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Member since Jun 2008 • Last active Apr 2019

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  • in Forums
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    Against my better judgement I am intrigued by this story.

    In my youth I worked in the car trade 'spiving up' old cars : I hope the meaning of spiving up is understandable to young readers - if it isn't let me know, but in the meanwhile, just think Arthur Daley.

    Later on I worked in industrial finishing ( stove enamelling and powder coating). So I have often had to deal with problems like this ( the car, not the insurance). In between times I was a law student and I now live with a retired lawyer, so I think I can see both sides of this problem.

    One bad problem for Velocio, as I understand things, is that while he should be entitled to a replacement car, there is no compensation for the large financial loss caused by being deprived of a nearly new car. I guess this must be at least £200 per week in depreciation of the car, just in time alone; so I feel he should be looking for a way to balance things up .

    As Howard says above, it's possible that the problem is that no one knows how to deal with the damage which on one level is relatively trivial, but on another could see an almost new car written off. If the car is really written off that would seem to be a major triumph for stupidity.

    I'm not volunteering physical help here, but I can't believe that given a couple of days I couldn't get this car into some kind of presentable state. Maybe not pristine, but usable. I'm sure there are plenty of keen young guys who would be better able than me to put some elbow grease into this problem (for cash obvs).

    So, reverting to my lawyers hat, I suggest you get as much publicity in the mainstream media as possible, and then get the car written off. Buy it back at the minimum price and then get someone like me (but younger and not me) to sort it out. This way you could come out many thousands better off.

  • in Bikes & Bits
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    If anyhing is worth preserving in the Resilion department it's the bottom end, not the levers.

    There are circumstances where Resilion are the only answer, unless you are prepared to make radical alterations which cannot be undone. My bike above in this column would need to be drilled through its fork crown to fit a modern brake; I didn't think that was the right thing to do.

    Aside from the levers and the cables, it's necessary to deal with the brake blocks. If you can find original Resilion blocks which have not deteriorated with age, good luck to you!

    I have found modern blocks which can be fitted to the Resillion shoes, but unfortunately they do not come to the rim at the right angle and so need a very long 'running in' period before they work as well as they should.

    Between keeping the frame and kit original and being able to stop, I see this as a bit of a problem, and I would be grateful to anyone who can offer a satisfactory soluton.

  • in Rides & Races
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    In reply to Tester:

    Yes, it's called a derailleur!

  • in Bikes & Bits
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    You're correct, definitely not intended for drop bars.

    Are you intending to use Resilion cantilevers ? As you see above, I've got some, but they have their problems. I have recently had to pay good money for a secondhand cable - and normally I wouldn't fit a secondhand brake parts at all. Some years ago I had a cable 'professionally' made for the back of a tandem I was using with my children. It failed suddenly (the soldered joint where one cable becomes two) fortunately without causing a crash, but I felt distinctly unhappy about it!

  • in Bikes & Bits
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    The forks appear to be Bates 'Diadrant'. I'm pretty sure it would have had a headclip headset and I wonder how much damage has been done to the steering tube when this bodge up was done.

    The chainset is an early C34 double ring, which must be fairly rare although not all that useful.

    This is not a bike, but a collection of random spare parts.

  • in Rides & Races
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    Possibly forum user christono is too modest to post his recent ride in this thread, so I will do it for him.

    I invited all those who completed the Hard Day in January ride to take part in the Hounslow's Good Friday Club 25. I did point out to them all that if they could cope with the HDiJ they should be easily capable of putting up a respectable 25 time, and that anyone doing tough rides like that early in the year seemed to me to be wasting a lot of hard effort if they didn't bother to race.

    Well, the outcome was that only christono took up the invitation, but he certainly justified what I had said. Riding first ever 25, on an undulating and tricky course, he finished in 1.2.00.

    This included going off course twice: we don't know how much time was lost, but even the break in rhythm alone would make a measurable difference. He rode a 94" fixed, which most would find too high -it did look a bit tough on the final ascent of Hawthorn Hill (see photo, note- this pic gives a false impression of the gradient), but clearly he must have coped with it everywhere else.

    In fact he had already proved my prediction the week before our event by recording 22.30 on the Q10/19, which seems pretty phenomenal for a first ever TT.

  • in Rides & Races
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    Here's a good story


    This is Keith Bingham's blog. Keith was chief reporter on Cycling (as Cycling Weekly used to style itself). He has now retired, but his blog is always good value.

  • in Forums
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    Vocatum tuum nullius momenti putamus eumque neglegemus in ordine

    Your call is of no interest to us and will be ignored in the order it was received.

    Fieri potest ut vocatum tuum subauscultemus vel transcribamus animi causa

    Your call may be monitored or recorded to provide us with entertainment.

    Omnes auxiliatores nostri nunc emptores alios furiant

    All our representatives are currently driving other customers crazy.

    I'm quoting Henry Beard (of New York, or Henricus Barbatus, Novi Eboraci) from his seminal work 'X-Treme Latin'.

    Once long ago, in a time that I can remember fairly well, it was possible to telephone big companies (and even small ones) and speak to an employee who might, quite possibly, be able to help.

    Nowadays economists, politicians and journalists tell us that we have a 'service' economy (as opposed to manufacturing). It does seem weird that this means that it is impossible to get satisfactory service, and I feel sure that Velocio's experience with Axa is the sort of thing that we have all experienced - albeit on a smaller scale financially.

    A question about the car: has anyone tried to remove the spots ? It's quite possible they could just be 'flicked off' with a well positioned thumbnail, or perhaps dissolved with the right solvent. Either of these might be tedious, but surely not much more than a day's work, even including compounding and re-polishing.

  • in Bikes & Bits
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    I hope this will be my final comment on cotter pins.

    I regret having to say this, but cottered cranks are not really ideal for use with fixed.

    Why? Because the cotter nearly always makes the chainset slightly oval, since it inevitably pushes the crank away from the spindle. Although the crank may seem to be a good fit on the spindle there is nearly always a bit of slack which is noticeable as a tight spot in the chain.
    This doesn't matter with a freewheel since chain slack is more acceptable, but with fixed you really want to get the chain as tight as possible (allowing for free running of course).

    As we all know, millions of miles have been done on fixed with cottered cranks, but there must have been many occasions when chains came off because there was too much slack at the slack spot. It has happened to me!

    Here is a tip: When adjusting the back wheel for chain tension, set the right hand crank at about
    2 o'clock, which will probably be just before the tight spot. If you get the chain right at that point you should be able to get it as near as possible to perfect at the tight spot itself.

    Always keep a close eye on the chain and re-adjust when any slack develops - this will happen very quickly with a brand new chain.

    It should also be mentioned that not all rear sprockets are as round as they should be. The late TDC sprockets were pretty bad in this respect and there are plenty of those still in circulation.