Gravelly Patter &Model Behaviour

Had another extremely pleasant and productive photoshoot last week, this time at Studio Six in Writtle https://studiosixchelmsfordhire.wordpress.com/2015/06/24/studio-six-website-is-up-and-running-well-not-quite-but-this-will-do-nicely-until-it-is/ .  Well-equipped and spacious, Kathleen was the perfect host on hand with tea and skilled studio support.

Sony A6000 played nicely with remote flash triggers, suggesting it’s a temperamental streak with the older Alpha bodies. I’ve another studio shoot lined up after the core bike show and a February (location) gig in Peterborough.

Building rapport and communication are crucial to a comfortable experience and ultimately, high quality images. In the main, experienced professional models have required very little direction and during the first hour, I prefer them to lead. Past this point, a more experimental, collaborative flavour takes hold.

My stance is to communicate in detail, the moment a shoot is booked, developing rapport and a clear understanding of both model and photographer. This preparation avoids ambiguity and establishes the other’s comfort zones. References certainly help but life experience and a highly attune intuition are equally important.

Legally, in a shoot where the model is paid, images I take are my property and can be used accordingly. However, I work with the model and will only release/use those that both parties are comfortable with.

I read people very quickly and politely swerve those, who raise red flags. Safety for model and myself are paramount. I will never work alone-a third party (ideally neutral and female) must always be present. Again, I graciously decline anyone indicating resistance, or failing to grasp my reasons for doing so.

I’ve also been approached by Instagram “influencers” offering me the “opportunity” of exposure i.e. I chauffeur them to locations, shoot all day, hand them the unedited images afterward, cannot add any watermarks, or indeed receive public credit…

As a marketing case study, yes, there’s a lot to be learned from them. However, anyone buying into this “Power of Social media exposure” line with no money, credits, or rights is genuinely stupid.

By contrast, TFP (Trade for portfolio), where both parties exchange skills and time is perfectly acceptable, in certain circumstances.  Just as “You do the plumbing for my extension, I’ll plaster your walls” might be.

Sabre tooth man flu in remission, fettling also resumed. Soma fabrications Shikoro tyres came up at 36mm when I measured the front (at 85psi), suggesting the Ilpompino’s rear triangle might also swallow one without tickling the chainstays...

Lo and behold, it did. Admittedly clearance was as close as I’d feel comfortable with but acceptable, nonetheless. I also discovered a couple of spare Co2 cartridges, which were added to the wedge pack before distraction took me in another direction.

I’ve also resurrected a Zefal Z console front pack and tethered it to the Univega’s top tube. Decided carrying some additional spare butyl was a good idea and while it’s perfectly possible/acceptable, to stuff ‘em in a jersey pocket, I prefer to keep a couple on the bike. No danger of discovering they’re in the other jacket when you’re miles from base on a cold and rainy night…

A 90minute celebratory blast along the backroads and singletrack lanes last Sunday morning quashed any concerns and brought a big grin to my previously forlorn expression.

At 464g apiece, they’re a good deal lighter than the Schwalbe Marathon GT staples. This was very apparent when accelerating. Even pushing them hard along slimy sections, with 90psi in each, the supple casings just bit deeper, providing oodles of grip.

Look closely at the dimpled tread. This doesn’t add anything to performance in the latter context, rather is designed to protect against flints and similar sharps. More to this than marketing puff, if the past 100 mixed terrain miles are anything to go by.

On the subject of tyres, the recent slippery conditions and increasingly poor road surfaces (I’ve literally seen holes opening up in front of me)  have presented the ideal opportunity to see how well the Schwalbe Marathon 365 live up to their name.   https://www.sevendaycyclist.com/schwalbe-marathon-gt-365-tyres-in-w

As for the nasty lube. Well that has clung on, come hell and hell water-400 road miles between reapplications is very reasonable. It’s remained relatively clean by wet, petrochemical standards, so less call for cleaning the outer plates. There are some riders who will pour scorn on any bike specific chain lube. Chainsaw oil is a particularly good substitute, alongside 10w/40 motor oils.

However, don’t make the mistake of thinking this applies to all engine oils. Modern petrol and diesel variants are developed with sophisticated detergents, designed to clean deposit and regenerate, under pressure of the fuel pump.

Drizzle these on your bike’s chain and it will be serene to start with. In as little as 35miles, chances are those additives will have stripped the lubricant layer, resulting in that familiar, thirsty tinkling.

