Hahaha, I couldn’t get over the fact that this micro-training wheels BMX bike has holes drilled for brakes front and rear.

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So the Primavera Century is coming up this weekend, and Lung and I are doing it fixed. At first, I was gung-ho without much attention tot he details only because:
a) we ride fixed everywhere, frequently climbing
2) we rode to LA without an issue
d) fackit

But I started thinking about the last few times I did this event… the Calaveras Road section has ‘the wall’ which is just one of three big climbs of the day… I remember this being an issue for many of the road riders, let alone a couple of dorks on fixies. I got through it, and the other climbs, using my usual double-ring road bike config, but in thinking about muscling up those on a fixed gear, three details emerged:
a) it’s one thing to muscle up a climb, as we often do. It’s another thing to blow that much anaerobic resource on a long day of riding, headwinds and heat and other climbs to follow
2) I recently upgeared to 76*
d) ohfack

Additionally, I haven’t overhauled Crook Type 3 pretty much since I built it up after ALC… and that’s far too long. I rotate through bikes (at one point, 8 of them) in my commute, so the more rigorous overhaul isn’t as necessary for me or as frequent anyway as it is for Lung, riding the same bike every day with few exceptions. And I’ve done several maintenance and corrections evenings, spot-overhauling parts of it. But the creaks int he bottom bracket were joined by some ping-pings recently, and my brake pads were stubs. So it was time to do it up.

I didn’t COMPLETELY overhaul it in the sense that I didn’t break it down to it’s complete extrusion photo level of strippage, but I did the primary stuff: complete drivetrain overhaul, brakes, all bolts and major adjustments. All I didn’t do is pull the 17 off, as I recently put it on, and I didn’t break down the headset.

I’m now whisper silent. I mean, I still have the minor chatter of chainline issues, but the bike itself is a ninja again (a green and white and elkhide and chainline-chattering ninja)… it hasn’t been this quiet since I built it. So smooth. And it’s of course all thanks to judicious applications of my best pal in the shop:

Ole Phil never lets me down…

As far as the Primavera goes, what I ended up electing to do is keep the 76 on the one side, and add a 19 cog on the other, which gets me to around 67. So the total rig is not as nimble as Lung’s 72/03 (or whatever that 21 gets him) but at least we both have a climbing gear to fall back on as needed, one way or another.

I rode the hills by my house a few times on the new cog to get cinched, per the usual routine, and rode in on it, which was sort of torturous, not unlike trying to spend much high-cadence saddle time on Rapscallion with it’s 20 cog (baby bikery) but I really wanted to give it some time to settle in. I will say it’s nimble to climb with it.

Excelsior!
*I’ve been saying it was 77 but I checked and it actually rounds to 76, my bad. 48/17

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This is just a pet peeve post. Not much to report.

I slung the front brake on the latest iteration of Wrongbike the other night, using new Tektro finger levers sized for the pista bars being used, as donated by one Lung.

The annoyance I feel is the adjustment of the ‘clothes hanger’ on the front brake cable, which collects the straddling cable that in turn holds the two sides of the caliper system together. This Brake Delta or Brake Triangle, or, as I like to call it, COCKBIT, drives me nuts. Sure, I’m somewhat spoiled by stringing and adjusting side-pull caliper brakes. But the center-pull design is what I started out on with these conversions, first with Fixie and then with this bike. I’ve adjusted these 5,000 times, and enjoyed precisely zero of them. Now, look, it’s not rocket science, I know. But to test your setup you have to cinche that cockbit down tight, and that’s always a pain in the ass for me. Wrench on the back, socket on the front, fingers bleeding from the brake cable pokery invariably, and somehow it’s never properly adjusted the first time, and I have to adjust it two or three times. Let’s not forget you’re either holding the brakes together somehow, or you’ve sized it, let go of the brakes, then are setting the cockbit blind and hoping you didn’t slip a bit.

I have a tool called the Third Hand by some, that grabs the cable and pulls it tight against the tool itself, freeing you up for the aforementioned wrench and socket action, but I’ve had little success with it, due to clearance issues. The porteur rack makes access very tight.

I think what also frustrates me is that you go through this and the end result is a brake that works OHHKAY. The stopping power on those little chalkboard eraser pads is there, but not THERE there. And you have none of the mechanical advantage of side-pulls when using a finger lever. You aren’t supposed to be using the finger lever, actually. That’s part of the problem.

I haven’t decided yet whether I’ll keep this brake as is or just through a simple side pull on there. We’ll see, once I get to take it out for a test… which, looking at the longevity of this storm system, may be April.

Note also the space madness of getting the brake cable housing looped down to the hanger. I don’t like that one bit. So far.

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My Xtracycle build is still months away, but this weekend I took the bike out that will become the Xtracycle project bike (codename: Brute) for a grocery run in neighboring Corte Madera. I’ve taken Wee-Z on trailer-based rides like this before, and frankly while doable, on a road bike you feel pushed around by the load behind you. This time, using my 29er, it was a different animal. I had purchase on the road, so the push/pull of the trailer wasn’t as bad, and definitely was more stable in the upright and elevated ride position.

