Promoting the bicycling lifestyle in The Buckeye State
Monthly Archives: March 2014
It’s been almost a year since my last post. I spent 2013 just trying to get in as much riding as possible between juggling work and home schedules, and did not devote time to this blog. If you follow Car Less Ohio on Facebook or Twitter, I’ve tried to keep up with news about living with less car in Ohio.
Last March, I put together a new Surly Cross-Check, and kept putting lots of miles on it. I rode two centuries in one week–the Sweet Corn Challenge in Richfield on July 28, and then the Bike MS Pedal to the Point from Brunswick to Sandusky on August 3.
The other bike project last year was converting the Salsa Fargo from its drop-bar rigid off-road touring bike configuration to a traditional hardtail mountain bike. Here’s what it looked like pre-transformation, from a ride last April:
I wanted to convert it to a hardtail for no particular reason, other than just out of curiosity to see how it would work, I needed another bike project to keep me busy (and from buying another bike), and because I always wanted a nice 29er Ti hardtail.
I kept the Truvativ Stylo crankset and SRAM X-Gen front derailer. I had a pair of SRAM X.7 trigger shifters and an X.9 rear derailer in the parts bin.
The only major acquisition necessary was a fork. I opted for the X-Fusion Slide RL 29, mainly because it was cheap enough for what I knew would be a temporary project. I’m not picky when it comes to suspension setup, and the less dials and knobs to fiddle with, the better. It’s got a lockout knob and rebound adjustment, which is enough for me. The travel can be set to 80, 100, or 120mm; I set it to 80 to match what the Fargo frame is designed for.
Oh, and although it wasn’t necessary, I picked up a pair of Shimano Deore XT hydraulic brakes on impulse when I saw them on sale. I did the derailer cable housing in blue to further the blue bling look with most of the other components.
I kept my Thomson seatpost on it at first. but later swapped to the Salsa Shaft post. When I bought this frame three years ago, I was on the fence between a Medium and Large. After test-riding both, I settled on the Medium, because the Large, although it would have worked, gave me that feeling like I was riding on a scaffolding. I’ve been happy with my choice of the Medium, and I think that works best in drop-bar mode, but I found that in hardtail/flat-bar mode, the Large would probably be better. So, the Salsa Shaft seatpost compensated for this, as its greater setback stretched out the cockpit the way I needed it.
I switched my saddle to a WTB Silverado, which I had picked up on the cheap at FrostBike. I’ve got a plethora of WTB saddles; they’ve been my favorite for years. The models range from the Laser V, Speed V, ProGel, Rocket V, whatever. I couldnt’ tell you the difference between them all; they are pretty much the same to me.
Here it is heading off to one of our first rides, at Mohican State Park:
That’s a Thomson stem and a Soma Odin handlebar. The bike rode pretty well, but I wasn’t completely satisfied with the feel of the cockpit, so I swapped to the more upright Salsa stem that I originally had on the bike, which necessitated a 31.8 handlebar, which I happened to have around in a Salsa flat bar. That provided the sweet spot, which was confirmed during a ride at the local Royalview Trail in the Cleveland Metroparks:
And later at Quail Hollow State Park:
I took it for a spin around West Branch State Park at some point, too, but didn’t get a photo.
The tires initially were Schwalbe Racing Ralphs, which I had also used for off-road riding when the bike still had drop bars, including at the 2012 Iceman Cometh Challenge. I never really got completely taken by these tires. I like the tread pattern, but they always felt too hard. It became apparent right away that the minimum recommended pressure of 35psi was WAY too high, so I dropped them to about 27. That felt pretty good, but it seemed dangerously close to pinch-flat territory. I know, the solution to that is to go tubeless, but I have not made that technological leap yet. I switched to a pair of WTB Nano tires that I had also picked up at FrostBike, and these are the cat’s meow.
So, you’re wondering, how did this beast ride? To make a long story short, it’s a short-travel hardtail, so it rides like, well, a short-travel hardtail. Not that that’s necessarily a bad thing; I cut my mountain biking teeth on a short-travel hardtail. The suspension fork is just enough to take the edge off, but you’ve still got to ride with finesse and pick your lines carefully.
The WTB Silverado saddle worked pretty well for me. I thought it would take more getting used to, because it’s harder than my other WTB saddles, but it turns out that wasn’t a bad thing.
I felt like I was coming close to pedal strikes when going through rock gardens more often than I should have. My initial theory was that this was because of the Fargo’s lower bottom bracket compared to a regular mountain bike. I compared it to a no-name 29er that I’m using as my commuter bike, and the Fargo’s bottom bracket was actually about a centimeter higher, so there goes that theory. However, the other bike was measured with a rigid fork, so the measurement may be meaningless. Or, the pedal strikes could be because the Fargo’s longer wheelbase makes it more likely to “hit bottom” when rolling over obstacles. Or maybe it was all in my head.
Anyway, the bike was more than capable of handling whatever Royalview, Quail, and Mohican had to throw at it. The smoother sections of West Branch were manageable, but the rock gardens got a little dicey. I was going to ride it at the ’13 Iceman race, but at the last minute decided to go back to my trusty Mongoose Teocali Super dually.
Late in 2013, I began the process of migrating the Fargo back to its old drop-bar self. The bar, of course, is the Salsa Woodchipper. Back on went the Shimano Deore XT rear derailer, bar-end shifters, WTB Laser/Rocket/Speed V saddle, and rigid steel fork.
New for this iteration were Cane Creek brake levers. I’ve used these levers for years on my Surly Long Haul Trucker touring bike. I like the shape; they are more like modern STI levers and provide a more flat transition from the top of the bar to the hoods. However, these are road levers, which meant I had to switch to road disc brakes. This involved a four-way swap between the Fargo, another of my bikes, and two of my girlfriend’s bikes (the details of which I won’t bore you with), but I now sport Avid BB7 road brakes on the Fargo, as opposed to its original Avid BB7 mountain brakes. The Serfas Drifter 9er tires went back on, along with a Thomson stem and seatpost. My original Thomson stem was a zero-offset model, but a few months back I traded it to a co-worker for the setback model that came on his new Salsa El Mariachi. He felt he needed to be a little less stretched out, and we’ll see how being a little more stretched out works for me.
The other change was that I gave up my Lizard Skins DSP bar tape (which has become my favorite bar tape the past few years) to try out the new ESI RCT silicone bar tape. ESI’s silicone grips have been a favorite among some mountain bikers I know (I have not tried them), and I was checking out their new bar tape at Interbike in September 2013, so I thought I’d give it a go. I kept with the blue theme on the bar tape, as well as the brake and derailer housing.
The new brake levers allowed me to experiment with the angle of my Woodchipper bars a little more. I was able to have them not turned quite so far upward as I did before, which makes reaching down for the bar-end shifters a lot easier. Before, the ends of the drops were parallel to my down tube; now, they are parallel to my top tube.
Here it is on the first ride of the 2014 season, out on a shortened version of the Sunny Lake Loop:
(Yes, that’s a Salsa Minimalist rack on the front.)
It was good to be back on the Fargo in its any-road/any-trail setup. The BB7 road brakes stopped just as strong and sure as the BB7 mountain brakes. The brake levers, it turned out, were a little too high, as might be apparent in the photo. They were a bit hard to reach when I was riding in the drops. When I got home, I turned the bars down a bit. I think this might do the trick without having to re-wrap the bars to re-position the levers, but only another ride will tell for sure.