National Cyclocross Championships Bradford

The blue flowers of the Planet X 'Veldrijden' team were highly visible at Peel Park, Bradford at the recent National 'Cross Champs thanks to our crack team of photographers - Jo 'Hanglebads' Allen, Phil Haygarth and Dave Haygarth.

Kit:

Warm up:

Dave racing:

Alan racing:

Planet X Cyclocross Disc and Canti Pro Carbon 50/50 tubular wheels

Bit of a rare animal these......

Going disc AND tubular last year forced me and Dave Haygarth to get our own deep section carbon wheels sorted. There just weren't any decent options out there without spending silly money. Cue ensuing ebay shenanagins and some chunky though strong 50mm rims with Novatec hubs arrived for building at the local bike shop. Nice, perfectly adequate but a bit heavy and workmanlike even with 20 hole front and 24 rear, both laced 2X.

Enter Planet X with their usual eye for value and performance and we have the Disc and Canti Pro Carbons - lighter, faster and most probably stronger too. Both front and rear have 24h rims (also 2X), the same rim as on their newest version of the legendary 50mm Pro Carbon wheelsets, 6 bolt hubs and black double butted Pillar spokes. All for £450 £499 They also have the same proprietary braking surface as the road wheels meaning you can swap between bikes if you're not completely converted to disc.

How do they feel compared to my ebay versions? Not like their  original Clydesdale name - they are much lighter and snappier, retaining all the stiffness of my DIY wheels. I don't know what the exact weight is but it must be around about 1500grams, maybe less - their road cousins come in at about 1400grams. They feel, and are, like light race wheels despite their moniker - quick to pick up, responsive when getting out of the saddle, solid.

Gluing up was a dream - the braking surface, a matt finish, extends to the rim bed and gives a perfect surface to lay the glue onto. The profile is fairly shallow too making it easier to seat the tub and glue to the all important edges where adhesion is needed to make them stick right.

They'll be getting a full test shortly so I will report back.

Embro

Note: this piece was drafted before the appearance of our 1 week of summer in late May. Don't let that put you off - it will be freezing and lashing down again soon and your thoughts will turn to embro again....


We all love getting packages in the post. This arrival was no exception - a perfectly proportioned little package containing a tin in a plastic bag and a post-it note. I'd been tipped off about my surprise by the sender, John Shaw, former professional off-road rider, Veteran cross racer and fellow Belgo-phile, but more on that later.

Embrocation is to cyclocross as bikinis are to beach volleyball. It would be unthinkable without, though there is one big difference - embrocation actually has a practical use, rather than an aesthetic purpose. Well, it has that too for some, but I digress.

Cross is a winter sport - it's usually cold or wet or cold AND wet unless you live in New South Wales, Australia which incidentally is experiencing a burgeoning cross scene. Even when it's summer cross in the UK, it's usually cold and wet too. Whilst there are obvious benefits of slathering your pasty white legs in something warming when the rain is horizontal and the temperature in single figures, apparently there are other benefits too as embrocation helps increase blood flow to the extremities, which decreases the pain of intense efforts on the bike. That'll be quite handy for cross then....

Either way, legend has it that embrocation originates from Belgium. It probably did, but even if that isn't true, most of us crossers would like that to be true because Belgium is the source of all things good when it comes to cross. Imagine my excitement then when the contents of the package was eponymously labelled 'Northwest Knee Warmers, Medium Warmth Embrocation'.

The smell hit me from the off. To be fair, most embrocation products don't exactly creep up on you when you open them - that would defeat the purpose - but this was very different. Previous versions of embrocation I have used have ranged between the evocative 'school rugby changing rooms' wintergreen smell, the clinical and slightly nasty ralgex reek of sports-type products or more recently the allegedly inspiring smell of an iconic barren-topped mountain in the South of France. This smelt like none of them. It smelt of Christmas, which was mildly unnerving given that it was May. My sense of smell is crap but I definitely picked up cinnamon, clove, mixed spices, maybe pencil, slate.... Maybe not. But cinnamon and clove anyway - warming, comforting winter season smells.

The company behind this festive fare, NorthWest Kneewarmers, is an interesting one. Formed out of the union between a naturopathic physician and a soapmaker they use very different ingredients to many of the other producers out there. Here's what they have to say:

We work hard to find and use the best ingredients possible. The bulk of our ingredients [over 95% by weight] are sourced domestically as close to home as possible, and all are natural. 


We choose ingredients based not only on its area of origin, but its process of manufacture.


We choose materials that have been either expeller/cold pressed [the base oils] or steam distilled [the essential oils], avoiding substances that have been solvent extracted whenever possible. Only one ingredient in our product [the capsaicin] has been solvent extracted as we haven't found it otherwise [yet].


We make the calendula extract ourselves from dried calendula flowers, and put the whole thing together in small batches right here in Oregon.

Well it shows - this stuff is different as I found out when I applied it at a somewhat chilly summer evening cross race in early May. Pretty liquid in texture, you might want to store it in a sealable bag as it shows a clear propensity to escape. This however comes into it's own when you apply - it goes on lovely. It's not overly greasy, but spreads easily and evenly. Whilst I have to my now not-so-secret shame been a past fake tan wearer, I do worry about looking like a badly tango-ed teenage girl, even on my legs. No worries here, smooth and even all the way and a pleasingly darker colour for to help non-Euro pasty legs look a little better.  And shiny too - by American standards, this would qualify for the Euro sheen look which we all know is worth a few seconds a lap.

This incarnation, 'Medium Warmth' is as it says on the tin - pleasantly warming without being too hot. Perfect for Autumn cross, or warmer mid winter days at the races. Or cross in May given the non-appearance of the Spring, let alone the Summer this year. It lasted well too but cleaned off well at the end so I didn't enjoy it's envigorating properties at 1am whilst trying to sleep after the race.

So far so good but the real winner for me was the clear skin-care effects of this embro. The notion of 'skin-care' for some products designed to do the same job can be a little tenuous. With some products, freshly shaved legs can end up looking like you have a dangerous infectious skin disease, such is the rash produced. Even less 'chemical' oriented products can irritate and inflame. This stuff was great - no irritation, and just like in the adverts on tele, 'great feeling skin'  after use. The naturopathic properties are apparent and very welcome.

