Core, smoothly does it!

Had the privilege of attending this year’s Core Bike Show and there was a fair bit to see. 1x11 configurations continue to rule the roost, especially when it comes to Gravel/Adventure and backpacking builds. Cassettes too were getting wider, dare I say bigger.

Keeping a wide-range touring/mtb triple happy and obedient year round is something of a chore. These from hope certainly caught my eye. Finish aside, there’s even a 42 tooth-something I’d more commonly associate with tandems, recumbents and similarly specialist builds. Enough grunt for winching heavy laden touring trailers (or young tag-along pilots) up silly gradients without popping knees-Yay!

Cyclo cross bikes, at least those with less specialist personas, have long made excellent all-rounders, from winter trainers to light tourers. However, this has given rise to two tribes. The first, civilian, domesticated and extremely practical daily drivers and at the other extreme, gravel/bike packing. That said front mechs and belt drives haven’t disappeared.

Retro remains popular. I personally like it when older fashioned concepts return with a modern twist and less “classic” pricing. If you can drag yourself away from pencil thin stays, dripping in chrome you’ll also notice a centre-pull brakeset on this tourer.

Back in the South…

With the nasty lube Siberian reduced to a filmy state, it was time to strip the remnants from Univega and cross inspired fixed’s chains. This also coincided with the arrival of Duck Smart the black stuff chain cleaner.

In common with Green Oil degreaser jelly https://www.sevendaycyclist.com/green-oil-degreaser-jelly its’ a gel, so has the potential to double rather nicely as a generic degreaser. There’s also less wastage compared with a traditional solvent based stripper, although demands 5minutes marinating time before rinsing (and in some instances, reapplication).

A minor point, since I was giving my working fixed a good sudsy bucket pampering. This was followed by a liberal helping of some Crankalicious Enduro frame sealant.

Next came the Smoove universal chain lube. Now, this, like many others requires a curing period. Ideally, overnight but Smoove says it can be ride ready in an hour.

Potentially music to the ears of commuters prone to manic Mondays- drizzle some on first thing, don togs and be out the door after breakfast. With this in mind, I went said route with the Univega, to see if I could call Smoove’s bluff.

First impressions were similar to that of Motorex dry and my hunch that, curing aside, both work to the same principle. Unlike the wax/emulsion types that flake away, taking accumulated contaminant along with them, these trap grime in the top layer. It may assume a scuzzy grey/black but crap cannot work into the chain and become a fearsomely efficient grinding paste. So goes the theory at least.

I was expecting a slick, low friction middleweight and that’s how it’s behaved, several rides in. However, our maiden voyage coincided with fierce crosswinds and the Univega’s rear Kenda succumbing to a slow puncture. The sort where you reckon something’s a bit off, into the bend, so you stop pinch the casing…

Yup, suspicions confirmed. Time to swap the tube. Wheel out, last spare tube primed, I whipped out the wounded butyl. Sweeping the Kenda’s casing for foreign objects, expecting to find a thorn/hedge clipping-nothing…

During this period, groups of riders, including couples on tandems called over as they passed- I confirmed all was well and thanked them. Tube in, wishing I’d a CO2 inflator and cartridges handy, I was just grateful for the Lezyne mini pump’s smooth, predictable delivery.

Another rider stopped, apparently for a yarn.

Ten minutes in, I was getting progressively colder, despite long sleeve base layer, winter weight jersey cum jacket, waterproof breathable shell, thermal bib tights, gloves and booties. Seems he was a newbie. I was stunned to learn that his new top tube bag was bare-he was out without any means of rescuing himself, which seemed foolhardy at best.

Chill biting harder than ever, I suggested he invest in at least two spare tubes, multi tool, patch kit, pump and tyre levers. This way, he’d stand a sporting chance of getting going again. Strangely enough, my Cat-Eye blinky had jettisoned, although I was able to retrieve before it was crushed under the wheels of a Nissan Duke.

40psi (or thereabouts) and wheel reinstated, I span a lower gear to warm up. Infinitely preferable to a long walk home and a reminder to replenish the wedge pack. Budget tubes are generally speaking, fine for roadside rescue duty but branded butyl respond better to patching.    

Elsewhere, my patience finally evaporated with a well-known car insurer. Their abysmal customer service and palpable disinterest (in pursuing a case involving a foreign haulier), saw me turn to Chris Knott’s Car insurance 4 cyclists’ https://www.carinsurance4cyclists.com/  Even in light of the pending claim, my premium was still less than half that quoted by my original insurer. Decision made.   

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…