The Great Fibre Provider

The past few weeks have been frustratingly slow, although there’ve been some positive developments on the Holdsworth build. The fabled carbon fibre front end has finally emerged. Carbon blades with lawyers lips bonded to a Cro-moly steerer might not be the most exotic combination but the rake should have a positive effect on handling whilst providing a harmonious marriage between classic and contemporary.

Component choice is now much less prescriptive, sure a Cinelli or Nitto quill stem oozes old school charm but an Aheadstem was my weapon of choice and going threadless means I can ditch the quill adaptor, gain a stiffer cockpit and shed a few grams into the bargain. An alloy, CNC machined Woodman with needle roller bearings takes care of steering and Justin Burls has kindly offered his services seeing as my tools are on loan.

Bike builds, like racing are often metaphors for life- not everything can be done by the book and I secretly enjoy offending the dogmatism of the purists, the neurosis of the weight weenies and the hipster's clique ridden, pseudo intellectual chic. Sure, it’s nice to have a faithful period build, some weight savings will undoubtedly make you go faster and Lime Green Velocity’s may get you laid but neither I, nor my bikes are so conveniently categorised.

Elsewhere, the teenage dream, my classic road frame is getting a makeover. Receding enamel of the “lick and a promise” school of frame finishing forced my hand. Sharon loves the retro British Racing Green livery so it’s been entrusted in the care of Trevor and sons at Maldon Shot Blasting & Powder Coating for a blast clean and 6010-powder finish.FAG sealed units seemed like a great idea twenty years back but this is being replaced by a much stiffer ISIS configuration. Sans tool, I resorted to knocking the taper through using a two- pound mallet before judicious cup removal with a hammer and drift. However, being plastic eliminated potential damage to frame threads.

Forking Hell!

"Credit crunch" is by far the most overused expression of the moment but with the sudden evaporation of my temp job (Pivotal for cash flow) sinking its incisors into my Lycra and money stretching as far as size eight knicker elastic, we certainly live in interesting times. Adapt and survive is a prudent philosophy and more of us will return to barter-skills as opposed to money being traded-I’ll undertake your photographic requirements if you refinish my frame/ car panel/wall or whatever the arrangement may be. This doesn’t help with liquidity but ensures a sense of collective resourcefulness and the notion of things getting done. Justin (Burls) has come to the rescue once more. The Holdsworth build has entered a tricky phase and one undoubtedly abhorrent to the purists. We’ve discovered the fork steerer is cut much lower than initially thought, too shallow even to accommodate the Levin, leaving three options. (a) Resort to a Shimano headset (b) Replace the steerer (c) Throw away the rule book and plump in favour of a carbon front end and Ahead configuration. I chose the latter. Before everyone throws their arms skyward in despair, I am retaining the originals but deviating from the script given an inexpensive carbon pair have come to my attention. This isn’t a credit card build; neither will I permit bodging, rather, lateral thinking will result in a complementary blend of modern and classic. Undeniably beautiful and ornate, the existing fork isn’t original so doesn't equate to an “authentic” frameset in the purest sense. A modern fork with more generous rake will improve handling-especially over longer courses, reduce weight, provide greater cock-pit rigidity and entertain a short reach dual pivot brake calliper. There’s always the option of returning to the period unit should a suitable headset come into my possession and/or the carbon model lose its flavour.

On a lighter note, Justin installed the bottom bracket with his trademark precision, noting an impossibly small imperfection along the top-tube! He’s kindly invited me to pop back with the new front end at a mutually convenient time.

Elsewhere, liquidating some unwanted stock released some capital allowing completion to budget without dipping into very shallow reserves. There’s a ninety day wait for the wheelset but this allows me plenty of time to think and plan. Other than a test of my patience, it serves to illustrate shoestring builds needn’t be synonymous with cutting corners or bad workmanship. The reflex action of sliding a credit card across your friendly bike dealer’s counter undoubtedly provides a warm glow for all concerned but from my perspective, low budget, highly imaginative projects cultivate resourcefulness and other peripheral skills.