How do I get some, I hear you ask? Until now, I'm not aware that there has been an offical UK stockist but that is about to change imminently. John Shaw is putting together what can only be described as cross lovers dream - a cross specific emporium filled with hard to find Belgian and US  cross-themed products. It's an idea I flirted with a while back, but didn't have the bottle or the skills to do. No matter, Fangoso, his new venture will fill this gap for me with it's 'passion for grime' ethos.

Look out for more on Fangoso soon.

Making space for......

A trip to Flanders:

I'm off with Mark to Oudenaarde for a few days to ride Roubaix pave and the best hellingen and kasseien that Flanders can provide. The weather forecast looks crap but the riding will be memorable. I shall report back with pics and film and a certain hint of smugness.......

A new bike:

I shall be taking a Planet X titanium prototype disc cross bike on the trip - seems like a good place to try the legendary Ti comfort, as well visiting the Donk cross training area, beloved of our own Helen Wyman, Gabby Day, Fieldy and a host of other Belgian based crossers. Report also to follow.

Embro and other cross goodies:

Seeing as the weather is set to be bobbins in Flanders, I shall be taking some a sample of some new cross-specific embrocation with me to keep warm. From US based North West Knee Warmers, this is due to be imported by exciting new cross emporium Fangoso. Johnny Shaw, well known on the North West and Notts cross-scene is putting together a fantastic collection of imported Belgian and US products for the discerning cross fanatic. Can't wait...

Update from the Disco.

I reported recently on the arrival of a new kid on the cross block, the full carbon, disc only Dirty Disco from On One.

Available as a frame and fork package or a SRAM Rival build, I've been riding and racing the Disco for a bit now and have splashed out on that rarity, for now, carbon tubular disc wheels too. Suffice to say, my initial positive impressions have been reinforced and the party is in full swing now.........

The Disco originally came via the On One test team (aka Dave Haygarth) with a zero lay back seat post and short 100mm stem. It made the handling vivid but slightly ungainly to ride for my lanky 6' 5" frame, especially as the frame is actually a L/56cm rather than the biggest XL/58cm size. That said, with a 120mm stem, and seatpost with average layback, I have recreated the position on my previous Uncle John frames even though they are actually XL in size.

This is in large part due to the pretty tall headtube and relatively long toptube - in other words this is quite a large 56cm frame. If you see what I mean. I fits me fine, even at my height and the smaller frame than i might normally ride, merely sharpens the handling with no trade off in comfort.

Apart from emphasising the stealth, weapons grade impression of the already naked carbon frame, the unbadged rims and Novatec disc hubs that I sourced from Hong Kong and built up for less than £250 have turned it into a full on race machine. More on that in a bit.

That said, I've ridden the Disco on the road quite a bit (mostly with my son) and it makes a great mile eater - stiff, comfortable and agile in hilly terrain. Commuting duties would be dispatched with ease and aplomb on it, with the On One 29er XC QR wheels giving flexibility for road, hybrid and off road tires alike. The lower maintenance and wear of the discs versus caliper or cantilever brakes would be a real boon here during the winter months.

But you still have that option of taking it off road on rougher stuff too, mountain bike trails and the like, as it is supremely capable on really quite rocky terrain with the discs and that massive chunky fork with 1.5" bearings doing the work for you. 3 Peaks training has been put to bed till next year, but I can't wait to get it out on the trails and hills in East Lancs. Double bottle cage mounts add to it's flexibility as long ride off roader too.

But for now it's cross season, and that means 1 hour blasts around muddy parks and fields. With deep section carbon wheels and FMB Super Muds, the Disco is genuinely a real race contender. More than can be said for it's rider....

The first proper test, at the Pignut Hill, Northwich round of the NW Cross League showed up the ease with which the Disco handled deeper section, stiff carbon wheels. Sometimes when I've used carbons, the reduction in braking power on slippy rims and their stiffness can make the bike handle less confidently than when set up with more traditional alloy rims and tubs, particularly on the technical sections.

Discs take that all out of the equation - braking is the same or better than the best alloy rims, and the 2x lacing I chose for the wheels gave stiffness but compliance when it got twisty or bumpy. It was fantastic to have a point and shoot bike that you could throw into corners and descents. Confidence inspiring too for me, as blinding technical skills have never been one of my attributes.

As I reported on twitter the other day, the Disco has become the bike that just makes me giddy to get out and loon around on - off and on road. A great overall package and at £599 for frame and fork or £1499 for a SRAM Rival build like the one above, it's a great way to get into carbon for cross, something I must admit I hadn't really expected myself to want to do. Subsequent full builds from On One will no doubt come out next year - expect equally great value from them too.

Down and dirty with the Disco

It's been a while since left of field UK manufacturer On -One made a cross bike. The last iteration was a classy titanium affair that was snapped up by those in the know and ridden at elite level and chipper level alike, as well as making a rather nice 3 Peaks bike too:

Fast forward to 2011 and On-One are back, not only with designer Brant Richards on board again, but with a brand new cross frame, a la mode in carbon and sporting discs - unofficially named the 'Dirty Disco'.

Some people's clouds are other people's silver lining - Dave Haygarth's recently broken collarbone and unnervingly long inside leg measurement meant that that the temporarily riderless Dirty Disco has found it's way to me. And so I've been enjoying some early season races and training rides on it, the first time for me on full carbon and on cross discs too.

This is a pre-production version of the Disco so I'm not sure what eventual kit it will end up with, suffice to say On-One's keen pricing and eye for value will mean no doubt that it will be a killer package.

The frame is full carbon, I'm not in possesion of the details as such, suffice to say it is light, very stiff and comfortable to carry. A huge chunky bottom bracket helps the stiff but comfortable ride whilst the chunky forks are particularly reassuring and direct in feel. Overall, the geometry appear race performance oriented but with perfectly adequate clearances for a modern cross frame. A potential mudfest at Brockholes, Windermere will test this properly, but the Disco passed the Horwich Humdinger slopfest test easily, lasting the whole muddy race with barely any buildup of mud, and arguably less than other canti equipped bikes around it.

