Introducing Amaretto

It is daunting to straddle a flimsy contraption of metal tubes and ride in the midst of two-ton behemoths. Without electric horns or 50-watt headlights, you’re left to fume in silent, invisible panic every time a moron behind a wheel swerves into your lane without warning or reason.

Leaning down, hunched over and gripping a threadbare strip of cloth around the bars as cushion isn’t exactly the lap of luxury. Your backside, spoiled over a lifetime of sitting astride soft surfaces, hurts from the hard saddle. Road surface contours become more pronounced. Whereas a twist of the throttle on a motorcycle barrels up the steepest of climbs with nary a sweat broken, your legs now scream for mercy at every upward incline. And you touch a breathtaking top speed of 40 kilometres per hour for a total of 30 seconds before your lungs collapse in sheer exhaustion. The slightest headwind multiplies your suffering by orders of magnitude, and the elusive tailwind never seems to appear. Let’s not even talk about the inevitable, sweet suffering of DOMS the following day.

The cold wind bites hard, and sharp sun stings deep. But you wear the sun-tan with pride, even when it polarises your limbs, leaving you looking like a Frankensteinesque freak of mixed dark and light human componentry.

Amaretto is a sweet, almond-flavoured, Italian liqueur. It is made from a base of apricot pits or almonds, sometimes both.

And yet you soldier on, all discomfort forgotten behind the stupidest grin on your face as you slice through empty streets on a Sunday morning ride. Because inside every motorcyclist there is a little boy who just wants to ride a bicycle all day.

Say hello, fellow riders, to Amaretto.

A Bicycle Like No Other

Post-conversion look of the bike

It is no secret that I am a big fan of the Navigator bicycle. Although it is not a top of the line product, it hits a sweet spot between features, comfort and affordability. There are times when I crib about the less than stellar performance of many of its components. But that cribs quickly die down after I consider that better performance would involve unpleasant tasks like spending money.

Cheap-ass local brake levers

At the time of purchase I had also hoped it would be less of an attention getter than a Trek or Merida. But I can safely say that is misguided hope because the Navigator is definitely a class better in design, style and finish than other Indian brands and easily sticks out in a crowd. But I still do leave it unattended in public areas at times with just a cable lock to hold it down and thankfully, have always returned to find it as I had left it. I am pretty certain that a Bianchi Aeron or a Merida Crossway left like that on the busy streets of Sadashiv Peth would disappear faster than bank executives after a bailout.

Ultegra front shifters (friction-only)

Big Man on a Little Bike and Other Justifications

It took some time for my interest to deepen in bicycling enough to consider things like fitting. But a chat with Rajesh Nair after a ride around Pune found me fumbling with body measurements and running the numbers through an online fit calculator. A few minutes later, the bearded old man working at the Competitive Cyclist announced his verdict. The Navigator was at least 2 centimetres smaller than what would be an ideal size for me.

Ultegra rear shifters (can be run indexed or in friction mode)

This explained all the shoulder pain that I had been experiencing after long or fast-paced rides. The upright posture was also inefficient due to increased resistance in windy conditions, and although I was not very certain at that time, there was a gut feeling that the stooped posture on drops would increase pedalling power.

Unlike popular misconception, riding in the drops does not give a person a bad back. On the contrary, riding upright is the problem, as described by Sheldon Brown (all hail!).

When riding a bicycle, the back should be arched, like a bridge, not drooping forward between the hips and the shoulders. If the back is properly arched, bumps will cause it to flex slightly in the direction of a bit more arch; this is harmless. If you ride swaybacked, bumps will cause the back to bow even farther in the forward direction, which can lead to severe lumbar pain. Some back-pain sufferers modify their bicycles with extra-high handlebars so that they can sit bolt upright, with their spines straight. This is actually counterproductive in most cases, because a straight spine has no way to “give” when the bike hits bumps. Road irregularities will jam the vertebrae together, often aggravating existing back problems. The bolt-upright posture is comfortable if you’re sitting stationary on the bike, but is not suitable for riding much faster than a brisk walk. Riders who for some reason require such a position should use some form of suspension…a sprung saddle at the very least.

Lastly, I was missing the bar-ends on my previous bicycle and the multiple grips they offered. They made for more comfortable hands and wrists and were an absolute boon on long rides. It would be nice to have the ability to change grips again after the modification.

Beware! There be Dragons in here.

It actually makes little sense to put a bike through extensive modifications like changing handlebars. It is expensive, time consuming and opens a wide window of opportunity for unscrupulous dealers to rip you off. If you have a choice between modding an existing bike and buying a new one, it makes more fiscal sense to make a new purchase. But if you are cramped for options or just plain sadistic, let us delve further into the pitfalls.

