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2020-12-01 Cycling Plus-done Flipbook PDF
2020-12-01 Cycling Plus-done
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Shop Local, Online. We understand people who love bike shops. So we are proud to support independent bike shops with every purchase made online. You can choose to Click & Collect or get it delivered straight to your door either way buying cycling products from us means you are supporting local bike shops too! Discover thousands of products online today. Freewheel.co.uk )UHHZKHHOLVWKHRɝ FLDORQOLQHUHWDLOSDUWQHUIRU*HQHVLVELNHVDQGWKRXVDQGVRIRWKHUGHGLFDWHGF\FOLQJSURGXFWV &UHGLWLVVXEMHFWWRVWDWXVDQGPLQLPXP VSHQGDSSOLHV)UHHZKHHODFWVDVDFUHGLWEURNHUDQGRQO\RHUVFUHGLWSURGXFWVIRU6HFXUH7UXVW%DQN3/&WUDGLQJDV95HWDLO)LQDQFHȍ7HUPV FRQGLWLRQVDSSO\ 5HJLVWHUHGLQ(QJODQG :DOHV5HJLVWHUHGRɝ FH %XFNLQJKDP+RXVH:HVW6WUHHW1HZEXU\%HUNVKLUH5*%'8QLWHG.LQJGRP
PURE CYCLING
PURE SPEED There’s no drafting when you’re in front. Along with your indomitable will to succeed, you’ll need a bike that lets you set the pace without compromise. Experience next-level aero road performance with the fastest race bike you have ever ridden. canyon.com
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ISSUE 373
DECEMBER 2020
HIGHLIGHTS CORE VALUES 64 How to strengthen the most overlooked area of a cyclist’s body
MOUNTAINS ACCORDING TO G 82 Geraint Thomas rhapsodises about Alpe d’Huez in an extract from his new book
Tales from the celebrity frontline and Cheshireflavoured hills for Trevor Ward P122
HIGH JINKS 98 Whisky, wind and wild camping in the Scottish Highlands
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DECEMBER 2020 5
ISSUE 373
DECEMBER 2020
56
34
Parcours Strade Wheelset
£1000 commuting bikes
58
Northwave Revolution 2
GEAR & BIKE REVIEWS… NEW BIKES
NEW GEAR
12 Cervélo’s performance and endurance bike, the Caledonia 5 Ultegra Di2, and the Vitus Vitesse EVO
48 Thomson finishing kit, Pearson clothing, Bontrager Starvos WaveCel helmet and Parcours Strade wheels
BIKE TEST
E-ROAD BIKE SHOOTOUT
34 A grand is no longer the limit for Cycle to Work schemes, but what can it get you in 2020 for your daily commute?
88 Two bikes that are changing the face of e-road cycling from Specialized and Cannondale
INSIDE EVERY MONTH… Rob Ainsley is taking a bus man’s holiday 30
HUB
TRAINING CAMP
22 In The Spin, we wonder how 21 year olds are now winning the Tour de France, introduce three cracking rides in Inverness and stop for coffee and cake and more at Look Mum No Hands! in Old Street, London
107 How to pick the perfect gear, learn new workshop skills, how to train your upper body, learn from pro racer turned coach Jez Cox and find out how cycling was salvation for Jennifer Emele during lockdown
BIKE SHED
SUBSCRIBE TODAY! SAVE 30% & RECEIVE A GIFT Pay just £54.49 every 13 issues by direct debit and choose between two amazing Lezyne lights worth up to £57!
VIB
WARREN’S GARAGE
62 Mark Cavendish and his team Bahrain McLaren have quite the weapon in the sleek shape of the Merida Reacto V4
72 With 20 years of bike testing under his belt, Warren Rossiter’s garage is a trove of treasures. We delve inside...
6 DECEMBER 2020
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THE BIG RIDE
Ned Boulting dictates his column from bed 130
122 We’ve forced him to endure many a mountainous assignment around Britain and Europe, so Trevor Ward thought he was on safer ground when we sent him to the Cheshire Plain. It didn’t pan out that way...
120 Our colleague Tom Marvin’s work is mainly found in the pages of sister mountain bike mag MBUK , but he’s a huge fan of gravel bikes and in this issue he talks us through his Lauf True Grit Race AXS
This is everything you love about road riding - amplified. cannondale.com
An e-road bike that’s built to fly. Hills flatten. Headwinds vanish. Speed prevails.
FEATURED BIKE: SUPERSIX EVO NEO 1 DURA-ACE Di2
SuperSix EVO Neo Neo means electric.