I’ve tested a lot of lubes over the years and have some very firm favourites, although I’m yet to find one that is perfect for all conditions/contexts. I like clean formulas, so have high hopes for this Smoove Universal chain lube, which reached us in spite of the seasonal postal pilfering. Now, judging by the latest forecasts, I might be whipping those spiked tyres back on…

 

Retro Reflective

 

Leading up to New Year, I defaulted to my rough stuff tourer and lots of mixed terrain riding. For the uninitiated “Gravel” is an endurance discipline, where riders tackle unmade roads on bikes that are, crudely cyclo cross machines with bigger clearances and disc brakes. It’s a genre of cycling that really appeals to me.


 

Some would say (aside from my fondness for cyclo cross machines) I’ve just been swept up by its burgeoning popularity. Can see that argument but I’ve concluded it’s a similar pull to mountain biking 30 odd years ago.
 

Machines that were lightweight, yet strong and exciting to ride-anywhere.  

In many respects “Ursula”; my Univega has morphed into the sort of machine that fired my imagination back then. The first drop bar mtb build I recall seeing on these shores was Muddy Fox‘s trailblazer, which I spotted in the March 1987 edition of “Bicycle” magazine. That was pretty much the last I saw of it too.

A few, long serving bike journalists shared a vague recollection, some suggesting Muddy Fox’s ability to bring concepts to production did not match their enviable marketing prowess.
 


Periodic bouts of curiosity revealed a few drop bar Trailblazers of 1989 vintage but I’ve got to admit, they’ve lacked the magical allure of the original build.

I’ve a soft spot for the 1990 courier comp but otherwise, I wouldn’t pay “Investment” prices, not even for a pretty one. Yes, I like retro, yes its cool-some of it any rate but frankly, for some of the asking prices, I’ll enrol on a frame building course and come away with something custom made from Reynolds or Columbus.

Drawing parallels with human relationships, vocations etc. I’m a whole heap older now. While exploration is fun and development, a must; by the time 40 strikes, you should have a pretty good handle on what makes you tick.

With all this in mind, Ursula’s chain was degreased and treated to some Siberian chain lube. Being a pour n’ go formula, we hopped out the door and left the world behind-albeit it with smartphone and long zoom compact camera en tow.

Along the backroads we went, Schwalbe Marathon 365 https://www.sevendaycyclist.com/schwalbe-marathon-gt365-tyre and Kenda small block 8 beating out a rhythmic patter on the asphalt. At least until I got curious, turning right and into a strange, seemingly parallel universe.

Abandoned houses, orthodox churches, spooky lanes and an equally unsettling feeling of being watched were interspersed with totally unmade roads. The odd satellite dish with very Soviet lines also fired my curiosity, not to mention suspicious glances.

I should point out, I was not trespassing. However, discretion is, apparently, the better part of valour. Therefore, I flashed a “California” smile, engaged a lower gear and sprinted off. 
 


Three hours later, Ursula needed to see a sudsy bucket and jumbo car sponge I, some more coffee. Nonetheless, we’d escaped and returned with a very different perspective.

Regrettably, it seems my hunch about postal theft was all too real. Thanks to Royal Mail’s seemingly protectionist policies, tracing intercepted goods/making formal complaint proved futile.

Thankfully, several suppliers, including Smoove lube’s uk distributor www.cyclorise.com  are graciously sending replacements. Steve has been very impressed with Pro-Vis Sportive Waterproof gloves https://www.sevendaycyclist.com/proviz-sportive-waterproof-gloves

We’ve also had a new batch of Seven Day Cyclist www.sevendaycyclist.com  https://www.facebook.com/Sevendaycyclistmagazine/  mugs arrive from the stationers.
 

Just in time too, since the kitchen’s long serving coffee receptacles needed pensioning off! Right, well I’ll leave it here, having succumbed to a nasty case of Sabre Tooth man flu-a very serious condition that needs exorcising before next Wednesday’s studio shoot.

Musing

Here’s a few shots from December’s shoot at the Cottage Studio http://www.thecottagestudio.co.uk/  with Elle Beth http://www.ellebethmodel.com/   .Over the past couple of weeks, I’ve been commissioned by other models elsewhere in the UK, seeking to expand their port-folio in 2018.

Some follow the fine art narrative, others seeking something more visually dramatic, or indeed, provocative in tone. I’m happy doing either, considering each on their own merit. Nothing (legal) is off limits, save for gratuitously pornographic.