Another cliche’ is the throw away society. The number of people paying lip service to this whilst generating waste in shocking quantities never ceases to astound me. In a world full of quick fixes, skilled repair is regarded unfashionable and inconvenient, recycling as eccentric or stooped in pseudo hippy overtones. However, it’s amazing what serviceable and moreover, sharp looking things can be fabricated from scrap. Old frames, especially low-mid range plain gauge Cro-moly mtbs are plentiful, languishing in skips, abandoned on street corners or in back yards and make great foundations for versatile second or “working” bikes. Even damaged examples can be cut up and re-born, as neat cargo trailers-all that’s needed is a weekend and some basic skill with a MIG welder.

Heavier, plain gauge frames are ideal for this, having greater tolerance to MIG than thin wall tubesets (e.g. Tange Prestige, Reynolds 531 etc). MIG, unlike other forms of welding is a semi-skilled process developed during the Second World War to address a shortage of skilled labour and a need for fast production techniques within munitions factories. Given it’s versatility and ease of use, it quickly found favour with the automotive industry and good hobby units cost a very modest £140 (Gas bottles are about £15 and factor in £15 for a serviceable dark shield). Crudely, with about ten minutes instruction an absolute beginner can produce some serviceable, if agricultural looking welds- if you can draw a straight line using a board marker you can quickly master the basics of MIG. Before long you’ll be whipping together bike storage, trailers and all manner of useful stuff from scrap and finished in powder coat, they’ll look new.

Accommodating the Holdsworth has necessitated the donation of my late father’s hub geared and braked Pashley to David Hunt, our local agent for Recycle. Recycle are a charity shipping unwanted bikes to Africa. Here in the west, it is easy to overlook the inseparable link between transport and development. It can be very difficult for a children in more remote villages to access education. Providing them with a suitable bike doesn’t eradicate inequality but provides one fewer obstacle and empowerment at a wider level. In Namibia, old roadsters stripped of mudguards and ancillaries ensure AIDS workers and ambulances can reach remote villages.

Bikes like Dad’s Pashley, lower end Mtbs etc are sold to finance containers and other shipping costs. David, a former motor mechanic stumbled across Recycle quite accidentally, couldn’t resist greater involvement and so became an agent. These days his garage is bulging and it has become an informal community resource, entertaining a procession of villagers during my relatively short visit. His generosity and warmth of spirit extended to a very nice looking headlamp that will plug straight in to my hub dynamos. He even supplies stands, panniers and other spares for the local post-office fleet which would otherwise take months to arrive.

Knee jerk cynicism encourages overly simplistic reasoning of the sort suggesting corruption within the sub-continent will see much "disappear" or otherwise fail to reach their intended recipients. We cannot ignore these darker realities but there is nothing to suggest this has been problematic for the charity. Schemes such as Recycle aren't going to miraculously change the world overnight, no more than the election of president Obama (Albeit both symbolic and significant cultural shifts in their own right) However, changes result from small but continuous evolutions. I can’t pretend it was easy passing Dad’s bike to David but it would've met with his approval and in some small way, my Father's generosity of spirit lives on.

Raiders of The Lost Seat Bolt

A series of events have conspired against faster progress of the Holdsworth build- most notably the relative difficulty in obtaining one inch threaded headsets. There’s a misconception, an urban myth banded about on club runs that one inch components are in plentiful supply. On the contrary, try looking for a good quality threaded fork or headset and you’ll discover they’re as rare as rocking horse droppings. I had settled for a chrome or aluminium Tange Levin but along with the other black components, serendipity has secured two! A black Levin and an alloy Acor unit running on an interesting ball/needle bearing hybrid. Two decades outsourcing to Taiwan coinciding with the dominance of mtb design, is forcing the traditional binder bolt to the point of extinction. Mercifully, Lloyd at Ison distribution (http://www.ison-distribution.com/) has come to my rescue, supplying a couple of 19mm Campagnolo copies.

The recent inclement weather sweeping the UK has presented me with some welcome additional research/surfing time and I was hunting for a suitable square taper bottom bracket (68X110). The simplest solution was to plump for Shimano’s venerable UN52/3/4 fit and forget staple- I’ve had several of them churn merrily up to 10,000 miles without flinching and £24 was well within budget. However, I have a leaning toward the esoteric and spotted an Acor unit- seemingly identical in composition but ten pounds cheaper- a saving which will be channelled into handlebar wrap and some decent brake cable. There’s no doubt from a mechanical perspective, ISIS systems are stiffer and a better bet for powerful riders weighing closer to 90 kilos but my 181 cm 70 kilo frame finds taper units perfectly adequate.