Here we are at Joe Trade, preparing to shop. Just a few things…

Uhm.

On the way back, the 29er really earned it’s stripes, not only in current use but as the bike on which the project will be built. First off, understand I was carrying a shit ton of live load. The 23 pounds of trailer (lightest on the market more or less) plus almost 30 pounds of Wee-Z, plus 3 full bags of groceries, a gallon of milk, and an insulated double size bag filled with a six pack ( ‘Microbrews for life!’) two bottles of red, a bottle of champagne, and 43 cans of cat food.

That’s a lot of load.

The suspension was nice to have. Most MTB Xtracycle conversions involve locking out the front suspension, and maybe there’s a reason to do that, but for now, I was benefitting from it to some degree, as the power suckage that comes as a result wasn’t a noticeable problem yet. Know what else came in handy? The effing GRANNY GEAR, kids. I rode fixed to LA, but I sire as hell needed a granny to get up the climb from Corte Madera. Again, lots of load.
Also, those disc brakes stop nicely. Especially when a phalanx of deer are flying across your path. There were maybe 9 of them.

At home, I discovered Wee-Z, literally buried in foodstuffs, was fast asleep, so I did what any reasonable person would: made a steak sandwich and a mimosa and recharged. For science!

Pre-load Stress Test: Successful.

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Apparently SRAM’s summer racing season offerings will include a hydraulic brake system for road/cyclocross. This made me aware of two things:
1. Why my brake levers on Brute are so far away from the bar (master cylinder therein)
2. The issue with disc brakes and skinny tyres

http://velonews.competitor.com/2012/02/ … ked_205943

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apparently enough to offer japan-exclusive bolt FRAMESETS with internal cable routing and drilled brake bridges for the rear brakes that japanese cyclists are required to have by law. note that the fork has a pre-drilled brake hole, too. according MASH’s comment in the link above, it’s a $1000 ticket if you get popped.

viva.

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I finally felt comfortable swapping out my front rim over the weekend on Crook Type 3, my Cinelli X MASH build. My previous black H+Son rim had a solid bare aluminum braking surface from that 12 mile descent on ALC 09, and it always bugged me, so I got a spare wheel to replace it, but was waiting until I started skidding to swap them out, in order to at least by some degree reduce the braking needs. So yay, I do the swap while I was changing some flats on other bikes, and lo, it looks sick. So, I ride in and am practicing skidding and apparently got some grit on the brake pads because I have fine streaks of color being removed. HA. Serves me right for all that vanity.
I thought maybe my brakes were toeing in but I adjusted them and the same occurred.

Oh well! At least the steerer was cut down and it’s a much safer, and once again sweet looking ride.

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As you may have read in my previous posts, I was bouncing around a bit on my future Kid Carrier Cargo Bike, also known as the Team Lope Junior Squad Project. I settled on an Xtracycle conversion for maximum flexibility, and then decided further that the cost of a new entry-level bike would be less than the cost of the necessary components and frame mods for a conversion on one in my stable. I had planned on pushing the whole project out until the summer when I would actually need to carry two kids, or at least when the second kid was nearing ride age and the first kid was heavier, but I found a bike I really liked and had a great deal ON it, thanks to a combination of discounted price (on a small set of these the shop got in from their supplier, qty: 4) member discount (offered for members of gyms, 10%) and cashback on the card used (5% more)… so that, combined with the relative scarcity of this bike (Cannondale doesn’t allow their bikes to be sold through internet sites, only local shops, apparently, though I think you can get around this by walking in, or using a proxy, to make the sale locally and then having them ship) and my general distate for most factory bikes, I pulled the trigger.

I haven’t ridden a mountain bike of my own since 1998, and of any kind since about 2001 (actually, precisely 2001, as Monkeybiktes and I were on a mountain bike adventure when the Twin Towers were attacked) so I caveat my comments in the following ways: I’m not an avid mountain biker, I’m not buying this to ride mountains, and I haven’t purchased a factory bike since what, 1999-2000 (Toro)… so I am justifiably impressed with the value/quality/economy ratio these days, on at least some bikes. This is a future cargo bike. But I rode it this weekend for a test run, and this is what happened.

SICK!

Now, I caveat further that I spend 90% of my time on fixies and 10% on a road bike, so even knowing that I was hopping on a heavier bike with rolling resistance, upright riding position, suspension and low gear ratio, I was nonetheless very aware of these differences. The Cannondale Trail SL 29er 4 is second from the bottom in Cannondale’s 29er series of bikes, of which there are two models. As you go up the line, you get different frame materials, different componentry, and as a result, different weight. I liked this bike for the general look of it, the strange color, the minimal, subtle branding second only to none at all, and the feel. It retails for $900. So, setting aside any discounts or sweet, sweet deals, we’re talking about a fully rideable, aesthetically pleasing mountain bike with the big wheels, for under a grand. I really didn’t anticipate, prior to my research, anything being available under $1500, with whatever might be available before that being department store generics. So, right off the bat, super impressive what you can get for your money today.

