Titanium & Timewasters

I’d done a couple of model shoots in Dovercourt but hadn’t dropped in on Justin Burls http://burls.co.uk/  for almost three years. High time we had a catch up. Down in the workshop, he was busily building a customer’s mountain bike, based around one of his legendary, custom made titanium framesets. I can hear some of you screaming Wot no discs!!!????

Well, the machine in question is being built for an epic, wilderness tour of Africa. A raw and punishing environment, where outright reliability trumps sophistication/exotica.

One of the many reasons I toured with 4130 Cro-moly racks, or trailer.

Worst case scenario; should a breakage occur, chances are a roadside garage would be able to blast it back together with either an oxyacetylene kit, or MIG welder. Talking of which (Probably has its origins in my childhood and many afternoons in a workshop) I was keen to inspect Justin’s new workshop extension and TIG inverter.

TI aside, Justin traditionally fillet brazed his framesets. I was rather taken with his frame jig. More with its rusty patina, than the contrasting, space age titanium road frame held within it.

He was also preparing a pared to the essentials fixed frameset with a beefy wishbone rear triangle. No drillings for brakes, let alone mudguards, or similarly civilian stuff here!  Hanging on the wall, was his Dawes Galaxy tandem.

Arguably one of the best production models, rivalled by Claud Butler (Holdsworthy) Super Dalesman during the 80s I also liked Dawes Double-edge mountain bike tandem. Look closely at Justin’s and you’ll notice shortened Shimano cranks and a very sleek adaptor.

This was so his daughter, Alex could do stoker duties. However, she’d had a growth spurt, thus this expensive adaption was now redundant! At least, until his son, Tom gets tall enough…

Now, being able to ogle another rider’s workshop space is an honour and a privilege. Its also fascinating and serves to illustrate that one rider’s trash, is another’s treasure. Swap meets sound like the ideal means of exchanging unwanted kit but for the moment, online auction sites are my default. Keeps personality and emotions out of the equation.

Back to my fleet. I’ve swapped the Vel SE cage, from the Holdsworth and to my cross/gravel fixed. Reason being, the twisting forces associated with a side-entry design, coupled with a large trade bottle, has proved too much for the former’s band on mounts.

It’s caused them to rotate annoyingly over the course of a ride. No migration issues with traditional, top entry cages and 750/800ml bidons. Something to bear in mind…I’ve also hit the 300mile mark with the Finish Line Dry lube, so have introduced some Joe's Dry, which arrived for testing, last week.

Been a frustrating week, with models cancelling, or messing about, prompting me to update my cancellation policy. The model who cancelled, is usually super reliable and was presented with a situation she had no control over. She also contacted me first thing, that morning.

I am a compassionate person and know only too well that sickness doesn’t stick to a schedule.

I also know, first hand that the most reliable and well-maintained vehicles, or childcare can let us down. However, I have no time for those, who book shoots and then hedge their bets, or don’t show.

A Bedford based model did just this. On the one hand, inconvenience and wasted time have really irked me but on the other, clearly a lucky escape. I’ve wished her every future success and promptly blocked her, from future email, or portal communications.

Communication is key and its one of the reasons I engage in a fair bit of pre-shoot correspondence. Any photographer, who cannot bolt together, a coherent and articulate paragraph is worth swerving. The same goes for models who approach, wanting to work but with no idea of what they want to achieve.

If someone approaches me with the opening line “Hi, I like your work, would you like to shoot?”; I’ll typically reply, asking what attracted them to my work and me, specifically. If they do not reply, or cannot articulate in reasonable detail, it tells me all I need to know.    

Donkeys & Destructive felines

I dropped my son home, to discover his favourite toy-a talking Donkey (from the Shrek franchise) who he was inseparable for many years. Clearly still revered and sitting pride of place, in a swivel chair. For several years, I searched high and low for a replacement donkey, just in case…The worst happened…

As you can probably tell, he wasn’t the only one smitten with the 14inch cuddly character. At the time of purchase (back in 2004) several colleagues and I wanted one, for ourselves!