The sudden flurry of snow which has literally gripped the nation (Readers from Utah will now fall from their snow-blowers in hysterics) hasn’t unleashed a great deal of pioneering spirit-aside from my trip around the motorway in “blizzard” conditions. Make no mistake, despite only being a few inches, the UK infrastructure isn’t geared up to tackle this, meaning widespread chaos- the only place I didn’t see a uniform covering of snow was atop the Magnox reactor some four miles across the water. I’d toyed with shoding the Univega with Nokian studded snow rubber but haven’t put theory into practice as yet and I’ve bought in a five litre drum of Waxoyl rather than brewing my own to internally safeguard the Holdsworth and Ka chassis-silly really given the ingredients are readily (not to mention cheaply) available….
What you’ll need:

2.5 Quarts Turpentine
12 Oz Bees/Candle wax
1 Quart Light Machine oil
A liberal application of common sense

Boil, Boil, Toil & Trouble

Before any of the congregation write threatening litigation, Here comes the disclaimer. First and foremost this is a potentially explosive mixture- keep away from naked flame and sources of ignition. If you have even the smallest doubt in your mind, go the commercially available route- when I last looked, brewing your own corrosion inhibitor wasn’t covered by most household insurance policies. Ensure plenty of ventilation before you start. Store the mix, clearly labelled and safely out of the reach of children and pets.


Grate the candle/beeswax into the turpentine and stir laboriously with an old wooden spoon until fully dissolved- this can take some time. Performing this task in a warm room accelerates the process but be very careful. When fully dissolved, apply the machine oil to thin the consistency to the point where it can be sprayed. For best results buy a cheap pesticides spray kit from a garden centre and pour the contents inside (CLEARLY MARKING THE CONTAINER). Apply liberally inside the bottom bracket or seat-tube, placing a layering of newspaper beneath to collect any over-spill/leakage. Ensure even coverage by rotating the frameset or bike and allow to stand overnight in a warm corner of the house. Later applications will demand softening by standing the mix in hot water for twenty minutes. Remember to cleanse the pump spray nozzle with thinners/white spirit before storing.

A Visit to Justin Burls

It fits! It fits! Some of you would argue on account of and due-to but the new seatpost does indeed fit. In keeping with quite a few budget models, it seems quite tight but from another vantage point this means water and ingress are unlikely to find their way into the seat-tube. Not that the Zephyr is a winter mount but I treat all my bikes very much the same-a liberal application of Framesaver or similar sloshing around the tubes, a stout greasing of all contact points etc, etc.

Need an old fashioned Campagnolo or Miche saddle bolt to secure it in place (obviously) before I can turn my attention to a suitable headset- seen a nice FSA unit with a suitably low stack height(in black oddly enough) which will take care of the front end but I fear this might still prove on the tall side and the venerable Tange Levin, a faithful Campag Record copy might just save the day...

Tucked away in a quiet corner of Harwich is frame builder Justin Burls (http://www.burls.co.uk/).

A background in classic vehicle restoration and metal forming has equipped him with an unsurpassed attention to detail making the transition to frame building a surprisingly easy one. He still has his first frame- A TT mount built for his own pleasure back in 1997 sporting super smooth fillet brazing and deep, luxurious blue livery. Typical of many artisan craftspeople, Justin speaks with a very genuine modesty. Self taught, he believed the mythical black art would demand several attempts before he produced anything remotely ride able but from the outset, he clearly found it a very natural process.
Amused by the horror in my face at the sight of his battle weary, salt encrusted winter bike, Justin confesses his passion lies in building and engineering to the highest standards at the detriment of his bike’s maintenance. This, his second build, again crafted from Columbus tubing still retains an air of majesty beneath the grime. His experience as a coachbuilder saw him finish his early frames in cellulose paints topped off with clear coat two-Pac. However, cellulose attracts every airborne imperfection, demanding laborious application and rubbing between coats.
Leading me through his enormous workshop (which is close to, if not larger than his house) hangs another frame- a road fixed built to Manchester track specification but with drilling for a front brake. Used predominantly for time trailing, it sports deliciously machined ends and a custom made chain-ring. Elsewhere forks stand in neat line along the floor and a Brian Rourke track frame adorns the wall. Whilst busy taking orders from the UK, Ireland and as far afield as Finland and Canada, Justin is reticent to perform cut and shut frame end surgery.Less conscientious builders might be satisfied with simply extracting the old road dropouts and brazing new track units in but Justin’s attention to detail demands he makes an exacting job complete with fresh enamel and in many cases this exceeds the donor frame’s value. Similarly, whilst cheerfully fabricating bespoke forks to complement a frameset, he has a preference for carbon models.

