Holdsworth...The Photo Love-Story Concludes

Having meandered back from the midlands, I spent two days contemplating life, the universe and subsequent moves from the Ilpompino’s recently moulded leather perch. Persistent, near vertical climbs also had me pondering the wisdom of an 81 inch gear. Hardly certifiable but something between 72 and 76 is nearer the mark for tarmac, 63 sans asphalt-not that I’ve taken this route on said beast for several years.

Sharing obvious similarities with IRO’s now seemingly defunct “Rob Roy”; describing these as “cross mounts with track ends” is a bit over simplistic, since their loftier centres of gravity require nimbler reflexes through more technical sections compared with a standard, geared mount. Not that plummeting temperatures haven’t presented their own challenges, potholes breeding at an alarming rate and many lanes under a thick, frosty blanket, dotted with black ice.

Fixed is ideal for these contexts, since it allows the rider to hold off against the cranks, slowing the rear wheel by very subtle increments, especially in situations where engaging one’s front brake would induce a skid and subsequent painful face-plant or broken collar bone. 

Muc-off’s CF3 dry lube continues to impress with its serene tenacity and relative cleanliness, making wheel swaps and puncture purging less socially awkward. Miles per application remains a consistent 175, even through soggy stuff, although enduro’s old guard are better served by wet ceramics and cleat mechanisms seem happier with heavy-duty Teflon/PTFE sprays.

Back in the comfort of my kitchen with warmth, running water and hot beverages in seamless supply, I commenced the final stages of the Holdsworth’s reincarnation. Contrary and unpredictable aren’t adjectives usually applied to yours truly but once again, the script changed on account of the front Halo hoop’s powder coated sidewalls being inappropriate braking surfaces.

Six layers of budget electrical tape later those Miche Xpress were dressed in 23mm Specialized rubber, axles treated to a precautionary lick of crystal grease to prevent unnecessary chafing of frame ends. Diagnostics and planning complete, even the most minimal builds can present unexpected challenges. Exit stage left my trusty workshop chain splitter, choosing this crucial moment to shoot its drive pin uselessly across the tiled floor and into oblivion!

Luckily, my Axiom compact multi tool exceeded all expectations, joining ends in matrimony with incredible finesse, leaving me to drizzle some CF3 dry into its parched links before taking right magnesium Keo homage in hand and cranking things over. Awestruck at the transmissions’ refinement, I repeated this several times before introducing a quick squirt of heavy duty Teflon prep to cleat and dual pivot brake mechanisms. Cable pruning complete, I sealed its end with superglue and tweaked Tri-Bars for more ergonomic effect.

Earlier foraging unearthed this colour coordinated, albeit elementary KNOG NERD computer and pattern spoke magnet. The head unit was calibrated to 700x35, demanding twenty minutes and an online memory jog. Ordinarily, chain tugs are derigueur, the fixed equivalent of cuff-links but these otherwise exquisite NJS stamped MKS offerings were redundant since chain length dictated the wheel slotted fully home. Project complete, he can resume hibernation until spring, leaving me to focus on commissions, deadlines and related matters. 

Home-brew kits are evocative of 1970’s middle-aged suburban men with dubious taste in jumpers and facial hair. Ironic then that one’s sibling felt this nostalgic staple a fitting yuletide gift.  Recalling one or two unfortunate, shag pile ruining detonations (induced, we think by over-zealous mixing/fermentation misadventure) I commenced proceedings from the safety of my bath tub, observing measures with religious precision. 

Decanting everything sequentially, stirring as instructed, I resumed interludes of pronounced creativity/inspiration. This serenity was rudely interrupted two hours hence by a sudden, unnerving hiss. Dashing to the bathroom, I was confronted by a torrent of partially fermented brown fluid spurting uncontrollably from the exploded valve tap.

Keen to avert that notorious scene from “The Shining” where water cascades uncontrollably through the hotel’s corridors, I grasped numerous PET bottles and averted certain “cascading through the ceiling” disaster. Said receptacles can remain safely ensconced in a quiet corner, while I pursue some business leads and steal a march on 2014.      

  

It Just Burst!