Weight: This is not a light bike. Being contextually aware, no mountain bike is going to be ‘light’ by my standards from my other rides, and the big 29er wheels only make this more so. However, I polled a friend who rides under Mt. Tam Bike’s colors and his sweet, high-grade 29er was approximately 23 pounds. Cannondale reviews seem to bring this bike in stock between 29-30 pounds depending on frame size. It is an aluminum frame with a 21 speed groupo and front shocks, big 29er rims and giant knobby tyres. You could thin it up considerably by changing components and of course, aim at the wheels, offering heavy rotational weight. But here’s my thing: it’s a cargo bike. two kids plus groceries? Weight becomes meaningless, as long as you have gears.

Ride: So, first of all, on a mountain bike you’re upright more than you would be on a road bike and most fixie riding positions. With the bigger wheels, I feel even more upright than normal, because I remember how it felt to ride my old mountain bikes. You feel like these wheels are like pennyfarthing beasts, even though technically? 29ers are 700c rims, just like road wheels. Just much wider. But the mountain bike standard is 26" and it’s noticeable. I decided on a 29er instead of a regular mountain bike because liked the idea of more power at the pedals, but really that just means power to the pedals similar to what I would generally expect from all of my 700c bikes, right? But you hop on a 26" wheel mountain bike and you notice the difference. So, on this, you’re upright, but you’re comfortable. The front suspension offers 80mm float, which is sort of in the middle for this general grade of component, which could be down to 50mm or as high as 110mm from what I’ve seen in an unscientific poll. This is important for mountain riding, less for cargo bikery, but even on the road, the suspension is a magical thing coming from years of purely suspension-free riding. Sure, it sucks your power, but on the other hand, the cushion! I like the turning and the maneuverability of the bike. Normal MTB people criticize cornering issues with the bigger wheels, and most critics AND marketers of 29ers point to bigger wheels as being an entry-to-mountain-biking feature, offering more forgiveness when hitting obstacles and holes, at the expense of cornering and handling that a skilled MTBer would expect. But I don’t really know if that is measurable in a meaningful way. I’ve read plenty of those claims and plenty counter-claims. Maybe of note to you. For my use, no. There’s also micro-suspension at the wheelstays.

Look: The color ‘saffron’ is unusual for factory bikes, and the subtle branding especially so. Look at Cannondale’s range of MTBs and it’s the only one like it, and this is the variant of the main SL 29er 4, which is garish. It’s the thing they do with some of the variants on the CAAD road bike line, too. You can’t peel the graphics, but you can easily ignore them. And that’s before stickerbombing. The rest of the bike is black hole black. Pretty gorgeous.

Components: entry level to just above. If you look at department store generics or special discount bikes like through Performance, many times you’ll see a tier below the bottom level for the name factory bikes and well-known component groups. In previous years, Cannondale did use some less-familiar generic components on the SL 4 and SL 5 but for 2012 the group is Shimano and Cannondale-branded (in the case of the brakes). I assume entry level in weight, but functionally smooth. I would also assume that another factor in MTB components is durability. Entry-level components being more prone to being smashed to atoms by rocks and such. Dunno. So far, so good.

Braking, Special Category: This is not so much specific to this bike, but in general, my reason for using this type of bike was disc brakes. I wanted the additional braking power for the heavy weight of the bike when loaded, and while I know there’s lots of arguments about true braking capability of calipers vs cantis vs disc in all sorts of scenarios, it just made me feel better to upsize to hydraulic brakes, and thus, I did. And yes, they stop on a dime. Or rather, would if you didn’t sweep the back out on a skid, ha.

Reviews have suggested that this is the best value in its class (the $1000 aluminim hardtail 29er) but I can’t say anything of the sort, with no personal experience with any other bike. I can say, however, that it suits me just fine!

Specs:
http://www.cannondale.com/2012/bikes/mo … er-4-20758

Into it!

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So, when I first started planning the bike capable of carrying 2 kids plus groceries, it was between a Metrofiet, CETMA, and an Xtracycle Conversion. The CETMA was the most awesome, the Xtracycle the most reasonable. I settled on the Xtracycle. In Team Lope Junior Squad Project Version 1.0, I imagined building out of a mountain bike, specifically a 29er, giving me the option of breaking free and riding it if I wanted, in a conventional mountain biking scenario. I waffled a bit between the 29er and a 26" MTB standard, each offering advantages and disadvantages. Then, this past week, I started plotting the conversion of Rapscallion INTO the cargo bike. Sure, it’s a fixed gear, but why not? The Xtracycle has a derailleur mount, grab the extra parts needed, and run with it!