This Disco is running Avid BB-7s (road) for its discs and they are stunning, even without the hydraulic assistance of other systems. Braking is of course powerful, and progressive, always with more on tap if needed. What really jumps out to this first time disc user is the sheer ease of use - the lack of effort in the execution of a braking manoeuvre.  With the braking taken care of so easily from a physical point of view, you can expend more energy and attention on riding fast. It also has SRAM Rival on it - another first for me but intuitive in its use, and reassuringly chunky in operation. Other kit includes an FSA Gossamer chainset with cross friendly rings on it, and Planet X post and stem. All sound stuff.

The On-One branded hubs, Chris King style and rims (clinchers) are, to my tubular-centric tastes, surprisingly good, with Schwalbe Smart Sam tires. These have been more than adequate for cross training and feel great on the road too. For racing I have been putting on some custom made Strada Handbuilt Major Tom tubular disc wheels with handmade FMB green Michelin tubs. The absolute business when things turn muddy.

Riding the Disco has been surprising. The phrase 'sum of all it's parts' is particularly apt here - no one attribute jumps out, the whole pacakage just gels. That is not to say that the Disco doesn't climb like a rocket - it does. Nor that it doesn't track in corners like it's on rails - it does. Nor even that it is vague and skittish in technical descents - because it is anything but. It just simply comes together in one complete package that lets you get on with the riding, fast or slow, dry or muddy and does not intrude in any way at all.

Racing it, I found I barely even thought about the bike and what it was doing - it just did it, calmy and with poise. At the Humdinger Cross last weekend, it railed slick muddy corners around dead turns, inspired much confidence down the fast descents into more tight corners and climbed its way up on the slop competently. I didn't really notice it in the sense I wasn't thinking about how it should have done this or that. It just got on with it.

Overall, it isn't as flamboyant as a white suited Travolta strutting his stuff - there are other more exotic bikes out there that can do that. It is however, no wallflower to the dance - it's just competant in a non-shouty way and that's probably why I like it. I've never been one for extroverts.... ahem.

Strada Handbuilt Wheels H+ Son SL42 - deep section clinchers

I recently took delivery of a pair of SL42 clincher wheels which I had had built using a redundant pair of lightweight hubs by those helpful folks at Strada. Here is what I told Jonathan about the rim and wheel build at the time -

“Just a quick email by way of feedback about the H+ Son SL42s: They have been eliciting admiring responses where ever I go – they look very fast and stylish, even on my cross bike. Whilst the weight is not particularly low, this isn’t immediately apparent. On shorter climbs, their stiffness more than compensates for any extra weight and they feel very fast. Once up to speed on the flat they roll along really nicely, in the same way a deep section carbon does. Where I have been particularly impressed is on descents – they feel so solid and dependable and I have been enjoying faster descents on my usually bumpy local roads whilst feeling really safe. The build of quality is of course fantastic – they’ve been battered around on rough tracks and cobbles as is usual for me and remain perfectly true."

By way of update, these have become my favourite road wheels of all time. Yes, better than tubs even. They were absolutely superb on the flat, windswept terrain around Dungeness, and despite being quite a deep rim seemed remarkably unaffected by cross winds and the sudden gusts that were de rigeur for riding around there. Moreoever, commutes off the moors into my hometown on exposed and gusty main roads that can feel quite dicey have felt reassuringly secure. They catch sidewinds and gusts less than a 30mm pair of clinchers I have previously used, or at least behave more predictably when they do.

The braking surface when new is anodised black with the rest of the rim. Virgin rims therefore look for all the world like full carbon rims. This has predictably worn off now, but the overall aesthetics aren't spoilt - they simply look like a lot of the carbon clinchers with alloy braking surfaces that are out there. Much bling for much less buck.

I particularly like the striking Strada graphics on the rims that look amazing when rolling along and reflected in shop windows. Beware parked cars.....

They remain, still, micron true - something that has hugely impressed me having used similar style mass produced wheels which have not. 

They would be good too for circuit/crit racing as they are super tough and somewhat less fragile than your expensive 50mm carbon offerings...

More to come on the Strada Major Toms too as the cross season gets underway in a couple of weeks.

If you're Belgian....get stickered.

This is mainly of interest to Here Come the Belgians members but who knows, you may like our style so read on...


I have found a supplier for the fab 3 piece sticker set that Duncan designed a while back, specifically for Planet X Uncle John cross frames (the default frame for most of our cross riders). Cost is £16 incl p+p.

If you have a different frame, road or cross, it may or may not work - use the measurements below to see it you can adapt it.

Additionally Duncan has designed a small single Belgians sticker c 50mm x 20mm. Cost is £0.50 each incl p+p. (Red line is for cutting guide only)

The order sheet is here

Deadline for this order is Tues 31 May

Major Tom tubs from Strada Hand Built Wheels

The more eagle-eyed amongst the RvOL turnout a few weeks ago may have noticed the chunky wheels and tubs my bike was sporting on setting out from Barrowford. Or, may have picked up on my slightly giddy tweets by way of tip off...




Either way, I was looking forward to a first proper ride on this much anticipated Strada Hand Built Wheels build of Velocity Major Tom tubular rims with Hope Mono Pro 3 Road hubs and Sapim spokes. They had arrived circuitously from fellow Belgian and Strada originator, Jonathan Day. Circuitously, as writer, photographer and Trophy cross rider Andy Waterman had been trying them out first with some new Specialized cross tubs. More on that later.......

Here's what Jonathan has to say about them:

Like the Velocity A23 and the HED Ardennes series of 23mm rims, the Major Tom rim brings the advantages of a 23mm rim to the tubular market. The Major Tom wheel has a 23mm wide rim allows for better tyre performance, providing a larger contact surface for gluing and adds strength without additional weight (432g). Gluing wide cyclocross tubulars onto narrow rims can often be a challenge and questioning the bond between the tyre and rim is not something that should be playing on your mind as you’re piling into a corner at top speed during a race. The Velocity Major Tom not only gives a wider contact surface but it also features a seam relief channel down the center to help with consistent placement. Additionally, Velocity listened to feedback from ‘cross racers and increased the height of the brake track to 11mm, making it easier for you to switch from your everyday wheels to your race wheels without so much messing around with your brake pad placement. Like the A23, the Major Tom shares a similar semi-aero profile that gives additional strength without adding weight.

We have used Hope Mono Pro 3 front and rear hubs with these rims. They are UK manufactured, reliable and easy to maintain. Available in 6 colours and both Shimano and Campagnolo configurations. 

