing to snag during front end overhauls or just blasting along overgrown bridle path. However, assuming you calibrate wheel circumference manually and do sensor/magnet proximity by the book, wired versions remain most accurate and are unaffected by electrical currents/similar interference. 

Stem mounting is another boon, freeing up some much needed handlebar space, although the Univega’s extremely short extension means ours almost fouls the top-cap. Counting two wheel sizes and maintenance/lubrication reminders as functions is gilding the lily, borderline gimmick in the latter context.

Then again, there’s a lot to be said for a maintenance nudge given the impact neglected chains can have on 9/10/11spd groupsets. Pacer arrows and single button command are similarly welcomed.  

Genesis have sent me their Croix De Fer 2.0 to play with and I’ve wasted no time in getting it dirty, grinning all the way. Hopefully the next couple of weeks will present some more challenging test conditions.