Over the last few days, though, I did more research. For one thing, I was really hot for using disc brakes on this project, for some added stopping power with that rear load on these hills, as I plan to ride said hills. Nay, I plan to RAHHHHDE them. That would require a fork with disc brake mounts, and a new front wheel. Plus disc brake system, front and rear. Next, I’d need a second brake and brake lever, both of which I have in the shop. Next, bigger tyres for stability, keeping within the size limitation of the Xtracycle Free Radical frame. Next, full drivetrain (front and rear deraiileurs, new rear wheel with cassette. So, basically, almost a full kit. Then, Lung advised I check rear dropout spacing, and sure enough, even with the 700c Free Radical kit, I’m 10-15mm short on the fixie frame.

Hm.

So I did some more research, went and did some field checks, and I think I have the new solution, Version 2.0, which is basically Version 1.0. I gave it a new version number because technically Version 1.5, the fixed conversion, slipped in there. I think I still like the 29er configuration. Little bit less maneuverable at low speeds, but much higher rolling speed per gear and easier over rough terrain. I spend all my time on road and fixed bikes anyway, so the 29er (the MTB industry can’t say 700c because, you know…) is a comfortable size for me. I tested the bike I was interested in today, and it felt VERY comfortable. I did the math: using a new bike was cheaper than a conversion. By a mile. I found the bike I was interested in, in my size, on sale, and test rode it. THis never happens to me, mind you, because I haven’t bought a built bike at a shop since what… 2000? Wow.

So, the new-old plan is thus:

Cannondale Trail SL 29er 4 in ‘Saffron’
Disc brakes, front suspension, 21 speeds, wide rims.

Xtracycle Free Radical Family Kit, with 2 seats, flight deck board and side panniers.
(I’ll get one seat first, the second in later summer)

And for tyres, switch out for sweet sweet Schwalbe Kodiak slicks.
I need the narrower tyre for the Xtracycle clearance, and I’m generally not planning single-track off-road rides with the kids and a bag full of eggs.

On track!

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Team Lope Ride Report: Gran Fondo Fireball

You know that trope in romantic comedies, where the protagonist suffers all manner of circumstantial and personal disasters before being lifted by a beautiful girl in the third act? Well, I had one of those. The 2011 Levi Leiphiemer King Ridge Gran Fondo was like that, but at the end, I saw my gorgeous daughter run up and squeeze my face, so I got the happy ending. And I’ll tell you in advance, there were no deaths, and my spirits were high throughout, so this is not a tale of woe. But read on, for the biggest logistical disaster in Team Lope history.

Preparation

As you may have read in earlier posts, about a week before the Gran Fondo, I made the decision to change road bike frames. My Look KG381 Team carbon frame, my pride and joy, was a size too big, now becoming a real issue with my back and pelvis injury to deal with. I decided to give up the ghost on the Look, hunted for a more suitably sized frame, lucked into a sweet NOS Cinelli Xperience from 2007, and set out to get it ready for the ride. I built up the majority of the bike earlier in the week late at night, then hit a snag due to needing new shifter cables and housings, and with time running out, I took it down to Tam Bikes for a re-string and deraiileur adjustment. As much as I wanted to do the build myself (my second time on a proper road bike) time was of the essence, as family obligations would prevent me from getting down to the shop again before the ride. This would give me a day to test ride it to work, make any tweaks, and I’d be ready. Or so I thought. Taking it in, the shop was slammed, but agreed to fit it in… by Friday at closing. This meant no test and tweak time, but at least I’d be ride-ready. My wifebot(tm) got one of her increasingly bad feelings about the ride. She encouraged abandoning it. But I had two other riders depending on me for a ride, and frankly, I had contingencies. Gran Fondo has some seriousness to it, no question: more arduous in some ways than the Tam Climbing Century in terms of gradients, and lots of intermediate climbs peppered through the course. But if I couldn’t get the bike done, I’d take the MASH. Looking at the ride profile, there were two sections where I’d have little hope of staying on the bike, even pre-back-injury, as the gradients were too steep and the climbs too long. But hell, I’d ride the thing fixed as I often do in these events, and where I needed to hoof it. I’d hoof it. I’d still get a great ride in. Meanwhile, adding to the bad mojo, Team Lope’s Muadib had a crash a few weeks ago, horfing his road bike to bits, and while he survuved unscatched, he was out of the Gran Fondo as a result. And Eric nearly got creamed on the way into Mill Valley on Friday as well. The near-misses and snags were mounting.

Build complete, 11:55pm the night before.