At this juncture, I should point out that I'm no wheel expert, and to be fair have never ridden really top-end wheels including carbon offerings from the bigger manufacturers. I do however have an extensive wheel collection, many tubular, of more reasonable offerings from Bontrager, Xero, Shimano and a heap of older traditional box section aluminium tub rims in similarly traditional build patterns.

My brief for this review is to look at their on road performance, particularly with the cobbled classics season fresh in the memory as these wheels would seem to have a second home on cobbles, away from their true home on the cross course.

A further cross-centric review will be coming later.....


The Major Toms look quite understated really - minimal graphics, matt black rims with an alloy braking surface, plain silver hubs and spokes. Therein lies much of their charm, as when you pick them up to look at them, the chunkiness of that 23mm wide rim is immediately apparent and they simply shout 'solid' at you.

For all that 'solidness', they are light though - depending on build components you are looking at a 1550g wheelset which is plenty light enough for all but the highest level of cross or road riding.

Gluing a tub on such a wide platform is a dream - the centre seam relief channel makes seating the tub easy and reliable. Stretching a tub on the rim, it was apparent that the surface contact with a 32 or 34mm cross tub would be massive and therefore bond and confidence enhancing as suggested.

Gluing road tubs on however, would take a bit more care I feel, due to the wide rim bed vs a narrow tub. Even with large volume 27mm Vittoria Pavé's on, there are visible gaps between carcass and rim edge. Nothing too major as such, and nothing that restricted my confidence in a 50mph descent followed by a vicious and long 1 in 4 descent with hairpins down Mytholm Steeps during the Ronde. The kind of attention that one would pay to gluing cross tubs would pay dividends here, rather than the usual slap 'em on and rely on pressure to keep them on approach I've often take to road tubs.

And the ride? Plush, comfortable, luxurious, err thesaurus anyone? You get the picture - these are compliant wheels that soak up road buzz easily (and would even without such big volume tubs on). I put the same 27mm tubs on some (cheapish) carbon wheels on the same bike and they rattled me about. No comparison to the Major Toms.

Along the road they feel stiff, solid, quick to spin up, and very, very stable on descents. And that is with a radial front. You can specify your spoking pattern for your build and discuss your personal requirements with the team from Strada meaning you can get a wheelset tuned to you, your weight and your riding requirements.

The Major Toms feel very light and spritely up the hills too meaning they would go well in hillier sportives as well, whilst braking on descents is solid and reassuring on those big alloy braking surfaces.

Guaranteed for 1 yr and with a truing for life policy, they cost £445 complete with natty Ti Strada skewers. Details here

Overall, I think they are good value - a handbuilt and hand specced product for not much more, or around the same as many factory built lightweight offerings from big manufacturers. And that is just as road wheels - I have a feeling they will come in to their own on the cross course. Now, I better get gluing and hope it rains soon to get testing in the mud.....

gluing cross tubs

VIDEO UPDATE 2014:





Original post:

It's that time again. Gluing time. Tub devotees are either re-gluing old tubs or gluing up fresh ones. Helping friend and tub newcomer Stef the other night with his quartet of new Rhinos on handbuilt old school rims was a joy - passing on a skill that many baulk at for its mess and difficulty.

Well, we only got a little glue on ourselves and none on the sidewalls, so it was a pretty neat job really. I did the first and Stef got stuck in (sic) on the second and third. I sent him home, ready to fly solo on the last.

So to all of you thinking about it, or fretting about it, read on. I posted the following back in August 2008 but it is still relevant now. I have updated a few of points from then but the basis is still, and will continue to be the same.




Opinions on gluing cross tubs are as numerous as conspiracy theories for 9/11. I have had a few requests on how to do it, so thought it might be a timely point in the seasons preparation to put some thoughts down.

There is no hard and fast method that one has to use, though most of the accepted methods overlap in many areas. In the end it's best to use what works for you - if you have confidence in what you have done, it will save time on the course and avoid skin-threatening moments.

For a great insight from a Euro pro racer, Greg Raine, scroll down for post entitled Sticky Fingers

Stu Thornes' (CyclocrossWorld.com) Belgian method – this is slightly more controversial as some people suggest that no Euro/Belgian mechanics are doing this. Either way it is fast and the tires seem to stay on very well (from personal experience)

My method is set out below and is adapted from Simon Burney’s book as well as advocated by Richard Niewhus who owns and makes Dugast:

1. Lightly sand new carbon rims/lightly sand and clean old rims

2. Put new tub on old tub rim , inflate and leave for a few days to stretch. DO NOT inflate above 50 psi or it may explode. I have heard horror stories about people using 90 psi and wondering why their new Dugasts went pop – they are not designed to run much over 50 psi! While stretching, apply Aquaseal or SeamGrip to proof and protect the sidewalls. DO NOT miss this out - yout tubs will rot and look tatty very quickly. It may not work so well on non Dugast and FMB eg Grifo with a different material for the sidewall to the tub.

3. 1 thinnish layer of glue on rim (Vittoria or Continental) – leave overnight

4. 1 more thinnish layer of glue – leave overnight. Ideally do 1 more layer as well to be sure – leave at least 8 hours to dry as always. That's 3 layers.

5. Put 1 layer of glue on base tape allowing it to soak in as much as poss. When dry after an hour or so put back on old rim to keep stretched. Leave 8 hours again to cure.

6. When you have done all this (phew) then you are ready to assemble – put a final layer on base tape (no more than 2 as it stiffens the tape too much) followed by a final layer (thickish) on rim. Be generous and concentrate on the edges. You glue the base layer first and let it tack up while you glue the rim, as it creates less mess handling the tub and is easier to center the tub on a wet glued rim. Leave no more than 5 mins max and put tire on rim.

Careful – check the tread direction on the back wheel BEFORE you put it on as you do not want to take off again. Place valve in valve hole, and pull either side of tire outwards before settling on rim. Dont put the bare sticky rim down on your floor or carpet - aside from any grief you might get about this, you can get dirt or fluff that will compromise the bond. Check valve is not twisted to side.

Continue to pull tire on rim trying not to get glue all over you and all over side wall. If it has been stretched enough and taken off rim at last minute then this should not be too much of a struggle. I use feet without shoes to hook toes over bottom of rim whilst pulling tire on at the opposite side. Centre tub gently and bit by bit, so base tape is evenly visible around the rim on both sides.