Purchasing spares in retail is very expensive. And most of the awesome gizmos are not available at local dealers. Which means you will be begging your Ramesh Uncle from Atlanta to bring your bar-end shifters when he returns for his annual homecoming and pray he gets the model numbers right, or else order online and get doorstep delivery.

Each strategy has its pros and cons. Ramesh Uncle might gift your “cycling kit” to you for free, but you have to risk receiving MTB grips instead of shifters because he would not know a shifter if it came and bit his ass. You won’t face that problem with an online purchase, but the associated cost of delivery is going to send the effective cost into the stratosphere, maybe even more than what you paid for the entire bike when you bought it new.

Finally, if the store owner you approach for this modification does not have a conscience, he will gladly lighten your wallet by overcharging you for spares and labour or giving your spurious spares, so your “Shimano” brake levers will last all of 2 weeks or until the first time you press them real hard in an emergency, more in line with typical Chinese-made “Shivamo” products.

So, work hard at learning the mechanics, brand names, model numbers, prices and warranty before even approaching a dealer. Then, when he spouts some bullshit about thumb shifters costing Rs. 1000 apiece, you can call it.

Cateye Strada cycle-computer (recommended!)

You must study, study and study some more, followed by a written examination and a trial by fire before getting into any such stuff. If you are fortunate enough to have access to more established high-end cycling communities and dealers then you can be exempted from the examination and trial by fire because chances are the service technicians know what they are doing. But since their counterparts in India often believe that the hammer is the solution to all derailleur alignment problems, you need to make up for their knowledge gaps. It helps to be physically present at the store to keep an eye on what shenanigans the bike store employees are up to with your mobile, to lend a hand for some of the simpler tasks and maybe picking up a few pointers along the way.

Making Change Happen

Over several months of reading about a handlebar conversion, the one sentiment that echoed repeatedly was that aero brake levers would not work well with the direct pull brakes on my bike. I kept that information at the back of my mind though, because the dealers I met to consult and cost-compare all assured me that they would make the twain work together like old friends. For what it’s worth, I’m still riding that way and happen to find no serious problems so far. But don’t take my word for it.

I handed the bike over to the care of the mechanics at Surendar Cycles, hoping to pick it up a few days later. There was a bit of a let-down because they were not able to deliver on time because spares could not be sourced easily. The handlebar and bar tape were purchased from Firefox Bikes. I settled for cheap, aero brake levers. And for shifters, I initially had to go with locally made Starlit thumb shifters. These would have been fine, except that they took up prime real estate on the top of the bar, leaving little room for the computer.

I chose the Firefox alloy handlebar over a locally made steel bar to trim weight. It works and there are options in the market at both ends of this one. Cheaper steel bars can do if you are in a pinch, or if you have money to spare, more high end ergo-bars can make for a more comfortable ride. Take your pick.

We also ordered Firefox bar-tape, but it ripped to shreds within the first 2 weeks. I could have easily avoided this expensive mistake by reading some reviews online beforehand. But you can learn from my experience and need not make the same mistake.

Finally, for some unexplained reason, the service folks installed 6-indexed rear shifters for both front and rear derailleurs. As a result, the shifter connected to the front would be highly tensed at the highest setting. A normal rear shifter expects no pull from the cables at its highest setting because they are at their slackest at that point. Because the conditions were now reversed (highest setting, maximum cable pull), the slightest bump or turning the handlebar too much would cause the cable to pull hard on the shifter mechanism and make it jump to a lower setting. This was not an ideal situation to be in and downright dangerous when cornering at high speed on tight turns.

The alternative was to purchase a good set of quality shifters myself. I could not wait for or trust anyone returning from abroad to get the correct shifters for me. I also had a strong dislike for thumb shifters now because they just did not complement the drop bars. After a lot of soul searching, seeking advice on forums and intense meditation on my bank account and the potential impact on my pension portfolio over the next 40 years, I decided to spring for entry level Shimano Ultegra 64 8-speed bar-end shifters.

Evans Cycles has the best deals for these shifters. At £52, and Evans free shipping policy for goods over £50, these were affordable. I threw in Cinelli bar tape for £8 to replace the already worn out Firefox tape and condemned my frugal self to eternal guilt of extravagance.

Real Men Don’t Index

The shifters were delivered exactly a week later. Instead of taking them to Surendar Cycles though, I rode out to Rider Owned Bicycles at Koregaon Park. I had been hearing about them for very long and wanted to try out their service and expertise for a simple project like this one.

The bar-end shifters are special in that they only support friction mode for the front shifter and either indexed or friction shifting for the rear shifter. After a few mismatched shifts in indexed mode, probably because I am still stuck with a 7-speed Tourney cassette, I switched over entirely to friction mode. It seems a bit daunting before you actually try it. But friction mode is really not very different from indexed shifting when performance isn’t high on the priorities. I don’t think I will regret this decision.