Salty and slippery stuff licked the first application of nasty lube clean after 300miles, so I topped it up and resumed testing. Cleanliness is better than I was expecting, although predictably, my chain’s outer plates were sporting a gungy beard. Less problematic on a fixed/hub/single speed transmission. However, I’d be wiping these weekly on a derailleur geared build to avert component consumption.

Those 38mm Soma are delivering precisely what I was expecting from a tyre marketed as for road and commuting duties. “Gravel” has been a big thing for a while and for me, has captured the original spirit of mountain biking. Vernier in hand, they actually came closer to 35mm, which didn’t surprise me, having learned they’re made for Soma by Panaracer. However, I was pleasantly surprised to discover they’re also available in more traditional 23 and 28mm road sections too.

The Shikoro takes its name from the neck armour used by Samori warriors, inferring a tough, puncture repelling casing. The polyamide puncture repelling bead runs edge to edge, rather than simply covering the centre strip. Bodes well, given the roads can be decidedly unforgiving this time of year

Supple, leach like cornering prowess and a magic carpet ride. Unlike other vehicles, bicycle tyres needn’t have any tread. The Shikoro is basically a low-profile gravel pattern, which coupled with the puncture repelling qualities, suggest a tyre best suited to hard-pack/dry gravel/cross meets, interspersed with longer sections of asphalt.

A decent quality slick (not to be confused with bald) tyre, run at the correct pressures is arguably optimal for tarmac duties. Thus far, traversing the same roads littered with thorns and similar hedge clippings, hasn’t induced any nicks, or similar damage to the casings, let alone punctures.

I was surprised by the operating pressures, which range from 35-90psi, closer to that of a tubeless system. In theory at least, this should cover the entire zodiac of riding conditionals. Minimal rolling resistance on virgin asphalt, optimal traction on loose, icy surfaces.

Obviously, rider (and luggage) weight also play a part.  Current trends suggest an extra 1% pressure for every extra kilo. Working on this basis, 70-75psi should prove optimal. We’ll see. So far, run at their maximum, they don’t feel remotely harsh, although by my reckoning, big tyres should be compliant and comfortable at the upper end of their operating pressures.

The sudden resumption of wintry weather proved an ideal opportunity to see just how well Schwalbe Marathon 365 perform in the ice. Reassuringly well, it appears. Sure, spikes add another level of confidence but run at 65psi, their wide profiles hugged the tarmac, 15-17mph through the slushier stuff with no apparent skittishness.

In this context, their additional girth isn’t a hindrance. Admittedly, the machine’s more upright positioning also helps keep things on track.

This recent chill snap has also made me grateful for these Lake booties, which are far more convenient than overshoes when it comes to beating the brrr factor. These are MTB versions, which also provide scope for more adventurous outings sans asphalt. Not your bag but wanting a rugged set of boots that you can also do a day’s work in? Take a look at Steve Dyster’s test of these Chrome Storm 415 https://www.sevendaycyclist.com/chrome-storm-415-cycling-work-boot . Happy New Year!   

 

Cantilevers in the mist

The wintry weather gave way to the misty, mild and occasionally blustery stuff, typical of these shores around Christmas. Given the recent postal pilfering, I was relieved to return from a wet and greasy ride to discover a box of contraband had been taken in by a neighbour.

Unfortunately, a series of diplomatic incidents instigated by my elderly and very malevolent feline hastened their retrieval. This package came from Interloc Racing Design (IRD) http://www.interlocracing.com/

These are their CAFAM II cantilevers, which I had earmarked for the Univega. A classic wide arm design, sometimes described as MAFAC pattern. Their beautifully polished, CNC machined arms offer vastly superior mechanical advantage compared with modern, low profile types.

Look a little closer and you’ll notice they’re actually a marriage of retro and contemporary. Yes, there’s the old school cable anchor (which tightens via 10mm nut) less convenient, dare I say sleek, than modern Allen key patterns but effective nonetheless.

Yokozuna Cartridge Brake Shoes (Scott-Mathauser Gen-X salmon compound) are another force to be reckoned with and a doddle to setup.

That said; getting modulation and feel bang on proved trickier than I was expecting. Part of this was down to my brain engaging “M system default” but the combination of moustache bars and shorter reach Microshift brifters can also present minor challenges. If adjustment isn’t exacting, the brake lever will, more or less, touch the bars when engaged with any conviction.

On the subject of brake levers, ten years ago, I ran a similar configuration with Dia Compe V brake specific levers. Purely to see, just how dangerous, or otherwise the combination was.

Firstly, I DO NOT RECOMMEND THIS PRACTICE. Simply put, using a V brake lever with a cantilever is the fastest way to pitch yourself over the bars, or lock the rear wheel.

