Gone Tubeless: The Mountain Version

A while back I bought a MTB – a first for me, and in honour of this decision to get dirty I decided to go big – 29er big.

Ended up with a 2011 Giant XTC 29er 1. Broke it in by commuting to work on it on bike paths – yeah makes a lot of sense but...

Anyway, that first example died an ignoble death after being run over by a blind-arsed dufus of a motorist who watched me coming through a roundabout and then at the last possible second decided to blow the giveway sign and plow into me. I was put onto the bonnet and then ejected when he hit the skids, doing a nice three point landing and then bleeding profusely over the road via a nicely scratched up face and nose. One trip to the emergency ward via 'waammbulance' later showed I was only superficially damaged, which was more than could be said for the 29er – it had a terminal case of hole-punched-in-the-frame-itis and severe non-roundess-wheelus.

Eight months later and various dealings with an almost completely intransigent insurer, I got the new MTB – exactly the same model bike!

So, this time the bike and I hit the trails (literally on a few occasions!) with the upshot being that I decided the abundance of punctures had to go away, hence the title of this post. I herein document this mod.

A. Equipment

I decided on SunRingle Black Flag Pro 29 wheels. Good value, good feedback online and I liked the looks – well at least of the black rimmed and gold hubbed version: the gold rimmed and black hubbed version was a little too bling for me. (Piccies at the end of the post). Here's a link to the SunRingle site:

SunRingle Black Flag Pro 29 Wheels

The Pros come with the Stan's No-Tubes system rims (apparently SunRingle makes all of Stan's rims anyway) beautifully pre-fitted with the yellow sealing tape, and including 2 x tubeless valves, 2 x 59 ml bottles of Stan's Sealant, and featuring 28 double butted spokes per wheel, QR9 rear axle, and fittings for QR9, QR15 (which the Fox fork on the Giant has) and 20mm thru axle for the front hub: pretty much the full deal in one package. The red anodised freewheel looks nice, sounds good and works fine. The gold anodised hubs look just dandy in my opinion.

Tyre wise, I went with Schwalbe Racing Ralph Evo Tubeless Ready Snakeskins 2.25s: a little high tech for my neophyte skills but they were a good deal, and the Maxxis Aspens that came on the bike were a little too thin (2.10) and a little too slick for my liking (great for flat hardpack tho).

I also decided to keep the original set completely built up for swap in as a commuting set, so the new wheelset had the same Shimano discs and cassette (11-36) placed on it - plus some red anodised disc bolts: goes with the few other red ano bits on the bike!

So, got the stuff. Now what to do with it!

B. Assembly

I'd read some horror stories about getting tubeless stuff set up, and my trepidation wasn't helped when I caught a cautionary tail involving the tyres I'd just purchased!

Still, armed with a viewing of the Stans Video, some soapy water, and the required Stans equipment, plus wheels and tyres, I set forth.

Turns out, for this particular combo, getting it done was easy as! Here's my procedure in step-by-step form:

Sitting down, hold the tyre upright with side facing you, take a rim, with tube hole at the topmost position, and place it completely inside the tyre well (with discs brakes I had my disc side facing me). At this stage make sure that you a) have the tyre in the correct rotation direction if applicable, and b) the tyre is dressed relative to the rim properly (i.e. labels where they should be in relation to the valve). Because the tyre fits onto the rim fairly tightly, even with only one bead on, it's hard to rotate the tyre to the correct position if the dressing isn't done first.

Start inserting the outer tyre bead (the one facing away from you) into the far side of the rim, commencing at the bottom. Work upwards, both sides evenly. I found doing it this way meant I was only having to move one half of the tyre onto the rim at a time, and also towards the end of the insertion process when the remaining bead gets tight towards the top of the rim, you can use your hands (and a suitable cloth – I used a dish towel) over the top of the tyre to grip the rim with the tyre in the palm of your hands, like you are gripping a motorbike throttle, and twist towards you. Doing it this way I was able to get all four beads of the 2 tyres on without using any levers (it takes a little time, but it worked for me).

Once the first bead is on, turn the tyre 180 degrees on it's vertical axis so the unattached bead is facing you and insert and secure the tubeless valve into the rim (it should be on the top of the rim if you've started the install the way I did). Check the dressing! Then, rotate the wheel along it's direction of travel so that the valve is on the bottom of the wheel, spin the wheel another 180 vertically so the unhooked bead is facing away from you, and repeat the second bead installation in the same way as the first, making sure that the bead on the bottom is inserted between the valve and the rim wall. Bead insertion was tight towards the top but the grip method above worked for me again.