Final Thoughts

The conversion has been one of the best decisions I made since purchasing the Navigator. The shifters do hike up the purchase price of the bike quite a bit. But the cost is more than repaid with the comfort, looks and performance post conversion. My lower-back and shoulders hurt no more even after a longish ride. I can attribute the first to drooped posture and the second to the increased reach facilitated by the drop bars. I have been taking it out for spins for a month now and hope to send it through a more thorough grind in the next several days.

The shifters did increase the cost of the bike substantially. Looking harder would have uncovered cheaper shifters such as old Suntour’s. But considering that I was mid-way through a conversion, with my bike completely unusable because of the unreliable performance of the Starlit shifters (due blame on the mechanics for this boo-boo too), I had to rush through the best available option. Bringing all spares together beforehand will ensure a smoother conversion for you.

If LA Sovereign or an add-on provider sold off-the-shelf conversion kits, this task would be much easier. It could probably consist of the drop bar, shifters, brake levers, centre-pull brakes, accessories to go along with these components (cables, hooks, screws, etc.), all priced reasonably. I see no problem in this approach, because with the mudguards and rear-rack that the Navigator comes with, it effectively would convert it into a low-end touring bike. The only other road bike that LA Sovereign has in its line-up is the Urbano, which is more than twice the cost of this bike. But with no facility for mudguards and a rear rack on it, there is hardly any chance of overlapping user requirements. LA Sovereign can continue to target performance bikers with the Urbano while catering to the needs of commuters and tourers with the Navigator and an optional conversion kit.

Ride Therapy!

At 4:35, I was practically gasping for some fresh air. It had been a long day, and I was in no mood to be cooped up at my desk. Not being able to rein in the bug-list worsened things. I threw in the towel at 4:40. Screw it. Life was calling and I wasn’t going to let it pass by.

At 4:40 I was on my bike racing away from office. Anywhere! In my mind I planned to visit the new Baner road again, touch Sadanand Hotel and be back in half an hour. It quickly corrected course though and replanned the route to head instead in the opposite direction towards the lush green DRDO estate. This road would lead into the Bombay-Bangalore bypass from where I could merge back into Baner, take in the new road one more time and then return back to work. It would probably take closer to an hour. Ahhh! That’s better.

20 minutes later I was riding gaily through DRDO, taking in the cool late afternoon clime. I kept an easy pace and did some math in my head about wheel sizes and speeds. But at no time was I missing out on the view though. Necklace Garden was a welcome sight with its beautifully manicured and freshly watered lawns. It ended all too soon though and I had to turn off towards the bypass.

“Weak bridge. Heavy vehicles not allowed.”, the sign read. I hoped the Navigator would cut it through and sailed across, right in the middle of the highway.

The road inclined upwards gently past Pashan Lake. The only sound was of the chain whirring and the wheels spinning. Trucks rumbled by occasionally. I was at the top of the incline, just before the Pashankar Showroom – my favourite spot on this road. I smiled and let the wheels do their thing. What followed was an exhilarating experience of sheer simplicity. The bike picked up pace and was quickly running in the low forties while I held on and enjoyed the thrill.

I was already much feeling much better.

I turned off the bypass into Baner and continued to sit back until the inclines turned northwards again. Even then, I kept an easy pace and enjoyed the warmth of the setting sun behind me.

I was back in my seat exactly an hour later. Nerves soothed, it was back to the grind. But with a smile this time.

One Week on the Navigator – A Review

It is really amazing how fast the week has gone by. Between the daily grind and a weekend back home in Mumbai, I have not had the time to ride on my new bicycle at all. All I do is use it for my regular commute, albeit with a lot more style.

During the past year I had cycled enough to know exactly what kind of cycling interested me the most – a comfortable commute and some medium distance touring. After tons of research on different bicycle websites and forums, I had more or less decided on the following specifications.

  • Traditional geometry frame
  • Multiple gears
  • Drop bars
  • Large wheelbase
  • Narrow tires
  • Light weight
  • Mudguards and rear rack (those could be added as accessories to
    any bike)
  • Ability to handle the occasional untarred road

Most dealers kept pushing mountain bikes or road bikes upon me. That is until I came upon the Navigator in one of the stores at Nana Peth. It seemed like a well-designed bike, although I was not sure yet if this would be the perfect one for me. For one, it was built around a compact geometry, with a sloping top tube. But given that I would be riding it mostly on my daily commute rather than touring around the country, I was willing to compromise on that point. The second drawback of the Navigator was that it had riser bars rather than the drop bars I was more interested in having.

After dilly-dallying for almost two months, I finally compromised and picked up the Navigator because it met most other requirements, while fitting in nicely within my budget.