A quick browse of ebay…Next thing I knew, I’d indulged. We’ll blame it on sentiment and the relief that, following an X ray, my dental abscess required no further and moreover, painful treatment.      

Back in the saddle…

Thanks to sunny skies, the Holdsworth has been seeing a good couple of hundred miles over the past week, or so. I was surprised to discover its rear Vee Tire Co rain runner, had succumbed to a hedge clipping. The sort that burrows into the aramid casing, just deep enough to graze the tube, resulting in slow but steady, loss of pressure.  

Nothing a patch couldn’t cure. Though the rain runner (now known as Rolldiac) are a lightweight, grippy and generally dependable tyre, I’ve plucked this 25mm Freedom thick slick from my tyre rack.

These are made by WTB and according to their blurb “Designed to withstand the harshest urban elements”.

Urban labels aside, they’ve been perfect for winter training and in a bigger section, they’d also handle some lightweight/weekend touring (I’d used these 25mm on the “Teenage dream” and ‘cross biased fixed, for a good few months, with excellent results).

True, the casings feel relatively harsh, compared with the Rolldiac/Rainrunner, or indeed the Panaracer Pasela. Wire beads will turn a few people off Nonetheless, these are tempered by leach-like cornering prowess (wet, or dry) and outright reliability.

Even after a few years, dry storage, there’s no hint of deterioration, especially around the sidewalls. A crushed Kevlar belt and dura layer armoured sidewalls also appear to deliver, long term in the real world.

Even my malevolent farm cat hasn’t taken exception to, or at least been able to gnaw through them. Observation (and a large number of tube casualties) leads me to conclude he genuinely likes Schwalbe and Continental, yet has visceral contempt for pretty much every other brand! 

Luckily, I’d just taken delivery of a new batch of spare tubes. Much studier than the usual bundles, they were on sale and for very similar money. I’ve swapped my ‘cross inspired fixed’s Vittoria voyager hyper fort the Schwalbe Marathon GT https://www.sevendaycyclist.com/schwalbe-marathon-gt-tyres  

Black walls, either plain, or with retro-reflective piping has largely reigned supreme but recently, tan sidewalls are creeping back into vogue. Perhaps, this is partly influenced by the popularity of retro. Whether this is an influence of the retro-revivalist trend. Or just another example of things being cyclical remains to be seen.

The Vel SE cage arrived on Monday, so the Holdsworth was an obvious host. I seized the opportunity and swapped the Elite for the Enigma, thus ending contact and knuckle grazing issues with bigger (read standard 750ml) trade bottles.

I’ve had to nip the Topeak adaptor mount a few turns, to counter the seemingly greater lateral forces generated with a side entry design and 800ml Zefal bottle. Not a big deal but one of those things, I hadn’t anticipated and might not have occurred, if you’re coming from braze-on bosses.

Compared with the bright green SL sibling, the SE’s plain black looks a touch ordinary, dare I say, less refined, or shapely than the Lezyne flow. That said; thus far, the design offers decent tenure and is easily reversed to suit dominant hands. Much to my surprise, the SE is in fact, alloy bodied, with composite ends. However, this explains why it copes so well, with heavier loads, such as tool bottles and old school  bottle batteries.

Continuous Improvement

Dental abscess under control, courtesy of amoxicillin, I resumed product testing and model photoshoots.  Warm enough for ice cream…

More tyre swapping followed and following an unexplained blow-out, on my everyday fixed, I’ve gone for big volume 35mm. Continental contact plus up front https://www.sevendaycyclist.com/continental-contact  and Vittoria voyager hyper behind https://www.sevendaycyclist.com/vittoria-voyager-hyper-tyre . Two very different tyres, in many respects but reliable. 

While rummaging round for these (not to mention spare tubes) I resurrected these issi two triple clipless pedals. Dual sided design, high quality, buttery smooth sealed bearings, Cro-moly axles with black chrome finish.

The latter isn’t just aesthetic. Provided it’s been applied correctly, black chrome also provides much better corrosion resistance than traditional electroplate. The ability to literally step-in and go, is a definite boon, especially with a fixed transmission.  