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FROM THE EDITOR... When we were deep into lockdown 1.0 I ‘treated’ myself to a couple of kettlebells. I figured that I could use my time inside to build washboard abs and a v-shaped back or something. Needless to say, after an initial flurry of Joe Wicksian enthusiasm they’re now just getting in the way of the step ladder and bike cleaning bucket. After reading our core strength piece on p64 I’m determined to dust them off and make more of an effort to work my aging mid-section. If nothing else, it’ll make access to the chain cleaner a lot easier.
Rob Spedding Content Director
SUBSCRIBE TODAY FOR ACCESS TO EXCLUSIVE OFFERS & COMPETITIONS AS PART OF OUR SUBSCRIBER CLUB!
HIGHLIGHTS… ELECTRIC AVENUES
I’ve been using an ebike and, gradually, I’m being converted. It’ll never replace my nonpowered bike, but some days I appreciate the help. But would I spend £10K on one? No, but I’m almost tempted by the Specialized Creo on p88
WINTER IS COMING
I’ve just endured my first soaking of the season. I went out under-dressed and got very wet, very quickly. And I loved it! There’s a weird fun to autumn and winter riding. Check out our extra mag for some great advice to keep you riding this winter!
GET IN TOUCH…
If you’ve anything you want to say you can chat with us via @cyclingplus on Twitter, CyclingPlusMagazine on Facebook and cyclingplus on Instagram. And, of course, you can always email us at [email protected]. And don’t forget to visit cyclingplus.com!
I can’t do this.
TACX® NEO 2T SMART
EDGE® 1030 PLUS
VECTOR™ 3
COMPUTERS POWER RADAR LIGHTS TRAINERS
NEVER STOP CYCLING
OUR AWARDS THE UK’S BEST TESTS FOR OVER 25 YEARS BIKE-BUYING ADVICE YOU CAN TRUST... We take our testing very seriously at Cycling Plus. For more than 25 years – an age when disc brakes, Di2 and super-wide 1x gearing weren’t even a glint in a designer’s eye – we have been putting road cycling products through their paces. Our Senior Technical Editor Warren Rossiter, has nearly a quarter of a century of riding experience in just about every discipline. He can separate the great from the also-rans when it comes to bikes, clothing, accessories – and more. If it gets our seal of approval you can be sure that you’ll be bagging a great buy!
THE TECH TEAM’S SENIOR TECHNICAL EDITOR PREVIEWS HIS ISSUE HIGHLIGHTS... WA RREN ROSSI T ER
SENIOR TECHNICAL EDITOR ‘Versatility’ is a buzz word in bicycle tech right now so we’ve kicked off this issue's testing with Cervélo’s most adaptable bike to date – the all-new Caledonia, which blends endurance with Cervélo’s racing DNA. Our big Bike Test also looks at four do-it-all bikes that’ll take you to work daily and the world beyond come the weekend, all at around £1000. Elsewhere, we have reviewed lots of innovative kit, with clothing from Q36.5, a helmet from Bontrager, shoes from Northwave that'll ensure that you're seen on darker evenings, plus we have an exclusive head to head with two of the most-cutting edge e-road machines from Cannondale and Specialized.
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Look out for our Best On Test award. We only give this to gear and bikes that really deserves your attention
Four bikes to get you to work and out riding at the weekend p34
Dominate the cols with ease on an e-road speed machine p88
Tom Marvin gets off the beaten path on his Lauf True Grit Race p120
THE RATINGS EXPLAINED +++++
EXCEPTIONAL
A GENUINE CLASS LEADER ++++ VERY GOOD
ONE OF THE BEST YOU CAN BUY +++ GOOD
IT’LL DO THE JOB VERY WELL ++ BELOW AVERAGE
FLAWED IN SOME WAY + POOR
SIMPLY PUT, DON’T BOTHER
Cervélo’s primary goal was to create a bike for a wider audience, a true endurance bike The Caledonia comes in two flavours; standard for amateurs and the Caledonia 5 for the pros
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Game changer Cervélo Caledonia 5 Ultegra Di2 £5799 Cervélo creates a performance endurance bike ervélo is a brand that’s totally focused on racing, with a commitment to aerodynamics from its very inception. Its S-series bikes define aerodynamic race bikes and inspired the likes of Trek’s Madone and Cannondale’s SystemSix. The R-series bikes built for Grand Tour racing combine light weight with aero shapes, and the Aspero gravel race machine blends lightness and aero tubes. So the Caledonia is a big departure for Cervélo. Its primary goal was to create a bike for a wider audience, a true endurance bike to compete with the likes of the Giant Defy, Cannondale Synapse, Trek Domane and Specialized Roubaix. Though this being Cervélo, it also had to serve the pros racing on the tough roads of the Classics. To this end, there are two versions of the Caledonia: the Caledonia 5 has aero-optimised tube profiles and an integrated cockpit, while the standard Caledonia uses more conventional parts. In fact, they are two quite distinct frame shapes, though both share the same construction methods, materials, stiffness figures and geometry.