Friday afternoon, no word from the shop. Later in the day, I was informed a message was left for me on voicemail, and that the bike wouldn’t be completed. This was a bad time for my Google Voice account to have the ‘silent message’ error. No data. I didn’t know what was wrong, but since they weren’t going to be able to do it, my wifebot(tm) graciously shot over in the MINI with a sleeping Z, grabbed me, took me over to the shop so that I could get the bike, and see what my options were. The shop was slammed and they ran into some issues so the bike wasn’t going to happen. However, the only reason I had brought it in was that I ran out of shifter cable and housing at home and didn’t have any more time. So they gave me cable and housing pro bono and I figured what the hell, I’d give it a go! So now I was back where I left off on Wednesday night: my remaining tasks were to restring the brifters, string up the derailleurs, and adjust them. I’ve done this once before, on Villain, so I was ready to take it slow and get through it. I’ve confessed before that I find deraiileur adjustment maddening, with the two limit screws on each, the adjusters, etc. I just don’t have a good sequencing set-up. But I had at it. My comedy of errors, however, continued. First, the rear derailleur was missing the pinch bolt, which apparently must have dropped back at the LBS. I stole one off of my old Dura Ace rear and proceeded with only minimal workaround. Next,t he Jagwire cable housing I got from the shop? I couldn’t cut it cleanly. It splayed out into all the fiber fragments, thanks to my wire cutter being designed for electronics and not a nice sharp one for this application. I ended up recovering cable housings from, believe it or not, the torn-down groupo from the Vista 10-speed that became wrongbike! HA. So, that would have to do in a pinch. Thinner housings, easier to cut. Next problem: my SRAM 10-speed chain was too short. It used to be WAY too short when I first strung up Villain (The SRAM instructions describe stringing big ring to big ring, and adding a link; later readings of third party guides say they mean one outer set, one inner set, of links; so I was one link short) but on this build, I was using a compact 50 tooth chainring so I thought I’d be safe. I was going to avoid crossing into that big cog from the big ring (as you should anyway) and just keep that risk factor in mind. Next, I was out of black electrical tape. WHAT! You say? The fixed-rider’s best friend? But it’s true. I had one roll at the office, gave one roll to a rider in need a few months ago and Zoe ran off with another. Suddenly, I had none of the stuff, just in time to rewrap my bars. I ended up re-using the tape from before, which wasn’t pleasant but got it done. By 11:45pm I had the bike completed, and took it down the street for a test. I was having rubbing in the back and it took a few to figure it out: the skewer slipped out of one of the drops. I’m so used to track axles now that I forgot that if you don’t really wrench those skewers down, they can pull out from chain tension (!) and it did. What’s a little more lost frame paint? So, by midnight, I was upstairs, bike was done, and I was ready to get a few hours sleep before getting up for the early start. My derailleurs needed help but I was banking on some ride mechanical support for that. I’d at least be on the road. Wifebot(tm) was still unhappy about me going: my cough remained, suggesting illness, we had to rent a car so that I could bring myself and two riders with me up there, and all the portents of doom leading up to it gave her the concerns, especially as she is full term and I need to be avaialble in case the baby comes early. But I wanted to give it a shot. I like reaching a quitting point and instead, doing the opposite of quitting. In other words, not quitting. And anyway, had the road bike not come together, I’d bring the MASH and do it fixed anyway, and if I had to walk up the entire Coleman climb, I would. It’s the Team Lope way. If I can ride to LA on a fixed-gear, I have enough legs for this ride.

Ride Day

We drove over to Santa Rosa nice and early, with bagels and coffees and not much traffic, and parked about a mile away from the start at Finley Park, as the parking near to the event was limited and a problem with local businesses in previous years. We headed out on the bikes, and I left my vest and warmers in the car because it was already reasonable in temperature. Go ahead and keep a running tabulation in your head about all the things I’m mentioning that would backfire later. We’ve got last minute build, a used 10-speed chain with probably the 1000 miles on it already that these rinky-dink light chains are supposed to top out at (can you believe that? single speed chains and heavier gauge MTB chains, even 8/9 speed road chains, these can go forever… but 10 speed narrow chains with hollow pins? No), clothing layers left behind…

Systemic Failure

OK, so about a half mile from the camp, everyone’s ahead of me, and we’re waiting at the light. I decide that my bars are still a little low (SRAM brifters want to be higher on the drops, so I reseated them when I restrung the brifters, but they still needed a bit more height) and pulled my 3-head hex key out and made the adjustment. I was using a trusty Thomson X2 stem, a two bolt design. I adjusted while on the bike. Apparently, I’m told later, that was my mistake, because you can’t as easily judge the torque. I always thought torque bolts failed intentionally, such as we see in Oakleys and other precision mechanical fitment. I was very wrong. I heard a POP! and my bars dropped. I spun them up in that flipped-10-speed antlers style and noodled across the intersection by the freeway to get out of traffic, then assessed my problem. I thought, at that moment, that the bolt had broken inside the stem, at the top of the clamp plate. I figured my best bet was to nurse it to camp and see if I could steal a stem bold from somewhere else. That was some dodgy riding, basically riding upright, holding the bars up for brakes. Guh. At camp, I soon realized that the stem itself had failed, internally. I went ahead and checked in, and while the gang rolled to the massive start, I headed over to the festival grounds, where Trek had a tent and some other vendors were setting up. Trek had no stems, and neither did anyone else. I got a lot of knowing, pained looks. The dark side to the two bolt stem, I’ll tell you. Finally, a vendor, I think at BiCi, noted that another vendor’s table had a box of stems on it, though the vendor was missing. He said he’d vouch for me, and so we pulled the stock open, and found a stem for me, and threw it on there. The vendor showed up, was supportive and awesome and said to hit him up later for it, and just like that, I was back in it. Quick stop at the Trek tent for some derailleur adjustment: everything looked great. I was good to go!