With the Dia Compe, anything more than a faint caress of the lever raised the rear wheel several inches off the ground. Lesson learned.

The other word of caution concerns wide arm cantilevers and smaller frames.

Broader arms can catch heels and in some instances, foul racks/panniers. I may even substitute the On-One cantilevers for the Avid that were formerly up front, next time cable replacement calls. Meantime, I’ll switch over to the tubby tourer, variable gears and of course, testing the IRD.

With this in mind, I’ve added some “helicopter tape” around the top and head tube area. Rubberised cable cuffs are a real boon but wet gritty stuff and Kevlar housings can still make inroads into the paintwork. Yes, even properly applied powder coating.      

I frequently talk about tyres and tyre choice is particularly important during winter. Not only in terms of contact but also puncture resistance. Tackling punctures when it’s cold and dark is no fun.

With that in mind, Cross inspired fixer and I were thwarted by a very aggressive thorn on Thursday morning-I was already running a little behind schedule.

Having pulled over and selecting a sheltered clearing, I opened unzipped the passport wedge pack. Tyre levers, multi tool, cable ties…CO2 inflator…No tube…Patch kit, ummm. How did I manage to leave a tube out!!!

Morale descending close to my boots, I remembered the Upso Stirling https://www.sevendaycyclist.com/upso-stirling-seat-pack  nestling beneath those beefy drops. Peeling back the zipper tags and reaching in, I found one, yes packet fresh and ready to go. Phew! The miracle before Christmas had indeed materialised.

Thorn extracted, fresh butyl and, 55psi in the Nordic spike, we were back in business.  Now, some folks flat more than others but you can never have too many tubes. If you’re stuck stocking-filler wise, for the cyclist(s) in your life, tubes and Co2 inflators are good, practical bets…        

Snow Joke!

Staying upright in winter can be a significant challenge. Even if the snowman hasn’t brought the white stuff, black and sheet ice can provide the wrong sort of excitement. I even witnessed a horse losing traction along the backroads this week.

Yes, the past ten days or so have been perfect excuses for hibernating, or whirring away hamster fashion on the indoor trainer.  However, they’ve also presented an ideal opportunity to whip on spiked tyres and explore.

In this instance, I’ve been using Continental’s long running Nordic spike 120. 120 denotes the number of tungsten carbide spikes.

These are the 42mm (1.6 inch) 700c versions, which shouldn’t present much difficulty clearance-wise, with the latest generation of disc braked adventure touring Lorries, or gravel builds.

Pure breed crossers will definitely call for the measuring tape and a pause for thought-especially at the rear triangle. My beloved fixed gear winter/trainer’s rear triangle prohibits this and the 35mm Schwalbe Marathon Winter. Although a pairing is preferable, running a spiked tyre up front certainly makes a big difference to grip.

Just like any other tyre, spiked/studded versions come in different guises, depending on price and intended use.

While both the Schwalbe and Continental use sturdy wire bead casings that will slip aboard deep section rims pretty effortlessly, their tread and design and purposes are actually very different. Yes, both tread patterns scoop away the snow, the spikes then biting into the ice beneath, providing the traction.

However, while I’ve been able to go pretty much anywhere and at a decent pace with the Schwalbe, the 120 stud versions of Continental’s Nordic Spike are positioned along the shoulders.

This makes for swifter progress but favours less extreme, tarmac biased riding. Think slippery suburbs, rather than heavily carpeted lanes, backroads and forest trails. I’d be interested to see how their 240 spiked siblings compare against Schwalbe Marathon Winter.

Whatever model you’re plumping for, it’s worth remembering that while all will deliver reasonable performance on clear asphalt.t roads, bereft of snow and ice, the tread pattern and spikes will result in a degree of resistance.

Not to mention road noise. Both can be annoying but something I’m happy to live with during dicey times-infinitely preferable to coming off and potentially damaging expensive components, or breaking bones.

It’s also worth remembering that some countries recognise e-bikes as powered vehicles. Studded tyres are prohibited on some public roads on the grounds they damage road surfaces.

For this reason, though a faff, it’s worth double checking the law in your country/state before shelling out.  New to riding in and through winter? Have a look at our overviews https://www.sevendaycyclist.com/winter-wonderland-one

Speaking of grip, we’ve reached our conclusion regarding BBB’s flexribbon bar tape and I’ve been pleasantly surprised when everything (although particularly the asking price) is taken into account https://www.sevendaycyclist.com/bbb-bht-14-flexribbon-gel-bar-tape

Lubricants also need to strike a between staying prowess and cleanliness. Wiping down the side-plates weekly to remove ingrained, drivetrain consuming contaminant, is pretty mandatory for traditional wet formulas. Some riders, usually those who consider price to be the determining factor, regarding anything other than 10w/40 motor oil as “snake oil”.