A welcome return. Having played with Finish line 1-step cleaner and lubricant https://www.sevendaycyclist.com/finish-line     I’m also giving the Smoove universal chain lube a second chance. https://www.sevendaycyclist.com/smoove-universal-chain-lube

Temperatures between 15 and 25 degrees have seen it assume a tacky, waxy state, which seems to cling to the chain. Transfers quite nicely to hands, although this is only a consideration, when tackling roadside mechanicals.

The same goes for more traditional, wet types. Either way, I’d pack a pair, or two, of disposable gloves in your bike luggage, for just these situations.

Particularly, if you commute to work, in office smarts… At the other extreme, though highly appropriate, given my Holdsworth’s “Sunny days’ plaything cum TT bike” design brief; there’s Finish line dry lube.  Oils containing PTFE are considered pretty basic-bog standard, even, although some mixes more sophisticated than others. 

This one is made with polymers, goes on wet and then cures to a dry, paste like consistency, thus attracting minimal dirt. Curing is around the twenty minute mark, rather than a few hours, which also came in handy.  Though quick flowing, its less runny than some, so provided you keep some kitchen towel hovering beneath the chain, it shouldn’t race all over the rear tyre, or kitchen lino…

They also reckon it provides “adequate wet weather performance”.  So far, it’s holding up nicely. Friction is low, although not as low as the latest generation of dry formulas, including Weldtite TF2 Ultra dry chain wax https://www.sevendaycyclist.com/weldtite-tf2-ultra-dry-chain-wax . Talking of which, in dry conditions, 330 miles per application is the figure to beat. To date, I’ve cruised past the 120 mile mark and there’s little sign of it receding. Transfer to hands has also been in trace territory.

Critically evaluating these things (which is essential, in my opinion) it’s worth noting that a single application of chain lube can suffice, during a really arid summer. In real terms, we’re talking something stodgier but six weeks, or so isn’t out of the question with middleweight wax, or dry formulas.   

The “last word” in customisation is another hotly debated topic. Traditionally, a bespoke frame and paintwork occupied top spot, and were obvious choices. Custom stems might be another. However, I’m thinking something subtler, dare we say, easily within reach of all riders, regardless of budget.

To a lesser extent, the normalisation of semi/compact geometry frames, over the past twenty years, has greatly reduced need for bespoke frames. Small riders, or those (including myself) who are unequally proportioned, now find it easy to get an off the peg frameset and contact points that fit beautifully (albeit not perfectly).

One thing that is often overlooked, is the humble bottle cage.  However, in recent years, I’ve become increasingly endeared to the concept of side entry designs, especially those, which can be orientated to suit left, or right dominant hands.

The other main appeal is these will fit within small main triangles, so two big bottles are easily accessible on the seat and down tubes.  Some Vel SE cages have just arrived on our test bench. Be interesting to see how they compare, with something like Lezyne Flow SL.

So then, modelling commissions...The temperate, brighter weather lends itself to location shots.  These do run the risk of interruption, from passers-by but most people are very respectful and don’t intrude beyond a simple, courteous greeting.  

Photographer and model should never feel uncomfortable. I am careful to research models who approach me and encourage them to research a photographer carefully before agreeing to work with them. 

There are photographers and GWCs (Guy with camera). The former have a high level of skill, professionalism and behave ethically (There are always exceptions to this rule. Some photographers have excellent technical abilities, but are of dubious character).

Much of this can be screened out during pre-shoot approaches/communication. A two-way street. There are plenty of “models” who I would not consider working with, for various reasons.

Both parties should be clear and comfortable about the shoot. A model who doesn’t have a clear(ish) idea of what she’s looking to achieve raises red flags and I politely decline.

Similarly, I’d encourage models to look at a photographer’s site, their port-folio and ask around. People talk. References are a useful guide but shouldn’t be taken as gospel.

People tend to err on something positive as a default, for fear of reference reprisals. They may leave a lot out, which is quite telling. Repeat business/bookings are a good sign but again, gut intuition is key.    

 My site desperately needs updating. However, a “photographer” without a site or similar presence should set alarm bells ringing.  Ditto, if they can’t string a coherent paragraph and detail a shoot specification. “Oh, just bring loads of lingerie” should be a model’s cue, to close communications and look elsewhere.