Now, you have a tyre on the rim, oriented and dressed correctly. Time to inflate!

First off, get some thoroughly soapy water (I took some soap pieces and put them in a jar of warm water, put on the lid and shook vigorously until the water was very cloudy) and apply it with a cloth to the inside rim and the outside of the bead all the way around on both sides of the wheel. Place the tyre on the ground upright with the valve at the bottom and attach a floor pump and inflate. I found that this combo of tyre and rim held air instantly, the beads sealing against the yellow rim tape all the way around the tyre, and the tyre bead sealed with a 'thwack' or two against the rim at about 30 psi. I inflated to 40 psi (the maximum recommended by SunRingle) and left it for a few moments – no soapy bubbling at all!

Now for the sealant. Deflating the tyre saw the beads unhitch from the rim but remained sealed against the tape. Unscrew the valve portion of the tubeless valve and using the Stans 59ml bottle (whose nozzle fits directly inside the empty Presta valve) slowly squeeze all the contents into the tyre, and reinstall valve innards. At this stage I didn't move the tyre – I inflated it first again, the tyre beads seated in the rim with the same 'thwack' and the tyre went straight back up to 40 psi. Then I did the old Stan's Dance to distribute the sealant all around the inside of the tyre.

Leave laying horizontal disc side up over night to check for leaks and rinse and repeat for the other wheel/tyre! Like I said, for me with this tyre and wheel combo, easy as!

Next morning, the wheels were at the same pressure and no sign of any Stans Sealant anywhere (it could still be heard sloshing around inside the tyre). They have remained like that since with a little air from time to time.

So, piccies at completion! (couldn't be arsed waiting to take individual component pics - just wanted to get them together!)











I'm happy.

To me they look nice, ride great, no punctures and an overall weight saving over the standard Giant setup of around 600 grams – excellent!

I'll put up a longer term impression when the tyres have worn out – which the Racing Ralphs seem to do fairly quickly I've heard.

Ride Safe!

New Gear – Michelin Pro 4 Service Course Tyres and Shimano Ultegra 6700C Carbon Road Pedals

Michelin Pro 4 Service Course Tyres

So, after many years of faithful service from Vittoria Rubino Pros, I decided I once again wished to visit the land of Michelin tyres. I'd used and loved the Pro2s but then hadn't had much luck with the Pro3s – they seemed to cut up quite badly and puncture more readily, something that didn't go down well at their price point which I recall was quite steep.

Snagged myself some of the new Pro4 Service Course Tyres (still not cheap) - in red of course, one must ensure the synchronicity of the colour scheme – and away we went.

Fitted up fairly easily on my Campy Eurus 2-Way fit wheels – no levers required – and pumped up to 105psi front and 115 rear (they max out at 116psi recommended) they immediately announced their difference even prior to the first ride.

They have a decidedly different profile to the Rubinos, and most other tyres I suspect. Their profile would be best described as angular – in fact when first on the tyre and unridden, they have a very triangular shape: sidewalls slightly angled away from the rims, then an obvious straight-ish inward canting line into a sharpish circular peak. Once ridden, this triangle does round out somewhat, but after 400-odd km, they still retain a visible angled peak to them.

So, they look weird: how do they ride? Well, in a word, terrific - once you adjust to the decided rapid tip in on cornering that such a profile logically delivers. The rapidity of the tip in is very noticeable, especially the first time you lob into a corner and heel over at speed – the bike quickly transitions to laid over mode and sends a little shiver of caution through you: it does feel like the tyre is hinting at sliding away from under you. But it never does – once thru the transition period the tyre just sits nice and firm and I soon became very settled with it. I'd go so far as to say that cornering on the tyre is confidence inspiring: it rolls into the lean and then just hangs on and hangs on. If you've ridden some of the later motorcycle tyre shapes I think that the Pro4s behaviour will be quite familiar.

Haven't used it in the wet yet, but the tyre seems fairly sticky, and the solid feel in the dry on cornering should transfer to the wet I suspect.

No idea how they wear yet – frankly I'm not that concerned: grip and feel is more an issue to me than saving a few bucks.

Velonews online has a prelim. write up – hit them up for a look.

Velonews Michelin Pro4 prelim review

Shimano Ultegra 6700C Carbon Road Pedals

For some reason, I've never been one to experiment with pedals – I've always been a fan of SPD-L, especially the more recent platform size and shape, and never bought anything but Ultegra. I had been tempted by the Dura Ace Carbons pedals but their skyhigh price put me off.