Most recently he’s been importing high-end (grade 9) Titanium framesets from a supplier east of Moscow (His wife, Mila being Russian, is pivotal in this side of the business and negotiating with suppliers). These feature drillings for brakes, one set of bottle mounts, fender points and 23mm tyres. Titanium whilst expensive, is very given to winter duties thanks to the wonder metal's corrosion and fatigue resistance and I found myself salivating at the low weight and minimalist splendour of his personal machine, complete with Reynolds carbon fork. He used to offer a unicrown Ti option but this has ceased thanks to a lack of continuity from the supplier and the fact Titanium in his opinion shows its best qualities as a frame material . Elsewhere there’s a Dawes Galaxy tandem on which he introduced Mila to Cycling- it’s needing some light TLC and a wheel re-build so is out of commission for the moment. A chill coastal wind brought us back into the comfort of the house where more frames including a bespoke MTB frameset for Mila crept from behind sofas and televisions. There’s a real sense of old world charm, an interest in people and the desire in seeing a job executed to perfection which drives him and so many others above financial gain. We’ve promised to meet for a ride sometime soon and the only downside to meeting Justin is a sudden and irrational yearning for a Russian Ti road fixer!

Evolution- the solution?

The cycling equivalent of a life laundry continues. Further foraging has uncovered a set of unused Cinelli Spinacchi mini-tri-bars. Once popular amongst the professional ranks thanks to their provision of alternative hand positioning without falling foul of UCI ,they've largely fallen into obscurity. However, They're ideal for the Holdsworth build- offering useful aero advantage on ten mile TT courses (my chosen outlet for the constructive exorcism of inner demons) without detracting from the classic lines/period feel.

It would appear I am a man of contradiction, serendipity seeing me opting in favour of flared (46cm) WTB drops, colour co-ordinated stem and 400mm Outland seat post over the silver anodised/polished parts initially earmarked for the build. Seat post choice was more limited than I had hoped, although there were some very fetching silver Nitto models and even SR’s legendary TCO (Tall cool one)- a one time MTB aftermarket favourite I hadn’t seen for a good eighteen years and almost bought out of sentiment.

I’ve found the wheelset and a suitable, dual pivot brake calliper so as not to fall foul of the law. Meanwhile, back in the jungle, the Ka’s expiring clutch cannot be ignored any further and I’m still battling an errant publisher for considerable monies owing. The sudden and unprecedented cold snap has demanded the bespoke road mount enjoy some enforced rest. Sleet, snow, ice and lashings of road salt has restricted anything beyond virtual riding to the venerable Univega RTB. Should this much hyped "Big freeze" continue I'll be looking to fit Nokian studded snow rubber! Ideal conditions for a fixed in many respects- braking by holding off against the cranks gives a notably smoother, more predictable passage over slippery surfaces.

Stout and sure footed as the Ilpompino's 38mm WTB rubber may be, an mtb configuration remains my chosen steed for ice and snow. On the subject of big freezes, this is precisely what my bank has actioned on my account thanks to the antics of online thieves (describing these people as "hackers" gives them an unwarranted air of legitimacy/honour) further adding to my fiscal frustrations.

Joshua hasn’t been out on his tag-along for a couple of weeks given the blend of ice and wind chill, although he’s very pleased by the addition of a basic suspension post, taking the sting out of rougher lanes and trails. Coil sprung units, whilst hardly the last word in refinement are very simple, unaffected by weather to the same degree as elastomer models and provide adequate damping for lighter riders.

I am also considering some very simple modification to his tag along’s hitch which, endemic to the breed is a little sloppy, translating in a whippy ride under load. My plan is to upgrade the simple roller pin with some thin nylon washers, reducing some of the play without adversely affecting handling or voiding the warranty.