On the plus side it’s cheap, plentiful and works well enough. However, I’ve tested a fair few bike specific wet lubes over the years and found several at different price points that run cleaner and last a fair bit longer too.

It’s too early to say whether the Nasty lube that arrived a couple of entries back will rival Weldtite Tf2 extreme wet https://www.sevendaycyclist.com/weldtite-tf2-extreme-wet-chain-lubr . Mind you, a little seems to be going a very long way and I’ve been traversing some very wet roads these past three hundred miles.

Right, well, after a filthy week’s testing, time I treated my beloved workhorse to a cold water rinse and sudsy bucket wash. Will treat it to this Soma Fabrication Shikoro armoured speed tyre up front and A Soma fabrications Supple Vitesse (700x33c) at the rear. www.somafab.com

Happy Christmas!

Studio & Beyond

I’ve been back in the studio doing fine art nude photoshoots with some fantastic models. Further collaborations are being arranged for January. My Minolta film SLR and this partially stripped Ural motorcycle is all I can publish right now.

 

 

 

I take consent and professionalism deadly seriously and will not release anything, unless the model(s) involved are willing for me to do so. Thanks to Brian, who runs the cottage studio http://www.thecottagestudio.co.uk/  for the use of space and lighting equipment. 

 

Proved an ideal opportunity to see what my A6000 would do in a studio setting. Behaved impeccably from start to finish. Traditionally, I’ve run SLRs in the studio and kept CSC systems for street and location shots but the (minor) gamble paid off. Just as well, given my Alpha SLR got the sulks and refused to play nicely with the remote trigger.

I’ve appreciated the cold, harsher weathers, which is ideal for testing lubes, cables, tyres and of course, clothing. Nasty Lube http://nastylube.com/about/  over in Canada, have sent Seven Day Cyclist www.Sevendaycyclist.com their winter lube.

Simple to apply-sparingly, mind. Too much and you’ll get the spatter effect along your chainstay and rear wheel. That aside, there’s no hanging about waiting for it to cure. Simply, drizzle a little into the links of a freshly cleaned chain, wipe away any excess and scoot-off.

Great for commuting and winter generally, since a wintry spell can strip lubricant bare in a matter of rides. So far, it seems cleaner, dare I say less syrupy than some justly popular favourites. Minus figures in the UK are often over exaggerated but it’s dipped to minus 2 and felt decidedly raw, when wind chill’s introduced. 

We’re looking to get some narrow section spiked tyres in but for the time being, the Schwalbe Marathon GT https://www.sevendaycyclist.com/schwalbe-marathon-gt-tyres   and the Univega’s GT365 https://www.sevendaycyclist.com/schwalbe-marathon-gt365-tyre  are hugging slimy roads reassuringly well.       

Spiked, sometimes referred to as “snow” tyres all work to the same basic science. The tread ploughs the white, powdery stuff away, leaving the tungsten carbide spikes to bite into the ice beneath, providing traction.

Progressive acceleration and braking remains imperative but a steady tempo means 17mph is a realistic, dare I say, respectable average speed. Cables are another relatively inexpensive upgrade.

Obviously, testing tends to influence replacement frequency but I’d be inclined to replace standard brake and gear cables twice yearly, seasonally if you’re racing. Rather like stiff greases, sealed systems are a good investment for bikes in hard service.

These typically comprise of a factory lubricated, premium grade stainless steel inner wire, a Teflon coated liner and a heavy duty Kevlar outer. The latter can chomp through paintwork with alarming haste, especially if a layer of grit is allowed to form between them.

Most kits these days use rubberised cuffs to prevent abrasion but carefully cut sections of “helicopter” tape pretty much eliminates this problem. Layered electrical tape will also do, although check more frequently to ensure the outers aren’t making inroads.

While not a sealed system in this sense, I’ve been very impressed with these Jagwire pro road https://www.sevendaycyclist.com/jagwire-pro-road-brake-kit. Simple to fit, compressionless housings, EZ (easy) tunnelling and high quality, PTFE impregnated stainless steel inners deliver impressive modulation, feel and ultimately, stopping prowess!  Right, time I was heading north for another adventure.