Ah, Italy…

Ah, Italy...

Xmas holidays, sometimes is great to escape that dull weather.
It’s a shame that the weather was a mixed bag. Good rides, tho 🙂

Giovanni, Andrea1, Antonio, Andrea2 :-) Antonello, Andrea2, Antonio  photo HPIM5380_zpsce7fa38a.jpg Giovanni, we're in Villasimius and the clouds are thick above us...

Thanks to Andrea and Antonio, plus Antonello and Giovanni to follow in 40 km under pouring rain!


Back again!

And what happened in the meantime?
Oh well, seems nothing, but there’s been a lot going on 🙂

Let’s start with some sort of never-ending-tale like moving house can be.
Jeez, moving all my things and moving the fleet has been quite a task. It took several weeks to be complete.

Hell, had to make a custom solution to store all the sisters.
So far it worked well in this way

Not too bad 🙂

Uh, and yes there’s a new star there. By far the best bike I’ve ever had. Dario (Pegoretti) has done a fantastic job sizing up, crafting and decorating this MxxxxxO frame.
It is simply superb, an incredible combination of stiffness and comfort. It doesn’t glide like the (red) Supercorsa, it simply jumps like a spark out of the fireplace.

I am very proud of it.

Constant 24mm diameter chainstays linked to a two-piece stainless-steel 7mm thick dropout. Can’t get beefier than this
(“Andrea, metteti a posto! Dario e Pero”)

Hello, sis. You’re not forgotten, we’re part of the same family with an obvious different soul and attitude 🙂

You gotta be kidding!

You gotta be kidding!

Shit the bed!

A women’s Supercorsa???


Random madness that passed by here

“my hubgear is not working….”
(yes man, you thrashed it)

funny stuff2 funny stuff1

“why this crank broke??”
(erm…. a little bit of rubbing from your shoe??)

funny stuff3

My bottom bracket is making funny noises….!
(How about the frame??)

funny stuff4


“my bottom bracket is making noises….” (2)

funny stuff9


“Do I really need to keep my bike clean??”
(Yes, alluminium too doesn’t like much salt/grit on the roads)

funny stuff5


It does exist!
Shimano UN72 bottom bracket inFRENCH thread 35×1

funny stuff6


This looks like air bubbles withing the rubber mould. See what happened when the tyre has been inflated

funny stuff7 funny stuff8

“my Di2 doesn’t work….”
(let’s talk about how to avoid the build-up of crap around?)

funny stuff10

Disk-Brakes on cyclocross? Not a novelty.

Check this out.

Condor cycles, made out of steel (very likely by Dave Yates), with Hope mechanical disk brakes.
Yes, you read it well, Hope did this mechanical disk brakes. note the rotor that is just “screw-on” the Hope hub.
And yes, the mechanical leverage of the road shifter/brake lever wasn’t ideal, but it worked a hell of a lot better than cantilevers in that time, and today’s ones too when is wet

This was in the second half of the ’90s, if I’m not wrong.





As far as I’ve been told, the frame does use some heavier gauge of tubing for the seatstays and fork blades. This bike reported no particular “juddering” while braking, nor the frame shows weakness. I like the solution of the rear caliper in between the end of the seat and chainstay, it does the job to oppose the torque generated while braking.
The rims had been replaced at some point.

Let’s talk about bottom brackets. BB30 to Shimano Hollowtech2, for example

I see the BB30 standard as a good idea, and so far seems the longer lasting and more compatible one.

The idea of having the bearings easy to replace is a good thing, and so is the narrow b.b. shell to achieve a low Q-Factor whenever the cranks are made to be “BB30 native”.
But this has drawbacks, the bearings easy to replace are actually too thin in width and prone to mis-alignement; and the narrow b.b. shell makes the bearings being in an unfavourable position when adapters are used.

In this case, the frame is BB30, and Shimano Hollowtech2 cranks are used.
The adapters are the widely used and reliable Wheels MFG; nothing more than two blocks of hard Nylon machined to good tolerance.

Let’s start by removing the cranks.

Pinch-bolts have to come undone. Make sure that the allen key is a good one, those bolts have to be tight when fitting the cranks (12-13Nm), and their head is prone to get rounded. Be wise then


Now is time for the preload cap to be removed. Use the specific tool, like the Shimano TL-FC16 or the Park Tool BBT10 shown here. There’s plenty of compatible ones on budget, they do the job: this cap is meant to be “finger-tight”.
Oh, there’s fancy alluminium ones, mostly to be moved via an 8mm allen key. Just be careful to not get carried away by that long allen key handle…

bb30Bearings&Adapters2             bb30Bearings&Adapters3
Note the “safety plate” in between the slot, lift it up before removing the L/h crank

Slide the R/h crank altogether with the axle, gentle use of a rubber mallet may help. Do not touch the rings, if you have to, go on the spider on alternate points.