So imagine my interest when the Ultegra Carbons came out – same wide platform, carbon, and far less expensive than the DAs. And then the best news of all – only 10 grams heavier per pedal than the DAs! Personally, that pretty much rules the DAs out of the equation for me and likely 99% of everyone else. So of course, me purchase them!

Aside from the aforementioned weight difference to DAs (the Ultegra Carbons are significanty lighter than their alloy equivalents – around 50 grams or 16% per pair) info indicates the Ultegra Carbons have a twin bearing system compared to the DA Carbon's triple set, and are made with short fiber carbon rather than long fibre. I'm assuming this translates to a stiffer pedal for DA, but with my meagre output it's not like I can test that theory!

So, wide platform, low weight, nice black look and reasonably priced I think – what more could you want? Oh, for info sake, install is by Allen key only.

There's a first look preview on Bike Rumour online – again, go have a peek if this is your thing!

Bike Rumour Ultegra Carbon Road Pedals preview

 
Ride Safe!

Oh my God – I forgot to do a Tour De France Write up!

Went through the agony of watching it (late nights and all), but never the chore of writing about it (here's the abridged version).

So, mucho congrats to Cadel Evans, first of my countrymen to ever pull on the maillot jaune on the podium on the Champs Elysees!

Félicitations monsieur Cadel!

Thoroughly enjoyed the race : all the drama, shenanigans, terror, incessant whining, petty drama, heroics, and sheer guts and determination.

Cadel won it how he usually rides: to the edge of his ability and digging deep. His style isn't for everyone, but I think it's his singular strength. In the past, he's definitely cracked big time on a crucial point, but this year he stayed strong and took his destiny into his own hands: a resolve which he's perhaps lacked in the past at Le Tour. A huge effort and an inspirational one.

Chapeau Cadel!

Apart from the win, my rider of the Tour: Thor Hushovd. His two stage wins were epic: he's really making a show of strength on long rolling stages his forte now, and the race is all the better for it.

Chapeau Thor!

Not sure about the teaming of Cadel and Thor on the same unit, but time will tell! Roll on BMC 2012!

Ride Safe!

A Deadly New Threat – Bombers on Bicycles

This from the only-in-America hotline.

Apparently the bike lanes of New York City are now a haven for terrorists bent on seeking out targets for their insane upcoming campaign of the blanket bombing of New York City. It has occurred to a CBS2 reporter – one Marcia Kramer – that the bike lanes springing up around NYC are the perfect delivery routes for terrorists intent on meeting out revenge on the infidels, and in particular the Israeli variants.

In Kramer's world, the bike lanes will become avenues of death, with militants, bent on reeking havoc on the very bedrock of democracy that is NYC, careening back and forth delivering payloads of hate, death and destruction on their two-wheeled conveyances of Satan. And all whilst inconveniencing the smooth and rapid flowing transit system that are the cars, taxis and buses of NYC, because of course, everyone knows that the myth of traffic congestion in NYC is the vile spewing of communists intent on demolishing the American way of life.

Clearly the continued construction and extension of these highways of hell, themselves a punch-in-the-gut to the ideal of a four-wheeled utopian symbol of democracy, is an open invitation to militants to pack their frame tubes full of whatever exploding shit they can get their hands on, slip into their most figure pleasing slinky lycra or the latest in hipster fashion, and rocket their two-wheeled IEDs down these avenues, unimpeded by rule of law or gridlock, delivering their mayhem to wherever the hell they like.

Sounds ideal, although I'm guessing that Kramer likely hasn't factored in the probability that, what with the chances of getting hooked by a car, doored, hit by a bottle thrown from a vehicle, flatting on the innumerable bits of sharp gutter rubbish, decked by a kamikaze pedestrian, nailed by a mutt running around on a leash, or even brained by a head on collision with a fellow terrorist 'salmoning' their way alongside said route, the success rate of this delivery system isn't going to be that spectacular.

Shit, methinks said terrorists will likely figure out pretty quickly that it's cheaper and more effective to buy a backpack, pay the cab fare to where they wanna go, and then complete the journey via a brisk and healthy 5 minute walk to their intended destination. They'll definitely arrive less sweaty and stressed out, and in one piece (just before they blow themselves into the exact opposite of that).