It Just Burst!

No, not that kind of Latex calamity. I’m talking tubes and flats (again). Not a year passes without someone, marketing a new cure for the common puncture. Well, quick fix resurrection is probably more accurate. Timely these GUP sealant and inflator cannisters arrived at my door.

 

These work to the “spare wheel in a can narrative”. Find and remove any offending sharps from the tyre casing(s). Open the valve, deflating completely. Shake the cannister vigorously, plug the yellow “smart” head on and then push upwards to release the mixture of sealant and CO2. In common with pocket Co2 inflator tools, delivery is very controllable. Releasing your grip, eases the flow.

Other designs I’ve used previously haver managed around the 60-65psi mark. This sort of pressure’s enough to limp home on but not going to blow a 700x25c into smithereens. Jettisoning the whole lot in one press isn’t problematic.  

I’ve managed 90psi inside these 38mm Soma Shikoro https://www.sevendaycyclist.com/s , which is impressive. Whip the head off, then spin the wheel quickly, so sealant can race to and plug holes. Give the tyres another, quick onceover; then scoot off.

Sounds perfect for the Monday commute, or when you’re weary, toward the end of a long ride…

Alas, there are limits to any goo-based product. Should they fail, the result can be a big ‘old, undignified mess!

Most will seal small holes (1mm or so) with no problems, provided the sealant is still mobile (varies from brand to brand but expect a year or so’s useful service from this genre).

Much bigger, or something close to the valve, spells new tube and big clean up. So, ensure you’ve a decent spare holidaying in your luggage, and carry some wipes/cloths too-just in case. The Shikoro succumbed to a very aggressive sharp. This had sliced deep into the centre strip.

Taking an educated gamble, with the GUP reaped great reward. It didn’t, with this Panaracer T serv.  A phantom flat by all accounts and not one that, I can attribute to my malevolent farm cat, either. (Although, I’m convinced the old boy takes exception, to the scent of some tyre compounds). Further inspection revealed a weakness around the valve stem, one seemingly common to the budget bundle types.

600 miles in, I’ve reached my short-term conclusions about, which have delighted me with their quick, yet super compliant ride quality. Soma Fabrications Supple Vitesse EX tyres https://www.sevendaycyclist.com/soma-fabrications-vitesse those seeking something more tourist; should look at these Schwalbe Evolution Marathon Supreme https://www.sevendaycyclist.com/schwalbe-marathon-supreme-tyre

Steve gave them a good blast through Cumbria https://www.sevendaycyclist.com/cycling-in-cumbria-s-border-country . He reckons they lack the outright invulnerability of the Marathon plus but are that bit friskier, easier

Trailers and folders also deserve good rubber.

However, all too often, when it comes to trailers, OEM types are the cheapest knobblies going. Functional enough, to a point. However, something I’d look to upgrade expediently.

Now I use my Yak homage as part of the testing process. This might be a tourer or adventure bike’s stability, or “just” seeing how tyres perform in different contexts. Dave Taylor at Schwalbe UK has learned of this, so is generously some Marathon Plus.

Elsewhere, having discovered the Mango body is in fact, GRP, I’ve been approaching motorcycle refinishers, to see if they’d be interested. I’ve had a couple of very positive leads. Another, similarly helpful spray shop said he didn’t have the room but…had some contacts in Northamptonshire, who would be able to facilitate.
 

A couple have been very enthused about the project and given, back-of-an-envelope quotes. That’s for John to decide but progress, nonetheless. Nothing from Sun Star either, so he’s machining a spider from a budget Sun race triple…

I on the other hand am beset with excruciating toothache, which as suspected, is an abscess. Prescribed antibiotics and more, heavy duty ibuprofen painkiller, I’m presently sporting a pout. The kind, some people pay a fortune for. Wasn’t expecting these side effects though…

Flashbacks & Fancies

While mooching around Coventry’s Fargo Village, I was drawn to “The Bike Box”. Initially, by a Surly pacer and this Salsa. Being Sunday, I wasn’t entirely surprised to discover the shop closed. However, peering in through the window, I noticed this Holdsworthy Claud Butler.