Team Mechanical

The ride is staged, so faster riders head out first to get out from behind everyone, then the rest are staged based on approximate experience level, so that like riders are with like riders, etc.

Eric, Kristin, her brother Donovan, and his girlfriend Sally rounded out our little group, and while we were initially heading out thinking that the worst was behind us, we were soon confronted with a freakish number of problems. Eric had a flat. He didn’t have a pump or adapter that could fit his valve properly. Different riders had different skill levels so pacing was dynamic. I stopped and stretched at each rest stop. More mechanicals. Ultimately, one of us self-assigned the name Team Mechanical. I had no idea how accurate it would be. We were joking how we never used the mechanical tent, barely ever stopped at the rest stops, etc.

Eric, Kristen and me: Team Mechanical

Wellllll….. anyway, we had sent Don and Sally up the road and were going to catch up once Eric was done with his thing. We ended up doing a pretty reasonable pace line to get back there, and stopped at the last rest stop before the big climb of the day. This was along the water, and the wind was picking up. Dark clouds were forming. Everyone said previous years were boiling hot and so on, but I thought we benefitted from the storm front, keeping us cooler and so on. I was having a great time.

Last generally pristine shot of Rogue. There’s some under-seatpost-binder scraping, and that dropout scraping from the night before, but otherwise, this was the honeymoon shot

I want to mention, the build was AWESOME. This new Cinelli frame worked out perfectly. With my bars adjusted to bring the brifters where they needed to be, the shorter frame, seat adjustments… I felt so comfortable. I can’t even tell you what a relief it was for my back and pelvis.

Grabbed the wrong bibs this morning, so a tiny hole in the upper thigh seam was growing. I safety pinned it For the TEAM’s safety, mind you.

And I had it dialed in. Unlike my last ride, I did everything right: I got a bit more sleep (almost 5 hours), I hydrated and fed well (even after two weeks of carb and sugar detox) and was humming with energy, Even my cough and my athsma weren’t holding me back. So, we embarked on the next leg, the big bad everyone was stressing about.

The steepest point on the Coleman grade…

The Coleman climb is remarkable not for its length or it’s overall height (it’s about 3 miles long and about 1200 feet of the 4000 feet aggregate for the day) but for the gradient. In the first third of the climb you hit gradients floating between 12 – 15%, topping out at 16.9% at one point. Recall that this was the section that I felt would force me off the fixed-gear had I brought it. I ended up taking the first third at a good pace, then pulled off at a convenient section after the big gradient, stretched my back and relieving the stress on the pelvis, and then resumed again, for the first time in the history of this cassette I put on Villain when I converted to SRAM, dropped into my 27 cog and just ticked the climb away at a steady, slow pace. We got to the top without stopping and I was justifiably elated. The night before, I didn’t have a bike to ride, was sick, had a back injury and poor saddle time; and now I had just done the big climb of the day. I was stoked.

Downhill From There

Over the top, Eric and Kristen were already descending and Donovan and Sally were now with me. Sally went on ahead, I think, and as I was descending, I rolled through the cassette to get into the smaller cogs and then flipped the big ring from the small to big. However, my shifting in the back wasn’t happening. In retrospect, I was going too fast, and didn’t wait to confirm that I was down to the saller cogs before shifting in front. I did it too close together and basically ended up doing the precisely WRONG thing for this build: I let the big ring in back (which hadn’t let go) line up with the big ring in front, and the derailleur locked up. I rolled backward on the cranks and tried to get back into the small ring, but by then it was too late: the rear mech blew up, sending it into the cassette and my rear spokes, the chain jammed up against the hub, and I was locked up in back. I can honestly tell you that all the fixed gear riding I do saved my ass. I was out of the saddle, hitting the front brake, and powerslid down to a stop in a lazy, jagged whip of rubber. I got out of the pedals and pulled off the road and was frankly just thankful i didn’t go down. Donovan came up and was eyeballing the mess behind me with a look that was like a cross between horror and queasiness. There was nothing to be done. I was out. I pulled the shattered derailleur pully cage out from being entwined in my cassette and it cut my fingers. The whole thing was just destroyed. A CHP moto cop rolled up and said that he’d get SAG support out for me, and then returned and said they would be here in about 10-15 minutes. So, I told Donovan to go on ahead and catch up with the others. They were going to catch a ride with him anyway, so I just figured I’d sag to the end, hop in the MINI, and jet home to my family. Off he went, and I hunkered down to wait as the wind whipped up and the temperature began to drop. Eventually another rides came walking down the hill with a Lightspeed and a broken chain. He had been waiting for SAG for an hour already. This wasn’t looking good.