So, we salute you Marcia Kramer for revealing this latest threat presented by the scourge of cycling! Mind you, a little exercise needed there Marcia – your whale arse is showing. Maybe a little trundle along the bike lanes of NYC...?

Ride Safe!

UCI World Cycling Tour, Perth 2011 – Just so I could say I did it.

On the 14th-16th of April, Perth hosted the Australian round of the UCI World Cycling Tour, of which the Road Race held on the 16th, was a qualifier for the UWCT Final.

From the UCT Website, here's their intro blurb:

“A new cycling tour for amateur riders that will ultimately crown age group World Champions is being launched by the UCI in 2011. The UCI World Cycling Tour (UWCT) is a series of UCI-sanctioned races that will be held all over the world. The UWCT will comprise a maximum of 15 qualifier events, leading to the UWCT Final, the former UCI Masters Road World Championships. The top 10% in each age group of the qualifier events will automatically have the right to compete in the UWCT Final and race for the coveted UCI rainbow jersey.”

Run by CIC Events Management and Bicycling Western Australia, the 2011 event is the first year of a 3 year contract for CIC to run the round, so hopefully it will be around in Perth for a while.

So, I decided that I too would join the ranks of the elite and undertake the race, with no thought as to personal triumph, glory, or an invite to the Finals: rather my thoughts were to whether I'd die in the process of completing a lap of the course.

One incentive for competing was that, if one was lucky enough to be 50 or over (yay me!), one got a reduced distance/lap burden: 6 laps of the course, as opposed to 8 for the 18-49s! Well, with concessions like that, who couldn't take up the opportunity? Well, as it turned out, lots of cyclists, but then it takes guts and supreme confidence in one's abilities to submit oneself to such a challenge: neither of which I had, more just a complete lack of perspective of just what I was getting myself in for.

Now, it could be said that the course wasn't that hard in the overall scheme of things – 6 laps totaling 81.5 km and 800 meters of climbing – but given it was the first race I've ever been involved in, I wasn't too sure how I'd pull up, or indeed if I'd pull out part way through!

For interest's sake, here's the links to the road course route and elevation profile maps:

UCWT Perth 2011 Route

UCWT Perth 2011 Profile

The 50-54 and 55-59 age categories were started together, with the overall start times staggered from lower to higher age groupings, hence we went off near the end. There were a total of 51 entries into the 50-54 age group, quite a turnout, and, combined with the 23 riders in the 55-59 group, it made for a biggish bunch start and peloton for the first 3 laps.

After those initial 3 laps, I was basically doing a solo around the course: after getting dropped off the back of the bunch via the twin hit's of Spring and Malcolm St inclinations 3rd time thru, it was farewell to the pack and hello to me, myself and I.

Had fun trying to stave off cramping calves and then quads on those last three laps, with my inflating lap times testimony to my physical predicament and the necessity of hauling my own fat bum around the course sans the 'suck' of the group.

Still, made it home in 2hrs, 39mins and 55 secs, at an average of 32.1 km/h, in 30th place out of 51 (quite a few DNF's), so I was relatively happy, even if my legs weren't. Whilst a vast 20-odd minutes behind the winner of the 50-54's, my finishing position was, apart from a very brief spell in the top 10, the best of the day for me in my age group, so I had soldiered on after losing contact. The last lap was pretty much a dawdle, with my quads refusing to function above 30km/h. My heart rate dropped from an average of 171 to somewhere in the low 140s, so at least my cardio wasn't too bad!

Would I do it again – yeh, why not! Given it was my first ever race, and with bugga all training, I think I could make some definite improvements with a program and some weight loss (87 kgs is too much to haul up any kind of rise!)

Kudos to the organisers for a sweet event, cheers to the fellow intrepids of the Wolfe Pack who competed in the race, and many thanks to the Wolfe Pack Cheer Squad who made it memorable!

So, roll on UWCT Perth 2012.

Ride Safe!

Gone Italian: The Sequel

Time for a belated update on my Campagnolo 11 speed gruppo, a mash-up of various Campy bits, purchased and fitted onto my Colnago CX-1 back in August 2010.

The mix consisted of the following:

• Super Record Ultra-Torque Compact Chainset
• Record Ergopower shifters, front and rear derailleurs, and chain;
• Chorus skeleton brakes and cassette.

After around 2500 km of use, here are my thoughts.