An early 80s, 531^ST frameset built around period sensitive, yet broadly contemporary components. Colour aside, the frameset was almost identical, to a 1982 Super Dalesman, that seduced me, and my paper round savings, 29 years 1 month ago.

It cost me £250 at the time. £125 of which, I borrowed from my mother. A tourer that handled beautifully, laden or otherwise and one I remember, with great fondness.

Thankfully, Sharon came to collect me at this point. Being an empath, she humoured me, then whisked us away to a very pleasant Turkish café’. Elsewhere, the Holdsworth and I have been enjoying the clement conditions.

Perky and pared to the essentials, there’s been plenty of smiles per mile too. I was tempted (when Lee Cooper graciously performed the bottom bracket shell replacement and other, remedial work) to have a set of bottle bosses added. However, while its far from period, I want to keep the frame original-structurally, at least.

Hence, I’ve gone the strap on route. (You at the back, stop sniggering!!!) The slightly dumpy, though extremely practical SKS unit, has been joined by Topeak’s infinitely prettier Versa mount.

I’ve whipped this carbon composite Enigma bat-wing design. On an aesthetic note, I should probably swap the Elite Ciussi, for the Boardman cage clinging to my Univega’s downtube.

The Versa mount can be mounted in a variety of ways, to entertain small/compact geometry frames and even folders-head tubes, seat posts, or even fork legs are a few obvious alternatives. 1.2 kilos, is the maximum payload. One trick ponies in some respects. You certainly wouldn’t deploy them as a P-clip substitute for 4point carriers.

Continuing the swapping theme… I’ve swapped my fixed gear winter trainer’s Syncros matchbox cage for this bright green Vel race cage. A much closer match, pattern-wise, to the Deva.

At 34g, its made from a composite resin, which in turn is painted and lacquered for a glossy, durable sheen.  I’ve also exchanged said machine’s Brooks swift pattern perch, for this BBB Echelon.

The Echelon has a unique, dare I say characteristically Dutch flavour.  It supposedly straddles mtb and road genres, suggesting it’ll be a viable option for rough stuff and gravel too.

This is the 141, which is slightly misleading, since its actually145mm wide, 265mm long. 2mm broader than the toupe’, which may prove a more suitable option for my ‘cross biased fixed.    

Another cutaway design, it features a carbon reinforced shell, EVA foam padding and a durable, faux leather cover. Hollow Cro-moly rails with adjustment scales strike a good strength to weight ratio and make setup straightforward. Especially, if you’re swapping it between bikes.  

Having done 400 miles on the Vee Tire Co Zilent and crucially, reached some tangible conclusions, I’ve switched to The Soma Shikoro upfront. https://www.sevendaycyclist.com/s  A supple, compliant ride to match and indeed, compare with their 33mm Supple Vitesse cousins.

Talking of Soma, here’s my review of the Condor bars https://www.sevendaycyclist.com/soma and the Lizard Skins DSP https://www.sevendaycyclist.com/lizard-skins-dsp

Elsewhere, Sinner have been in touch with me, regarding the refinishing of Mango bodies. According to Melvin, these are in fact made from Gelcoat. A composite but not actually carbon fibre as first thought. We are advised that a decent car body finisher should be more than capable of repainting to a high standard.

I’m inclined to say that many will regard the Mango as specialist equipment and politely decline, as tends to happen with motorcycle components. A project finisher, or someone working with motorcycle GRP (fairings etc) is likely to be a better bet. John is also looking to upgrade the gearing to a triple, for greater range.

He’s opting for 28/40/70. However, we have discovered the Sunstar battery assist’s spider, will only accommodate two rings. Therefore, I have contacted Sunstar, asking if they produce a compatible pattern, capable of accommodating a triple.

John is talking in terms of making a custom model from stainless steel; or modifying the existing setup. No surprise, given he’s a retired engineer but I’m thinking a stock model will be a more efficient use. of time and other resources. Talking of models, here’s some more from last week’s shot with Krystal J.