Looks That Kill

The LA Sovereign Navigator looks good. Its silver body with black graphics makes it a sure-shot eye-catcher. I have had motorcyclists and rickshaw drivers slow down alongside with approving nods, pedestrians turn heads as I race past and colleagues congregate around it during lunch to discuss its features. In fact, it looks so pretty that it is sure to be a thief magnet. That is not to say that I have experimented with this quality of the bike. But I need to stop tempting fate and get a good U-lock for it soon. The complimentary cable lock is too short and too flimsy to hold off a determined crook.

Up to Task

The daily commute is not a race and the potholed roads are far from a racetrack. Although I did not realize this at first, the ideal bicycle for such conditions would let me ride with an almost upright posture, while propelling me fast enough with little effort. The Navigator meets all these requirements and more.

The riser bar is easy to reach, but because it only gives one grip position, I am not sure how well my hands will do on a long ride. The seat was too low during my first ride and did not allow my leg to be completely extended. Not to mention that I looked like a dork. I have now lifted the seat post up to its minimum insertion mark and it seems much better.

The frame is very light and easily goes several hundred metres with a single turn of the pedal once it picks up speed. In fact, it is so light that the first time I rode it, I was afraid that putting too much load in one spot would break something. I am also able to lift it up two floors to our apartment every evening without any trouble.

The tyres are narrow, with a patterned tread that provides good traction on all kinds of asphalt and tar surfaces. The V-brakes provide sufficient stopping power to halt those wheels in their tracks, although I have not had any need to test their full
potential as yet.

The Shimano Tourney gears are sufficient for my purpose, although I am yet to make them go through their test of mettle. There are some adjustment problems with the gears, but because of my limited exposure to them I have deferred fiddling with them for the store mechanics instead.

Finishing Touches

It also comes with front and rear mudguards that run close to the wheel and cover a large arc – the best types. I have ridden in some light to medium rain and have not had any problem with the slush hitting my back. There are some dents on the front mudguard which I brought to the notice of the dealer and the customer service folks at LA Sovereign. Both have promised a replacement shortly. I might remove the mudguards after the monsoons are over to give the cycle a sleeker look as well as make it lighter.

The rear rack is useless as it does not have a spring clamp to hold things. I will need to carry some nylon ropes or a bungee cord, which becomes a hassle to tie and untie. The backpack is a more practical option for my short, daily ride. But I will need to consider an alternative when I go for a longer spin. Again, since I do not use it much, I have an option of removing it completely.

A quainter feature is the bell, not seen on most high-end bikes these days, making them dangerous while travelling amongst jaywalking pedestrians. The cycle itself barely makes a whisper. It certainly is nice to have something to draw the attention of people who inadvertently step into my path rather than slamming the brakes every few metres.

The most eye-catching feature of the Navigator is the dynamo-driven headlight. It is a low-powered affair, enough only to make me visible at night or in the rain. But given the frequent load shedding in Pune, any illumination is most welcome.

And Finally

LA Sovereign seems to have a policy to sell an experience rather than bicycles. Their customer service department has been consistently responsive, polite and honest. Even before I had finalized on which brand I would go for, their customer service team gave me honest replies about their product range, highlighting features and drawbacks of the bicycles I had short-listed.

Surendar Cycles, the dealer from Pune from whom I made the purchase, follows a similar philosophy. I had already done my homework so he did not have to go through a sales pitch with me. But he was the only dealer I visited who dissuaded me from converting the riser bars into drop bars, which I was rather keen
upon earlier.

Birds Banned in Mumbai

In an unprecedented move, that could have far reaching consequences on the country’s ornithological populace, the Balasaheb Thackarey led Shiv Sena has officially banned birds from entering the country’s financial capital, Mumbai. Shiv Sena spokespersons say it is an unfortunate step, but is required in order to maintain the dignity of statues and busts scattered throughout the city. Earlier, birds would use these statues as resting points, and defecate upon them. Post this ban, statues will finally be able to heave a sigh of relief for not being mistreated in such a manner. Shiv Sena leader Udhav Thackarey says, “Imagine how you would feel if a bird came and shat upon your brand new outfit? Such is the condition of statues in the city many of which are being subjected to such rude treatment within hours of dedication.”

When asked how the ban will be implemented given the communication barriers between humans and their feathered friends, several creative ideas have been put forth by party members –

  1. Installation of a fine wire net over the entire city with entrance/exit points for non-feathered creatures
  2. Satellite monitoring of the city’s precincts, along with James Bond-style satellite mounted laser’s to pinpoint and annihilate offending birds
  3. Worldwide extermination of birds (a bit difficult to implement given that Shiv Sena’s jurisdiction extends only within Dadar)

Sena leaders have promised their cadres to lay these plans before the state government and demand implementation at the earliest.

In related news, noted animal activist Maneka Gandhi has raised her voice firmly against the Sena stand. Joining hands with her are hard line animal rights organisations AHIMSA and PETA. Although details of their plan of action haven’t been revealed yet, spokespersons for both organisations say their plans will take flight soon.