Record Ergopower Brifters

Coming from Shimano DA 7800, the shape of the Record brifters was different, but I have found them to be more comfortable and 'fitted' than 7800 overall. Whilst you 'lose' a position (you can't really grasp the Records palm down on top of the hoods) I found it of little relevance, as I ride them 'pistol grip style' for virtually the entire time I'm on the hoods, including a number of plus 4 hour rides. Never experienced any discomfort whatsoever, which is great. My hand size is fairly average for a 185cm guy, so I'm confident the shape would fit a wide range of riders mitts. The comfort comes down in part to the 'whale skin' rubber pattern on the hoods: it's compliant yet grippy, and a delight to use. The overall shape is also pleasing: moulds right to the palm and thumb close and tight with no gaps. The inwards tilt of the hood 'horn' assists here. The shape is also not too wide, with my thumb not having to stretch around the hood too far.

The overall size of the brifters is also ideal. Less bulky than the 7800s, they are svelte and compact and very functional. The levers are quite short, but ideally placed for me for either on-hood or in-drops actuation of brakes and gears. The sharpish recurve of the lever makes for excellent application of retardation forces and subtle modulation: 1st class.

The upshift lever is well placed and suitably sized – no missed changes here after an initial familiarisation period. The only point less than perfect here is that upshift stroke length appears to change based on which gear you're currently in. At the smaller end of the block, single upshift sweeps seem to require less arc of travel than those from higher in the block. I occasionally find myself fluffing a change from the 19 sprocket upwards (this on a 12-25 cassette with a ...19,21,23,25 end). Not sure if this is an adjustment issue, or just me being slack! Multiple upshifts in one sweep (to a max of 3 that I've used) don't seem to have the issue.

The downshift button is also fine, more so after the initial stiffness of 'brand new' is taken off via use. This was one area I was potentially concerned about – the button position looks a bit odd to me, but use has shown that's just a function of never having used Campy before. It falls readily to thumb in both hoods and drops, the drop actuation position not doubt being aided in my case by my short drop-length bars. No probs with adjustment whatsoever from DA – I accommodated to the different actuation methodology very quickly, and haven't had any issues reverting to the Shimano shift pattern when under duress! Love the multiple sweep changes here – I frequently use it on declines to go straight to a long gear.





Chorus Skeleton Brakes

I went for Chorus here because of the alloy finish, which look more pleasing to me on my bike. Given I haven't used Record or higher, I can't comment re: that comparison, but having come from DA 7800, I can say that the Chorus setup is just fine thanks. As good as the DA 7800 for feel and modulation, and ultimate stopping power. Does the job great, and I'm confident with them whatever the scenario.



Super Record Ultra-Torque Compact Chainset

Mainly went for these for the CULT bearings and the Cronitect bearing surfaces, which require minimum maintenance and no grease (just oil please!). So far, as smooth as butter, quiet as a mouse and no obvious flex. And they do look nice to me. The special anodization treatment on the chainset rings and teeth surface (nice in its matte black look) seems exceptionally durable, and chain noise is minimal, with extremely smooth changes between the 50-34 sets on the compact setup.

I went compact to get a more central chain run in my commonly used everyday gears, and that has worked well. I also liked the idea of a 34-25 combo as a bail-out gear: the 25 is like a 'free' gear on the 11 speed setup.



Record Front and Rear Derailleurs

Lovely look in black carbon and alloy, and equally lovely in operation.

Definitely more audible shift-wise than DA 7800, but I for one love the positive engagement 'clunk' and feel. I never have any doubt about a change being made. To me, a big improvement on 7800 – the whole setup makes the bike feel sharper and more alive. In addition, the chain tension seems tighter from the RD – there is far less chain slap in general riding than I recall from 7800 over bumpy or broken road sections.



Record Chain and Chorus Cassette

Not being a weight weenie, I'd probably stick with all Chorus here in future, just for the price differentials. Chain and cassette wear is non-existent at this stage, with the ultra thin chain seemingly strong as. A daily lube plus once-a-week full clean helps no doubt, but I'm gonna do that no matter what I'm running, so it's all good.

Overall Assessment

In a word: wrapped!

The setup is such a pleasure to use, with excellent braking and changing, great ergo, and positive and strong feel (I love the engagement vibe and sound!).

In combination with the Colnago CX-1 frame and Eurus wheels, the move to Campy 11 speed has given me a bike which I enjoy riding every second, and when I dismount after a ride, I'm thinking about the next one. The gruppo has really added to the character and flavour of my ride and it's been a pleasure to own and operate.

A great choice, and a hands down winner for me.



Ride Safe!