Then the b.b. shell is left with the BB30 adapters, to remove them you can use two plastic tyre levers. I won’t recommend to use a Splice tool (like the one to remove headset cups), for a couple of reasons.
First, it won’t go easy trough the hole (tool is more than 1″, hole is 24mm); second and important thing, is that you may actually catch the circlips that work as a shoulder for the BB30 bearings. That would make a bit of a mess.
Also, I like to limit any “hammering” on the frame, especially if we consider that is very likely we’re dealing with a carbon frame…

For the same reason as the second and third one above, for removing the bearings I do prefer this little tool.
Very effective, would catch the bearing from the inside (note the moving flaps), then extract it with the screw attachet to the flaps. Genius.
bb30Bearings&Adapters6    bb30Bearings&Adapters7  bb30Bearings&Adapters8

bb30Bearings&Adapters9  bb30Bearings&Adapters10

Now let’s clean the b.b. shell from inside. Note the circlips in the second picture

 bb30Bearings&Adapters11  bb30Bearings&Adapters12

This anti-seize from Finish Line is actually a variant of the “copper-grease” used in automotive industry.
It is very effective in preventing rust and corrosion between any kind of metal. It is also very sticky, this mean that would not get “moved” when a part works on it, it is very adhesive (and stains your hands and clothes!)

Fresh new bearings.
BB30 use the size “6806”, which is 30x42x7. They do exist in various levels of quality, my opinion is that there’s no particular need to spend 50 bucks for one bearing, get one that is good quality (SKF, INA, FAG, Enduro, etc.) and press it correctly: it is pointles to have the best quality of bearings if you have to hammer them in, and/or leave the not well aligned.
This press is made by Wheels Manufacturing, you can have it alone, with a choice of drifts, or with full kit of drifts.
I do have a panel of bearing drifts 🙂

The same Anti-Seize on the crank spindle, note that when the adapter slides onto, the Anti-seize is very much entirely still in place, and the adapter fits just tight enough.
bb30Bearings&Adapters15   bb30Bearings&Adapters16

We’ll fit the R/h crank with the spindle (well, that is obvious, it’s a one-piece) and the R/h adapter on. not shown here (you can see below) is the Anti-seize on the inner and outer part of the adapter, the part that holds onto the spindle and the bearing.
But first, a run of grease just off the inner border of the b.b. shell: this will reduce the water seeping in

Normally, the spindle with the R/h adapter, and the L/h adapter, will go by hand
bb30Bearings&Adapters18   bb30Bearings&Adapters19

Anti-seize on the L/h crank clamping area, too; then the preload cap goes in position again. It has to be finger-tight. Check that the cranks would spin as free as possible, still no axial play is allowed

bb30Bearings&Adapters20   bb30Bearings&Adapters21

Don’t forget to check the safety plate: if you can’t push it down in position until it almost “clicks”, then the adapters are probably not fully seated. This makes the L/h crank not clamping on enough portion of the axle.

If the safety plate can be pushed down correctly, the you’ve done well. Now tighten the two pich-bolts to 12-13Nm.

And that’s that

Carbon rims, ok, but the bladder?

I do understand that in some ways, the carbon-fiber has to be moulded, and it seems that using a bladder makes life easy for manufacturing. Because I am no expert in composite materials, I won’t go in details about this.
However, I have to say that some “cleaning-up” should be done at the factory; especially in parts where the space to work around becomes a premium.

This rim gave me a bit of headache for about 1/2hr, removing the sunken nipples took a lot more than what expected.

See the nipples, there’s one with the leftovers of the bladder that’s still on. Look how it managed to wrap around while unscrewing the nipple. Note that this part is well inside the rim.
Yes, nothing that would become impossible, just some more time required.

Had to pull out some of this plastic, which when the matrix is cured, has obviously no part in the structure of the carbon fiber

Something is still there, but the holes are now clear enough to insert the nipples, in order to rebuild the wheel.

I will use a little grease outside the nipple, for protection against corrosion.
Best thing will be some Lithium-based grease (the manufacturer is called Nimrod) of which I have wast experience on long-term basis, and never found it to react or create problems with any composite material.
Being a radial-laced front wheel, I will add a little of Loctite222 on the spoke thread, just to “keep it there”. I quite like the 222, it doesn’t lock, but rather makes the small threads to stay in place without loosening. And when cured, the torque to break the compound, doesn’t require too much force, resulting in moderate twisting of the spoke.