C
SPECIFICATIONS
Weight 8.62kg (58cm) Frame Carbon Fork Carbon Gears Shimano Ultegra Di2 (53/36, 11-34) Brakes Shimano Ultegra hydraulic disc Wheels Reserve 35mm rims on DT Swiss 370 hubs Finishing kit Vittoria Rubino Pro TLR Graphene 2.0 tyres, 30mm, Cervélo AB09 bar, Cervélo ST32 alloy stem, ProLogo Dimension TiRox saddle, Cervélo SP18 carbon seatpost, front computer mount, rear accessory mount, removable fender mounts
You better shape up Cervélo looked over its shoulder to its back catalogue to find inspiration for the Caledonia and found the team-issue R3 Mud designed for ParisRoubaix, on which Johan Vansummeren won the 2011 edition of the race. The R3 Mud expanded its tyre clearance to a then-massive 30c tubular tyre, when most riders were running 23s, or 25s for rougher days. It also introduced more compliance than the standard R3 to improve comfort on the cobbles. In fact, the Caledonia has the same stiff character as the Aspero gravel bike through the bottom bracket and head tube. Where it differs is building more compliance into
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DECEMBER 2020 13
The geometry is more about stable and smooth handling than sharp reactions The Caledonia still feels fast and responsive, like the Cervélo S3 aero bike, yet handles smoothly
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The cables are routed under the bar and through the stem
Wide 30c tyres increase the bike’s comfort
the seatstays and seat tube to give the Caledonia a smoother ride. The geometry also differs from current Cervélos in being more about stable and smooth handling than sharp reactions. The head angle is relaxed slightly to 72 degrees with a 50mm fork offset (the R-Series has a 73-degree head angle and 45mm offset). This means the Caledonia has an increased trail (the horizontal measurement from contact patch to steering axis) of 57mm on a 25mm tyre, rising to 60mm on a 30mm tyre, for added stability. In context, a 57mm trail is the same as race-orientated bikes, such as Cannondale’s SuperSix EVO, whereas 60mm is more akin to an endurance bike or even a gravel machine. The seat angle remains a regular 73 degrees while the chainstays run out to 415mm (the R5 has 410mm chainstays). Weight-wise, the Caledonia 5 comes in at 936g for the frame and 370g for the fork (finished, painted, hardware fitted) in a 56cm size.
Sweet spot The Caledonia 5 is undoubtedly a great-looking machine. The routing of the cables under Cervélo’s carbon bar and through its alloy stem keeps the front end as clean looking as an aero bike, as does the smoothly interlocking frame and fork. On the road the Caledonia feels like a Cervélo to ride – the stiff frame under load makes it as responsive as an S-Series bike. The whole experience feels very close to the Cervélo S3 aero bike we reviewed as part of 2020’s Bike of the Year test. That’s not that surprising when you compare the geometry HIGHS of the two bikes. For their 58cm Smart mix of race and frames, the S3 and Caledonia endurance share the same stack and reach numbers – 605mm stack and LOWS 396mm reach. Stack is the Tight-fitting vertical distance between the top tyres were a pain to fix of the head tube and the centre of the bottom bracket. A taller BUY IF... stack means a more upright ride You want a position, a lower stack gives bike with year a racier position. Reach is the round usability, comfort and horizontal distance between the sporty centre of the bottom bracket and handling the centre of the head tube – a
The ProLogo Dimension TiRox saddle has a drop nose
A pro-compact 52/36 Ultegra chainset drives the bike
shorter reach means you sit more upright while a longer reach lowers your ride position. Those numbers are on the performance end of what you expect to find on an endurance bike or, conversely, more relaxed than the majority of out-and-out race bikes. The Caledonia does have significant advantages over the S3 for most (non-racing) riders. Firstly, comfort. Big-volume tyres along with a frame with a nice level of compliance at the rear end, combined with a quality carbon bar that helps null road vibrations up front, add up to a superbly smooth ride even on the poorest surfaces. Secondly, Cervélo has considered the bike’s riders, especially those who share a similar climate to its Toronto HQ evident from the inclusion of removable mudguard mounts. These neat additions to the thru-axle caps integrate threaded bosses for full-length guards, and a removable bridge for the seatstays (the aero fork is drilled for a guard mount on the crown). Also, a rear light mount replaces the bottom section of the saddle rail clamp. Both are well thought out additions that give the bike year-round appeal. The Caledonia 5 handles like a race bike yet feels as comfortable as class-leading endurance bikes, such as the Defy or Synapse, without resorting
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DECEMBER 2020 15
It’s a fine achievement to build a bike this comfortable without losing the racing edge
to suspension tech like the Domane or Roubaix – although it can’t match either of those when the going gets really rough. However, Cervélo doesn’t seem able to fully commit to the pure endurance arena, as the Ultegra Di2 pairing of a pro-compact 52/36 chainset with an endurance-friendly, widerange 11-34 cassette attests to. But it does mean you have a fast chaingang-ready set of gears at the taller end plus low enough gears for solo ascents on steep slopes, so we approve of the slightly mixed approach. That’s also borne out by the Caledonia’s handling. Running on 30c tyres with its longer wheelbase (1030.7mm on a 58cm) makes for a bike that’s superbly composed, especially when descending. Though by keeping the head angle regulation race, the handling is still fast and the Caledonia is by no means dull when riding hard. It’s a fine achievement to put together a bike that’s this comfortable without losing the racing edge that so defines Cervélo’s raison d’être.