The Cleat again...Sounds like a sequel to a 50's horror flick. The recent chill has seen me opt in preference for my mtb race shoes with stainless Spd pattern cleats-primarily as the rancid odour from my trainer type was stripping wallpaper. Cursory inspection of cleat integrity suggested they were good for another few thousand miles. Updating the Univega's pedals in favour of more contemporary Spd designs raised a compatibility question mark and explains my relative nonchalance at their failure to clunk, clip every trip. Rapidly nearing the lane's end, feet fully engaged I was relaxed and enjoying the ride. This casual indifference was once again to prove my undoing upon my return home...

Releasing my right foot, my left flatly refused to disengage. Desperation set in after a couple of minutes and only after exiting my foot from the shoe and manipulating it in every conceivable direction effected disengagement. Today's culprit? Rider indifference and loose cleat screws...Lessons have be learned.... Now where have we heard that before?

New Year's Revolutions

The holiday season has seen the resurrection of my classic road bike (custom built for me back in 1991) whilst I continue to source parts for the Road Path build. My readiness to trust other’s measurements has led me on a something of a bum steer. The seat post diameter is in fact 26.8, not 27.2 putting paid to my plans to use some very fine offerings. Needing a 110mm square taper B/B and a one inch headset with a very low stack height- I’m eager to avoid Shimano if at all possible- most of their stuff is great but with the notable exception of Dura Ace, their headsets and chains have never fired my imagination. However, I’m reticent to hand over money for new, fairly nondescript posts etc right now- not least as someone typically offers me something gratis a week later. Besides, the global economic climate is having a pronounced effect upon the publishing world and the micro climate of my finances. So, I’ve taken this opportunity to treat the Holdsworth internally with a liberal application of Corrosion Block.

Outclassed in technical terms and looking a little quaint by modern standards, my bespoke road bike has been dry stored for the best part of a decade and only needed some fresh bar tape and a new seat post to brighten it up. It’s as exciting to ride as it was back in the summer of ’91 and maybe for a couple of short hours, I was seventeen again, imagining my ascent of the famous mountain stages of Le Tour a’la my teenage idols of Theunisse and Rooks. There’s a lot of fond memories integral to the bike. Rose tinted glasses removed, It was admittedly a time of great angst on many levels but equally one of great possibilities… University was just around the corner, myself and a few friends were going to change the world and live quietly decadent (in a bohemian sense) lifestyles- back bedrooms with bikes of every discipline adorning the walls in neat, orderly fashion, garages sheltering old, heavyweight Italian motorcycles etc, etc. Ah yes, the summer of ’91 where my family entrusted me to house sitting duties whilst they embarked on a fortnight's holiday.

I discovered my mother’s Rolling Stones albums, we rode all day, there were serious outbreaks of unrequited love and curiously, the kitchen ceiling fell in without the aid of unruly house parties or similar antics. So, the 6am runs involved copious philosophising and quiet reflection-yep, that’s more talk of women, adventures awheel and racing tractors then…No, not groups of hooch filled hillbillies charging across the rural landscape. The object of this foolish fun was to spot a tractor in the distance and wind up enough speed to overtake it at the last minute- my finest demonstration of the craft being the passing of a Ford at 37mph. This coupled with moped racing is another game well suited to fixed.

Around this time the fabled 501 framed Raleigh conversion was alive and well. Bowling along the pancake flat back roads one scorching summers afternoon, I happened upon the infuriating whine of a small capacity two-stroke (an 80cc Honda Vision if memory serves me right). With a deft snatch of the cranks, crouching as low as possible on the 42cm wide drops, lungs bursting we were soon neck and neck, nudging 42mph! Throttle against the stop, the moped’s pilot desperately trying to save his blushes whilst I battled lactic acid and a sneaking fear the old Maillard hub might snatch in the frame’s horizontal ends (Hadn’t been introduced to chain tugs back then). Turning a cadence of 135rpm I drew ahead for those precious few euphoric seconds- a fleeting victory earning me a lecture on group etiquette from my riding companions! Eighteen years back, wireless cycle computers were rare and fairly big beasts as the Vetta demonstrates (yes it still works!) I may have the odd dubious 99.9mph reading whilst climbing but I put this down to our proximity to the old Magnox nuclear reactor… In the name of nostalgia, I took to icy roads for a blast along memory lanes. Mercifully tractor racing was off the menu as there were none to pit my wits and moreover, legs against.