Shot of the mangled derailleur hanger

I mean, this was pretty insane

The derailleur was wedged up into the cassette, and the hanger was up into the spokes. Amazing I didn’t go down. Wheel locked up. Longest skid-stop for my personal best, ha.

Eventually a fire volunteer rolled up in a big pick-up and agreed to take us back… but I mean BACK. Down the big climb, to the previous coastal rest stop. But hey, a ride’s a ride! And I was still riding out my euphoria about not crashing.

First ride back… literally, unfortunately.

At the rest stop, the wind was blowing and it was sprinkling. The word was that the SAG vehicles hadn’t been there in forever, and were not likely to be there. So, rather than sit on my ass, I thought, you know what, time for plan B. An awesome mechanic from Norcal Bike Sport, August, tore my rear derailleur ‘flower’ off and re pinned my chain shorter and we fashioned a single speed out of it. To hell with it. I’d ride as a single!

Derailleur and cables stripped away, ready to go single-speed.

The other guy got a chain fix and we were ready to head out, each with a crew farther along the course, sticking together out of convenience. He advocated taking an alternate route on the map. The ‘gravel route’ was designed to give riders an alternative to the Coleman grade. My concern was that it was unsupported, and it was gravel. Who knew what would happen, or how long my jury-rigged single would hold up. I didn’t want to be off the reservation. So he took off for that alternate route, and I headed along the coast and back to the big climb. I didn’t know it at the time, but while I was on the way back to the mechanical tent that second time, Levi Leipheimer had passed with his crew.

Chain Reaction

Here’s the new Single version of Rogue’s build… for a moment, anyway

PANG! There went the chain, just as I was getting started. So, I turned around, nursed the bike back to the previous rest stop, and returned to the mechanic who was sort of wide-eyed that I was back again. We shortened the chain further, now in a slightly easier gear (so bad on the flats) but not as easy as was needed on Coleman. I asked if he thought I’d make it. He shrugged and said he thought it was better than waiting at the rest stop for the SAGS that weren’t coming. So off I went for a third try. I got to the climb, hit it at a good pace, and was being pretty careful: I couldn’t stand out of the saddle, lest I stress the chain too much. And all the way up it was sort of the familiar refrain from Aids Lifecycle, as riders would double-take at the lack of derailleur. I was actually craving the MASH frame at this point. I don’t like single speed. I want the mechanical advantage of the fixed drivetrain. All my instincts were telling me to jump out of the saddle and bomb the hill as I would fixed, but I kept it steady. And I made it to about 50m from the top. PANG! There went the chain again. Now the link was twisted and two links back were open. I was done.

Second ride, this time to the next rest stop, ha

While I was at the top, I was trying to decide what to do, but I knew, either way, it was just going to be a matter of holding out until SAG support would eventually come. I was back in signal range for awhile so I texted Lung that I was out of the event and had a good story for him. I sent him blown derailleur flower pr0n. I thought I’d be hopefully getting home later that day and making up for my lateness with wifebot(tm)… but it was getting ugly, weather wise. Eventually a camera crew offered to give me a ride, which was awesome, so I put Rogue into the back of a truck for the second time in one day and hopped in. No crash, got a ride in, no worries! However, they elected to drop me off at the next rest stop a few miles up. I guess they were planning and picking someone else up before heading to base camp, so I took the ride for what it was and hopped out, joining a motley crew of injured riders at this water-only stop: a guy under a space blanket heaving from exhaustion and electrolyte overloading, and a woman who had cramped up. Guess what? It was a 4 hour wait.

The remains, alongside the medical tent. Lots of admirers of the frame (and the wreckage) though.

I mean, it was laughable. We could hear the radio going off: SAG vehicles were being rerouted BACKWARDS rather than coming forward and collecting to the end and back out again, as they should be. The rain was coming in from the coast, and there were crashes. More people were abandoning and the SAGs were picking them up on the side of the road. Even before all this, we passed four different accidents with ambulances etc. So it was an ugly day for riders down. We ended up hearing that three people were airlifted to hospitals, and it was getting worse. CRAZY! The woman took a space blanket, but I went without since I was otherwise doing OK. I just tucked into a ball and fed off of my energy gels and mini cliff bars. It sounds pathetic but it really wasn’t. I had signal so I texted my family. I even went to Amazon and ordered a replacement derailleur and chain. Ha. Oh, and Ethan Suplee, from My Name is Ed and Willfred, who we’ve written about previously on Team Lope, rolled through and looked great.

Ethan Suplee kicking ass.