7.Now inflate to 40 psi or so and roll tire with weight across floor to help push tire onto rim. You can also roll the deflated tub gently along the length of a broom or mop handle. Take care not to squish the tire off centre. The edges are where the tire sticks, not so much the centre so always glue the edges well and pay them attention. Leave at least 24 hours before riding.

Done. It is not as bad as it sounds once you have done it a couple of times and got well organized. Time and patience are the key and I have not rolled tires that have been glued on with multiple layers over several days and with love and attention.

Reward yourself with a Duvel, Vedett, Chimay or similar Belgian brew. Always more fun with a Euro cross race playing on DVD in the background.

Note: I won't be taking responsibility if your lovingly glued tubs come off at any point. Check them yourself before riding each time.

kasseien fever

+

=

It's here! The Classics season I mean....not Spring. That's still a little way off round these parts.

And to celebrate, the 27mm green Pave's are out ready for gluing, the road bike is being returned to full working order and some serious cobbled extravaganzas are being planned over the next few weeks.

Not to mention all that watching to be done, that has already started with a bang in the form of Omloop Het Nieuwsblad.

Never did the kasseien look so good on Saturday (albeit on a live sporza feed)- it's been 2 years since I rode in Flanders and I am missing it more than ever. Those concrete slabbed roads, the lines of tall larch trees and the tight, twisty lanes under a leaden Flandrian sky and the sense of anticipation running up to a cobbled straat or hellingen.

No matter, East Lancashire has given up a few secrets this winter and I have enough secteurs du pave to creat my own little Hell of the North, in addition to an April 3rd re-run of the Ronde van Oost Lancashire.........

denouement

Ooops, a couple of weeks turned into several. Writers block, losing my mojo? Or just not being in the mood....... Apologies, anyway.

The cross season for me has been a productive and engrossing one - more of which later. For now, it is only appropriate to indulge in that yearly pursuit of 'predict the Wereldkampion'.

As a (relatively) well informed watcher of the Euro scene via a constant stream of self generated DVDs, I've enjoyed this season more than previous ones. Racing has been on the whole tighter, less predicatable and not dominated by the patron Nys, more shared between some evenly matched protaganists. Nys at the top of his game is unbeatable. But his conditie hasn't been top all the time. Either deliberate, or age induced, others have been allowed in on a regular basis, so much so that he relinquished his World Cup crown to Stybar on Sunday at Hoogerheide and has not had the same crushing tally of victories as previously.

Albert was always going to thrust his prodigious talent to the fore after the Worlds triumph last January, and for a time, in the early season, I was in danger of losing interest as he looked likely to be running away with the season as a whole, courtesy of numerous definitive victories. However, the others, notably Nys and Stybar wised up or shaped up and he has not been able to ride away with impunity so often. Sure, his attacks are usually devastating, but not always conclusive of late. I have been amazed by his lack of mental strength at times - more than once a bit of bad luck or minor mechanical has had him losing the plot, most famously launching a bike at his pit crew in the middle of a tantrum. Compare that with Nys who has had some crucial crashes or mechanicals and made the best of the situation with great determination and fortitude.


Superb photos including this one can be found at www.cyclephotos.co.uk

Stybar for me, has been the most exciting rider. Sure he has not dominated in the way Albert has at times, nor Nys with his treademark late surge, but he has raced in a savvy and consistent way, picking up good placings and going for the wins when his confidence and condition came together. I love his style, all effort and commitment from gun to tape. The Belgians like him too, particularly now he speaks pretty good Flemish.......

Bart Wellens has been largely absent and hugely missed by me - some recent promising results still won't be enough to salvage a ruined season. Next year, Bart!


And to the Worlds? Here's my prediction:

Nys wins, only just, ahead of Stybar and de Knecht – dramatic last lap, Nys with one of his awesome do or die efforts gets in just ahead of a charging Stybar who has been aggressive all race.

De Knecht has been consistent all season and it pays off with a podium place. Well deserved.

Albert? Gets a bad start (again), chases up to leading group, bobbles or has minor mechanical, throws a tantrum and finishes off the podium.

There you have it.

And so to domestic matters........

A select dose of racing this season yielded some gratifying results in a couple of races and the following information, to be filed away for future seasons:

Green Michelin Mud on FMB casings rock - better grip, better handling in atrocious conditions than even a Rhino (which I still love). When, oh when, will someone bring back the Michelin tread of old. Simply the best mud tread ever.

Play with your pressure and learn to go as low as you dare. Though I dont know the true accuracy of my track pump, it was reading 20psi for the ice and 23/24psi for grassy and muddy conditions. I weigh 12 1/2 stone, but if I can go this low then you little 9 1/2 stoners definitely can. Try it. It's the future.

Cross is about skillsets - running, cornering, hurdles/obstacles and knowing when to do what and in what order. If you get my drift. Practice, practice, practice.

Run - short runs, hill runs, steady runs. Do what you fancy most, but above all do it. It works, and well.

Deep section carbon wheels are for pros or museums - braking, handling, reliability are all compromised over even an average alloy rim, let alone a good pair of alloys, particularly on the kind of rough and muddy courses we get in the NW. Maybe it is the fact that I have cheap carbon rims (not the high end wheels the pros have), but my Bontrager X Lites consistently felt better in deep mud despite what they say about carbons cutting through it. I love the bling of carbons as much as the next crossista, but my mud tires are going to be mounted on alloys next year with a sole pair of carbons for fast and dry courses. When we get them, which is like, never. Oh, and for ice which we may get more of now.......

Form your own team - I/we did it and it has been a blast from start to finish. On second thoughts, join us! We haven't graced the podium, nor won any team prizes but we've raced each other hard and done our best. We are road legal, licenced up and looking for a cross and cobble experience near you. Of course it helps if you have a talented designer type on board to design everything from team strip to stickers to beer mats to underwear. Well, not yet underwear but it is only a matter of time...



Happy Worlds watching but remember, the Classics are but a month round the corner.

skillsets

Now the dust, or rather mud, has settled on last weekend's NW League race at Brockholes, it feels timely to visit some of the issues raised by this soon to be legendary mudbath.