My puncture plague continues to the tune of three in one day-spread evenly across the Holdsworth, Teenage Dream and the Univega. The latter was traced to a dodgy valve and there’s obviously a rim-tape or similar issue with the Holdsworth as the Halo Courier rubber is pretty much bullet proof in every respect. This leads me conveniently to the Teenage dream (a spare folding tyre now nestles quietly beside the spare tube in the seat pack). Reliving the summer of ’91, we were bowling along the back roads, carving into corners and generally revelling in the bike’s handling prowess. Sweeping over the bridge and into another bend, our roller-coaster of reminiscence was obliterated by a deafening bang- the tyre roaring from the rim. Two seconds passed before I’d fully comprehended what had taken place. Man and beloved machine remained firmly upright, the spare tube saved the day but the exact cause remains a mystery. Thankfully the supple Vittoria have moulded to shape over the past couple of months, so consequently much simpler to reinstate. Similarly, the very fetching Zefal midi pump breezed 90psi effortlessly inside when the chips were down. Ordinarily, I’d exceed a hundred but we were five miles from Stenninggrad and eager to finish our twenty-mile circuit on a high note. Up on the work stand, I noted a very modest nick in the sidewall-promptly treated to a precautionary lick of superglue. So to happier things. Joshua’s confidence aboard his solo took a giant leap recently when, after a rocky start, he managed to ride unaided at a reasonable pace. Ironically enough the breakthrough was realised in the throws of frustration and self-pity. Unbeknown to him, I’d relinquished my grip of the bars and he was perfectly poised as we continued along the deserted farm track. After an hour’s sustained practice he’s more or less there but the OEM grips are a little fierce on his palms so I’ve ordered some dual density Odi to encourage this newly developed confidence-green might not be textbook coordination with his bike’s black and silver livery but frankly, it’s a little personal touch and moreover, his choice. With pedalling very much on the agenda, the arrival of these MKS Prime Sylvan track has resulted in a swap around. They’re deluxe versions of the Sylvan quietly popular among traditional tourists but increasingly embraced by the uber chic urban fixer/singlespeed fraternity. Prime basically denotes polished internals and better weather seals but slightly arthritic bearings. These benefit enormously from a strip and liberal coating of marine grease. Basically Campagnolo Pista copies, access is via the dust cap using either the dedicated MKS pattern (or Campagnolo) tool.

Undo this and flood with grease-complete dismantling isn’t called for unless you’ve run them through a harsh winter. If all this seems too much hassle, the bearings become smoother of their own accord given a hundred miles or so in any case and the seals keep the nasties out. There’s a choice of three anodised cage colours but the tasteful electric blue blends perfectly with the Holdsworth’s. Mine are topped off with NJS approved mirror polished stainless clips with leather scuff protectors and tan straps for that period feel. Elsewhere, this state of euphoria sees the Univega wearing the magnesium BBB until such time I can decide whether to revert to the SPD (arguably the most practical/sensible option), the Genetic track type or indeed the dual sided commu-tours. The latter are the most obvious choice in many regards-aside from limited cornering prowess…

Returning to chic once more in the form of this jacket from Dhb, a justly popular UK clothing brand that delivers excellent specifications for the money and their Southsea jacket continues this tradition, following others into a practical, stylish genre of technical clothing combining cycling specific performance with sharp styling off the bike. It's the sort of clothing you can wear in a business or social context without feeling remotely out of place-dare I say conspicuous in more civilian settings. Like most of this ilk, it’s made from very sophisticated waterproof polyester with tapered seams, pockets, zip/press-stud (popper) closures and a brushed outer layer. Unlike most, it gives change from £70! At the time of typing, the wow factor hasn’t subsided, nor sufficient miles accumulated to pass comment of any validity but I’ll be back in a few weeks and five hundred miles or so. Elsewhere, this gizmo measuring 4.5cms long and made from a choice of brass/anodised aluminium, the aptly named bullet is an adaptor designed to ride on a key/bag fob ready to convert a presta valve to Schrader. The self- righteous amongst us will crow about never leaving home without their mini or frame-fit inflators and in some cases a CO2 cartridge for good measure. However, it’s a godsend should you flat, slip in the spare tube only to flashback, remembering the pump’s holidaying on the kitchen table. Needless to say mine sits pride of place and ready for action beside the bottle opener. Washing and polishing the Holdsworth has revealed a potential crack around the bottom bracket shell- could be something and nothing so rather than developing paranoia, I’ll make a few enquiries/obtain a few quotes for brazing in a new bottom bracket shell. Obviously we’re talking in terms of a re-spray too and this will be just the moment for some bottle mounts… Preliminary figures are around £60 for installing a new shell, £10 for bottle bosses and from there we need to go the blast and paint route so around £130 all told- half the price of a new replica frameset and considerably less than a bespoke offering of similar quality. Lugged and brazed framesets are the least labour intensive and relatively speaking, cheapest to repair whereas a lot of builders (contrary to urban myth) won’t perform any torch work on TIG welded chassis beyond say fitting/replacing braze-on guides, additional bosses, pump pegs etc which doesn’t bode too well for the Univega’s eventual conversion. Wonder if Paul (Vincent) fancies a challenge?