Thrusting warp-speed to the present day and I’m planning on adorning the road bike with some bespoke Maple wood guards (fenders) leaving the Holdsworth pared to the essentials, ready for a summer of time trialling and ahem, tractor racing. The hand of fate deals a mixed deck of cards sometimes…. Sunday night saw curiosity get the better of me and I popped the Vredesteins I’d earmarked for the Zephyr aboard the road mount. After checking both tyre and tube were properly seated, a not unreasonable 100psi from the track pump saw the sidewall explode in my face.

My five year old screamed and my mother demanded to know if I’d been firing a shotgun inside the garage. Both were mildly amused to find it was just a tyre… I’m relieved it blew in the safety of the garage, as the consequences of a roadside incident don’t bear thinking about. Unearthed some Stronglight cranks for the Zephyr and have plumped in favour of wide, 46cm black WTB drops and colour coordinated Raleigh Aheadstem.

A "Dirty Harry" lever has landed in my lap and some relaxed, festive surfing has uncovered a nice, serviceable and very keenly priced track wheelset...

So to 2009. My action plan is a little more bite-sized. I'm turning my attention to the redrafting of some short fictional works and providing a publisher with a synopsis of my book proposal by the close of next week.

Live Long and Prosper!

The Season of Goodwill

The once orphaned Holdsworth, lovingly tucked away under an acre of bubble wrap in my bedroom appears to be a Zephyr of mid 1950s vintage. The seat tube diameter measures the time-honoured 27.2mm and oddly enough, I prefer the unoriginal fork-especially the detailing around the crown. I’m opting in favour of silver components as they’ve a timeless quality- looking at my custom road bike from 1991, reveals an ill-advised purple phase (some would say haze) in the mid 90s- really en-vogue at the time but now looking decidedly dated.

Initially lusting after some pale blue cartridge bearing hubs, my inclination is to play it safe and plump for a pair of silver medium flange System EX units. I’m reaping further rewards of squirreling stuff away, having uncovered a pristine Mavic Open Pro hoop and a pair of unused Vredestein Racer 23mm tyres which had been quietly maturing in an outbuilding.

Such prudence has not extended to headsets so the search is on for a nice mid – high-end threaded model, stopping short of a Chris King or similar exotica, more likely a Campagnolo, Primax or maybe even a Miche…However, the season brings with it other financial commitments… Not least “Florence”; my faithful Ka who has developed a sudden and slightly disconcerting clutch fault. Diagnosis points to a weeping hydraulic assembly which will require £300 outlay in the New Year.

I had earmarked a nice Cro-moly framed Raleigh for Joshua but it appears to have been eliminated from the range, meaning I need to look elsewhere. Specialized, Trek and Giant all produce nice bikes for little people so might merit further investigation. There’s also an agent in the village for re-cycle- a charity that exports unwanted bicycles to Africa. He often trades in second hand machines so I might hunt for some buried treasure…Viscount used to make some fantastic children’s bikes with proper ball bearings rather than the plastic sleeve stuff all too prevalent nowadays. Knowing the hectic nature of our seasonal schedules, Sharon and I chose to spend last weekend together. I put a further 600 miles on the Ka’s odometer and we enjoyed a delightful carol concert by candlelight, bringing a really spiritual and genuinely festive flavour to the season. Hosted by Angela, a long-standing family friend who’s appeared on national television it was a really warming experience, influenced in no small part by her soulful voice and consummate direction of the choir.

Angela has a gorgeous little baby boy named Josiah whose face radiated excitement at the merest hint of his mother breaking into song- it was the sort to soften the hearts of even the most ardent cynics. Even I managed to behave myself and avoid suggestion that the bearded fella bearing gifts would appear on a fixie complete with fenders, dynohub and towing a bulging Bob Yak….

There’s not much of a fixed scene in Coventry- this seems largely the preserve of London and Manchester, although as the gallery demonstrates there are plenty of folk a wheel (or should that be a-fixed) in the midlands. The economic situation is starting to bite hard here in the UK, particularly amongst the retail, building and what’s left of the nation’s comparatively minute and oft forgotten manufacturing sector.

The latter I find really sad. Not all British manufacturing was memorable for the right reasons (as anyone who’s ridden a Panther motorcycle & Sidecar outfit will confirm) but the sight of Viking, Coventry Eagle, Freddy Grubb, Holdsworth and others still makes my soul sing.

Now, you’ll have to excuse me while I leave some WD40, a bottle of Coke and eco-friendly chain-lube by the hearth….

Happy Christmas Everyone