Photos from the event have given some insight into the problems encountered with a very tough, saturated grass based course, overhung and surounded by trees:

Pic Dave Haygarth

However, with the express intention of starting a bit of a debate, I want to take issue with some of the comments overheard at the event, most of which can be summarised in terms of a moan about the conditions, the amount of running or getting off the bike and a general dissatisfaction about a perceived lack of riding throughout the length of the course.

I should preface this slightly and say that for my 4 year old, the complete bog near the finish was clearly too much and she exited the U12 race somewhat tearfully. Also, that the number of broken rear mechs in the Senior race was well into double figures and Stuart Reid claimed first prize in that category with not one but two Dura Ace rear mechs that met their demise. Some riders were reduced to regularly stopping and clearing out their clogged bottom brackets, brakes and forks. Clearly conditions were on the tough, nay destructive side.

This though is the point - of cross. The necessary skillset of a cross rider is in fact an incredibly varied thing. Cross is not riding fast at all times, without getting off and without encountering natural obstacles. It is not about the steady pacing strategy of a time trial, the smooth fast flow of a bunch in a road race. It is about finding an easier line, a quicker technique on or off the bike, about agility, about grinding it out sometimes.

Cross is also a winter sport. Deliberately. Whilst modern summer crosses can be great fun and useful to keep the body's memory of high intensity, cross's roots can be traced way back to the turn of the century, a time when the Tour de France was more about survival and cross was invented and practiced expressly for 'the physical education of the cyclist'. A fab article by Eugene Christophe from 1921 clearly illustrates this paradigm. Check it out for the photos by way of demonstration.

I dont want to take the discussion down some macho dead end alley, but cross is and should always be challenging. It should throw different challenges at you according to the course, it's condition and the natural or not so natural obstacles along it's duration.

Going back to Brockholes (and I will be, unlike some apparently) the course was heavy. Biblically so in places. It required a minimum of 2 runs. It clogged bikes up and those with either 2 bikes, or God forbid a crew with a jet wash, were at an advantage. But amongst all this, this particular achtervolger rode in the big ring around the entire course for the length of the race. Hardly a bottom gear grind. I did however get off and run quite a number of sections that were (just) rideable. Why? Because it was quicker, and cross is about being quicker than the riders around you. My hours of drills on and off the bike, over obstacles and during off road intervals paid off and I was able to employ the skillset I had developed over time, to it's maximum.

I like most other riders have my preference for certain types of course. I make no bones about saying this was one of them, but equally do not shy away from fast, crit style courses with the kind of tight turns and confined tracks that my 6' 5" frame copes less well with. It's still cross, and I have to be able to cope with whatever comes along. Where I struggle, I work on that weakness and as a result this year my cornering technique has been a lot better, whilst my running and speed off and then on to the bike remains a strength.

Let me know your thoughts - for me it was simply a cross race that required a strategy like any other race, and that strategy required getting off the bike several times a lap. That adaptation to conditions is why, for me, cross is so engrossing. The cleaning up afterwards though was a different matter!


On a purely observational note, I noticed a large number of 'modern' style cross bikes, quite high end models, that were simply unable to cope with the amount of mud and leaves. My trusty, rather old skool Planet X Oom Johan(s) have great clearance, slack angles even and this showed in the fact that they kept going without missing a beat. The clearances on more exotic frames have got tighter, reflecting the trend of the day and what the Euro pros are riding. This however falls a little flat without the pit crew a Euro Pro has and the access to a jet wash every lap or so. Food for thought......

Oh, and Green Michelin Muds on tub carcasses are better than Rhinos in a straight shoot out. Better cornering and less prone to clog (interestingly) when things are super sticky. The positions might be reversed in really sloppy thin mud though. Maybe.

off the back a little

As followers of the beautifully stylish Velodramatic and Here Come the Belgians blogs will know, the sheer level of other commitments we all have can easily get in the way of a good honest post. Michael from Velodramatic nicely summed it up as being off the back of the race a little and struggling back through the cars....

No exception here with the life/blog balance resulting in a lack of posting (no claims to stylishness included). However, my priorities are in order and I have indeed been out riding veldrijd, in competition and in training. So much so, I thought it would be timely to revisit a post from last January looking at tubs, that bitter sweet obsession that graces this little corner of cyberspace.

Last Jan I directly compared the offerings from Dugast and FMB, something which garnered a surprising amount of interest based on a recent quick Google search and the number of times this post appears to have been referenced on forums, chatrooms and other cross based sources of dispute:

http://crossjunkie.blogspot.com/2009/01/dugast-vs-fmb-tubulars.html

Judging by the number of visits from Canadian and US readers (indeed worldwide readers), it also spread the crossjunkie brand somewhat farther than I had ever intended - a welcome serendipity and the source of something to live up to.

I have been riding different tubs this year so far and thought it would be timely to present my truly scientific and statistically significant findings...........

Preparations for the monumental 3 Peaks Cyclocross centred around some new and relatively untested tires, all from FMB. The trouble is the Peaks is such a unique and unrepresentative race that all data collected by the event is considered null and void when it comes to more traditional mud based riding, over 1 hour and no rocks (well except at Otterspool).


After the Peaks the FMB 34mm Fango Superprestige (sounds like a 70s Italian supercar) have been literally dusted off and relieved of their 60psi to be reborn at 30psi and liberally coated with mud round my secret wood spaces. The Challenge Fango itself (from which the FMB takes its tread) is billed as a mud tire. Despite the fact that FMB casings are much more supple and in the latex walled SP version, capable of running very low without folding over, I have to say I have been unimpressed. The tire that was absolutely superb on the road and rocks of the Peaks has not translated well at all to mud. It's sketchy in corners, causing some heartrate monitor bpm peaking moments, and failes to hook up well on the rear in sloppy, muddy grass. Big disappointment.

Or is it. Perhaps I am being too harsh here, as the Rhino and Green Michelin Mud with which I am comparing it, are true mud tires and this has perhaps cannily been billed as more of a cross-over tire - one to use in a wider range of conditions as pointed out by this article from Velonews. Either way, it doesn't compete with the best mud tires out there, perhaps more so in my FMB incarnation as there is apparently a noticeable and negative difference between the 34mm performance in mud and the 32mm, due to the way the side knobs are elevated on the bigger casing. Despite this, it has been in regular use in training as the less than perfect grip makes riding my more specific mud tires in races an absolute blast. 'For the technique, good is it.' - Yoda, Star Wars:Attack of the Clone Tubulars.