One volunteer finally went off shift, and was able to take the vomiting guy, who was all gray and dead looking, down the hill (I heard her cry to the medics that he waspuking all over her Nissan though) and at another point, the woman I was sitting with got ahold of her husband, who tried to come get us (he had room for my bike, and they would take me to my car, even. Stoked!) Unfortunately, he was stuck behind the same traffic blocks that had closed the roads to everyone else, thanks to the healthy CHP support. After awhile it was raining on us. I got a text from wifebot(tm) showing young Zoe in a rickshaw in SF, saying I could use one of those right now. Truer words! Anyway, 4 hours later, a SAG vehicle rolled up. And behind them? a SRAM neutral car.

SRAM Steps Up

Finally, a SAG showed up, 4 hours later

I loaded my bike on the Sag van rack, and they said they had to wait for more calls before heading out. So I walked over and showed the tech driving it my derailleur flower, just because it was pretty crazy and he admitted it was one of the worst he’d seen. And then wham, he offered me a new one! I tole him I considered it pilot error, not defect. But he thanked me for being a SRAM customer, and suddenly I had a new derailleur.

SRAM to the rescue. This guy rocked

THAT is what I call another in a string of pretty amazing services on this ride, from the CHP support, to the amazing road crews, to the mechanics, to now this rad SRAM replacement. I was pretty delighted. And yes, I canceled the Amazon order in the van.

We ended up driving back along the route to collect more riders, and eventually were up to 6 riders in the van, before heading out to base camp. We rolled in a6 6:10pm, a good 6 hours after my second chain blow up.

I made it across the finish so my sensor could be read. I CARRIED the bike. The girls swooned. Trust me.

Over at the festival grounds, they just closed the beer tent at 6pm, so a lot of stragglers still coming in were fired up about the beer being gone, as it was presumably their carrots for getting home. However, I was driving anyway.

There were about 9 or 10 different food offerings at the festival, and riders each had a meal voucher. I chose, of course, the taco truck with the fit girl waiting in front of it.

Beer tent, closed 10 minutes prior. MAN people were steamed about that

I grabbed a delicious burrito, then headed out to walk the mile back to the car. Then I saw my original SAG van driver out front. I asked if she was heading my way, and she volunteered to drive me to the MINI! I was really thankful for this. It had been a long day. So I was in my car at 7pm. I got through Santa Rosa traffic and down to Mill Valley in a record 40 minutes (don’t ask don’t tell) and stepped in the door to give my daughter a bath at about 14 hours to the minute after I left that morning. CRAZY!

Oh it was delicious.

Now, I know this sounds like a tale of woe. But I felt pretty good about the ride!
Dig it:

- Incredible CHP support, with road closures and plenty of traffic blocks
- Volunteer support and crews that nearly rival Aids Lifecycle
- Great time riding with Eric, Kristen and Donovan, who I haven’t ridden with since spring I think, on a China Camp run where I was fixed and they were on road bikes, so this time I got to prove I actually HAD a road bike.
- Met Sally, Donovan’s girlfriend, a London import who was refreshing and generally awesome
- Got an extra ride in while wifebot(tm) was full-term. If you don’t have kids, you won’t understand how precious this was. I’m in the last three weeks before the baby is due, and that means staying close to home and scrambling with preparations and such.
- Went from having an ill-fitting carbon Look that hurt my pelvis to a PERFECTLY dialed in aluminum Cinelli and haven’t felt that comfortable on a road bike in years
- Pulled off a complete bike build in a few after-hours sessions after the toddler was sleeping
- dialed in my hydration, nutrition, and stretching and had pretty much no physical issues on the bike; no cramps, no athsma issues of concern, and in general, felt like I had much more saddle time under me than I had
- Got to drive a Fiat 500, the car I rented for wifebot(tm) to take Zoe to baby gym and her other stuff for the day
- Got a sweet, sweet carne asada burrito
- Replacement derailleur from SRAM
- All the damage was manageable so I’m on the road to repair very quickly: new chain coming, ordered a replacement derailleur hanger for the Cinelli thanks to the amazing website: www.derailleurhanger.com
- Fresh air and new ride routes
-Always reassuring when vendors, mechanics and staff go above and beyond, when we generally face selfish and hard people on our day to day ride experiences.
- Most important: I didn’t crash. I kept the bike up, never went down, and other than a minor strain in my left IT band, I’m in tip-top shape! Got to hold my daughter at the end of the day, so all was good!

Side note: one additional bonus was the use of that Cinelli. Not only is it gorgeous and did it elicit a number of comments from people having never seen it before, but guess what: I’m pretty sure I stayed off the ground because of it. The gouges in my rear triangle? Had this been my carbon Look I think i would have lost the triangle, wrecking the frame at minimum, going down far more likely. It was the first thing the SRAM tech asked about. Most blown derailleurs trash the frame when they fly up into the stays. I have cosmetic damage only. I don’t even think I lost a spoke. How awesome is THAT!

All in all, despite the calamities, it was a great day I say.

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