So what is working well this season then? Apart from the ubiquitous Rhino which maintains its spot as mud king, I am running a couple of pairs of old Green Michelin treads on either Dugast or FMB casings. I had hoarded some old Green Mich treads for ages (sending them off to FMB) and managed to pick up the Dugast conversions second hand too. Both work like a dream in the mud, feel solid through technical roots and the rougher sections and run fast on the tarmac too. Shame they are no longer available as I feel they rival Rhinos in the worst mud and handle everything else too......

A brief mid season break from racing is coming to an end soon (did I ever get going enough to call it a season?) and then it's back into the fray for some good solid North West events in November followed by a National Trophy round in December to really put me in my place. The standard of the Vets at National level is somewhat eyewatering to a keen but firmly amateurish enthusiast such as myself. However the turbo is busy, the secret cross circuits are being worn to their winter state and the booze is taking more of a back seat now. Onwards and upwards.

inside an fmb superprestige tub

OK, disclaimers out the way first - this one is about as nerdy as it gets. However, there is a chance that there is even 1 person out there that is as geeky as myself, so in the public interest, here is the inside scoop on the internal workings of one of Francois' finest creations, the Super Prestige cyclo-cross tubular:

En version SSC ou SSC Sprint; le ring en latex de 0,8mm d'épaisseur est spécialement conçu pour absorber les chocs et maintenir un contact maximum avec le terrain. De plus la résistance naturelle à la perforation du latex diminue les risques de crevaisons.

I have argued over the relative merits of FMB and Dugast in a previous post. I got a pair of these SPs some time ago, when John Holmes from Cyclocross Imports offered to ask Francois to make a pair of custom Dugast Rhino treaded Superprestige as an experiment. The result that came back from this 'one-off' was spectacular. With Bentley Racing Green sidewalls in latex, and the standard Rhino tread fixed on to the 34mm FMB carcass, the high quality was evident. The latex bonded on to the standard cotton sidewall has the effect of stiffening the wall, as well as protecting it leading to an impossibly plush and supple ride.




There were murmurs too about the SP being puncture proofed - my basic French discerned that there was a thin strip inside the tub but I wasn't sure whether that meant the sidewalls or under the tread. The untimely demise of one those green specials presented an ideal opportunity to check. Peeling off the Rhino tread for re-use on another casing, I thought I'd have a little look inside.


The blue strip under the tread clearly worked well at puncture proofing them because on peeling off the Rhino tread, there were a couple of nice little thorns that had lodged in the tread, but not got through to the tube.


The latex walls mean that you don't have to bother Aquaseal-ing or Seam Grip-ing the side walls and hence the life of the tire is prolonged. The downside is that they are fairly pricey even in the rarified price point bracket of handmade cross tubs. However, you save on sealant, they definitely last longer than Dugast as they are better made in my opinion, and you are less likely to pay for pucnture repairs. With the increased range of tread choices that FMB offer including the new Fango mud tread there are plenty of options to keep crossistas happy. Take your pick from the range on offer.


I sourced some one-off 34mm SP Fangos in blue from John over the summer which should be absolutely superb for the rocky 3 Peaks Cyclocross as well as any bumpier races this season. Report to follow post gluing......

in defence of tubs

I thought I’d try it this year – what with the experience of a couple of seasons of cross, and a move toward purity of approach for some big sportives, going down the tub route on the road seemed to make sense. Besides, it was no longer making sense to be using a nice pair of deep dish carbon wheels to be ground down and bashed chasing lowly places in NW Cross League races.

Years ago, racing cross in a past life, I flirted with the concept of tubs, getting hold of some ancient Barum and Vittoria’s. I never really got on with them, preferring the dubious clincher treads that were out there at the time. It was a beginner’s mistake – finding the preparation and gluing a hassle and never really getting to grips with the correct pressure.

After my lengthy break from cycling and with a renewed passion for cross, I gave it a whirl again. With advancing years came increased patience and a desire to do the material justice. Cheap tufos soon became obsolete in favour of my first pair of Dugasts and then the obsession was born. Taking heart from blogs across the Atlantic, gluing became a ritual accompanied by specially searched for exotic Belgian beers and authentic Euro cross races sourced from the newsgroup I began subscribing to.

Whilst gluing is still time consuming, its methodology and rhythm merely add to the overall experience before the tub has even been ridden. Then there is the endless (internal) debate about matching pressure to conditions and surface to come.

In short, I was a convert and a zealous one at that. Road tubs were another matter though………

Feedback on forums and websites was almost unremittingly negative and gave the impression that only someone with a ProTour contract should even attempt to consider racing with tubs on the road. Given I was not road racing, I turned to the sportive community to find the same disparagement – except for the lone voice of Dave Lloyd over on the cyclosport forum. Too fiddly, prone to rolling, nightmare if punctured – all the same negatives that clincher cross riders come up with, none of which had previously bothered me with cross tubs.

Never one to take well meant advice to heart (ask my wife) I ploughed ahead and got some Continental Sprinter Gatorskins, mainly because of their alleged puncture protection and mesh sidewalls. Not wanting to be caught in a remote area with a long wait and grovelling phone-call to a significant other, I also invested in a spare, 2 cans of Vittoria Pitstop and removeable valve cores to allow adding DT tubeless sealant as well. Three methods of puncture repair security, just to make sure.

My lovely carbons and Sprinters have now taken me round the Cheshire Cat, Lakeland Loop, Fred Whitton, Coast to Coast Challenge and numerous other training rides without missing a beat. Well, except when they skipped and skidded and deposited me in a bramble patch on the Fred……..

I’m sold in short – I was anyway with the cross tubs but riding tubs on the road, albeit some slightly utilitarian ones has been a joy. Smooth, fast and very comfortable. So embrace the glue, organise your puncture repair and get back to basics – you’ll love it I promise.

Next year’s project – some Ambrosio rims, tied and soldered with fat 24mm Open Pave tubs. The Ulimate Classics wheel.

In the meantime I am excited to report on the forthcoming inaugural collaborative ride between http://herecometheblegians.blogspot.com and http://crossjunkie.blogspot.com, tomorrow morning and taking in some of the finer cobbled sections of the Ronde van Oost Lancashire. Report to follow plus some exciting collaborative ventures in the pipeline, I hope.

what the hell??!!

Check this out courtesy of http://pavepavepave.blogspot.com/:


Trek Madone(?) Carbon frame, Campag Record chainset, Zipp 808s. Quality.

Rack, flat pedals with no straps on the clips, lock wrapped around seatpost and STRAIGHT BARS!!!!!!!!

And FRIGGING WING MIRRORS!!!!!!!!?????

dugast vs fmb tubulars

vs

Not quite in the same league as the PC vs Mac debate, or even Shimano vs Campag, this little teaser nonetheless has many similarities. Dugast are the industry leader in cyclocross tubulars, having been around in pole market position for years, but FMB offers a truly artisan, even quirky alternative for those who eschew the mainstream and wish to make a statement about their own taste and style.

Actually that's crap because though produced in larger quantities, Dugast could hardly be described as mainstream in the cluttered world of cross tires, but you get my drift?

Having used or tried both types (in different specs), I feel I am vaguely qualified to comment on their relative merits and qualities and the following may make interesting reading for anyone thinking of splashing out their last credit crunch spends on some cotton, latex and rubber. Any comments on the performance of the tubs come with a health warning - I am not an elite rider, nor amongst the most technically gifted BUT I am an enthusiast and have been riding cross competitively at one level or another for a good few years now so hopefully my opinion is worth something.

Dugast used to reflect it's founder - Monsieur Andre Dugast's little company in a shed, known amongst the pro cogniscienti and not many others. Famous (amongst those in the knowat least)in Europe on both the road and the cross scene, the best riders would beat a path to his door for their handmade weapons of choice, a situation which remains unchanged even in todays sponsor obligated pro circuit. Brother Nys and his adversaries still pay for their own tubs, though probably at a discount as long as they do not upset 'Old Man' Richard Groenendaal who part owns the company now!

Andre Dugast in his workshop

The other owner, who bought the name and the moulds for the treads is Richard Nieuwhuis, one time and possibly still-time mechanic for the Dutch National Team and certainly Groenendaal's partner in crime on the Euro scene. The two Richards have modernised the business, keeping the look but upping the production numbers for a wider market. It seems to be widely acknowledged that the quality has gone down accordingly as production increased, but Dugast are still special and still a cut above anything out there. Except perhaps FMB.........

Richard Nieuwhuis

And what of the new kid on the block? Urban legend has it that Francois who owns FMB used to work for Monsieur Dugast when he was but a lad - a nice story though I have it on good authority that this isnt actually the case. He does however come from the era when Dugast was at it's height and is clearly familiar with the concept of beautifully supple handmade tubs. I first came across FMB from cross impressario John Holmes who met Francois touting his brand new products in the pits at the Hooglede World Champs in Jan 2007. I have 'spy' shots from the pits at that Champs showing Sven Vanthourenhout's bike with a new Dugast like tub but with a different tread pattern. John began importing the tubs alongside the Dugast range and I plumped for some in lieu of some Dugasts that were slow in coming in. More on that later.

FMB have grown much bigger now but Francois has positioned the brand as artisan made, the only truly artisan tub manufacturer left. His tubs, though of superb quality have yet to seriously challenge Dugast in terms of volume sales.

The ranges:

Dugast

Typhoon - the classic tread pattern also used by Grifos. Suitable for most mixed courses.



Pipistrello - white diamond pattern for sandy, frozen or very dry courses. Old model had side knobs, new does without.




Rhino - knkown as a specialist mud tire primarily, though they work well on most other surfaces. Reduced clogging and great grip due to aggressive side knobs.



Flying Doctor - in Typhoon or Pipistrello versions. Softer white tread (than a normal Typhoon) but with a stiffer casing to allow lower pressures but higher speeds. Best on faster courses with less mud.



FMB




SSC - all purpose tub. The tread is a combination of Typhoon centre and Rhino side lugs, more aggressive than a Typhoon but less so than a Rhino.



SSC Sprint - diamond tread with aggressive side knobs.



SuperPrestige - orange latex side wall, puncture resistent band under tread. In SSC or Sprint tread.

SSC Pro - thin super supple latex wall. Like the old Pink Dugasts from yesteryear.

World Cup - Limited Edition silk walled tub.

Special editions - send your tread to Francois. I did this with a green Michelin mud tread and the result is striking!


How do they compare?

I have ridden Dugast Typhoons and Rhinos, FMB SSC, FMB Superprestige Sprint and Superprestige SSC. I started my journey through the tub world with Tufos - the coloured Prestige and then Flexus (now Cubus). The Flexus was a revelation compared to clinchers and the other Tufos, in terms of its suppleness. On getting Typhoons, I realised there was a whole new world out there of low pressure and grip to be had as they were a quantum leap above in terms of suppleness.

Rhinos certainly set the benchmark in terms of mud tubs - they grip in anything and at any angle. Even with an average rider such as myself, I can tell a big difference in the grip levels compared to normal tubs let alone clinchers, as long as the pressure is low enough. The FMB carcasses are definitely as supple as a Dugast, the benchmark for such criteria and they are straight and well glued/sown together.

On balance I feel the FMBs are the better tubs. They are more durable (ie better made) than the Dugast, the standard SSC version is almost as grippy as a Rhino and the Sprints grip like the proverbial to a blanket even in quite slippy mud. In the orange latex SP version, they are simply superb as the walls are proofed against rotting and punctures and operate like a Dugast Flying Doctor Typhoon or Pipistrello allowing lower pressures without folding over.

So why this season did I use Rhinos for the bulk of the races I did? Simply because the Rhino tread is the best out there for NW mud (and probably any other mud come to think of it). This season has to have been the muddiest for a good few years(?). The ultimate tub then? It would have to be an FMB SP casing, 32mm with Rhino tread - special order from Francois.

I actually had a pair of these made up by Francois in green SP 34mm using the treads off my first pair of Dugast Rhinos. They are superb, though I messed up ordering them in 34 rather than the more appropriate 32 - the 34 front can feel a bit cumbersome in the mud, though better when it is rougher. They are still fantastic though and will see many years of service.

FMBs (and Dugasts) are best ordered through John Holmes of Cyclocross Imports who usually has stock in and is in regular contact with FMB. He also carries a delectable range of specialist cross gear from frames to zipped legwarmers - contact details on http://www.empella.co.uk/