The charging port for the Di2 electronic shifting system
Proven parts We’ve no issues with the spec list of this £5799 model. Ultegra Di2 is what we’d expect at this price, and its performance, shifting accuracy and reliability are brilliant. Cervélo hasn’t skimped on any element of it, so you get the Ultegra Ice Tech rotors, Shimano chain and Ultegra-grade cassette. Reserve is a new brand that comes under the same ownership as Cervélo (along with premium mountain bike brand Santa Cruz) and its carbon wheels are a collaboration between the three
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brands. The 35mm wheels have a claimed weight of 1449g and a wide 21mm internal rim (perfect for the 30mm tyres fitted). The wheels come pretaped and tubeless ready, as are the Vittoria tyres. It’s a pity they’re not set-up tubeless (it’d certainly drop a few grams in weight), and that did pose a problem when we flatted the front tyre. A tightfitting tyre exacerbated by a thick inner tube meant tyre removal was almost impossible. We converted the tyres to tubeless and have had no issues since. Elsewhere, the cables integrate smartly with the neat Cervélo ST25 stem and AB09 bar, which is wrapped in quality, textured, all-weather bar tape. The out-front computer mount keeps the front end clean. At the back, the D-shaped carbon post comes straight from the R5 and is topped with ProLogo’s well-shaped, short Dimension saddle, making for very well-sorted contact points that all add to the Caledonia 5’s considerable charms. We admit to being enamoured by just how accomplished the Caledonia 5 feels. It’s not necessarily the bike that Cervélo fans desire, but it’s probably the Cervélo they should be riding. If you’re not a Cervélo fan, then the Caledonia 5 could be the bike that’ll change your mind.
THE VERDICT
A bike that brings big-ride comfort yet keeps Cervélo’s racing DNA intact Cervélo’s D-shaped carbon post graces the Caledonia 5
PHOTOGRAPHY RUSSELL BURTON
The Caledonia 5 handles like a race bike yet feels as comfortable as a class-leading endurance bike
WE’VE GOT YOU COVERED THE SEASONS ARE CHANGING BUT YOUR TRAINING DOESN’T HAVE TO. THE RoS RANGE OFFERS YOU THE TOOLS OF THE PROFESSIONALS COME RAIN OR SHINE
CASTELLI-CYCLING.COM
—
Faster, smoother, lighter Vitus Vitesse EVO £1999.99 A slimmed, trimmed racer ollowing the launch of its heavily revamped Energie EVO cyclocross racer, Vitus has updated its Vitesse EVO road race bike, shedding weight, adding aero profiles and upping stiffness throughout. The new Vitesse EVO is disc-only and sports a frame weighing a claimed 840g or 910g with paint. According to Vitus marketing manager Chris McGlinchey, the new bike represents “a step back into high-end pro level race bikes” and will be raced by UCI Continental team Vitus Pro Cycling p/b Brother UK. Vitus has upped lateral stiffness in all the key areas and, while there are no specific claims about drag reduction, the new design features aero-tube profiles. Like so many others, the new Vitesse EVO also moves to dropped seatstays, a favourite way for designers to add rear-end compliance. Standards-wise the Vitus is very up-to-date, with 12mm thru-axles front and rear, flatmount brakes and a BB386 EVO bottom bracket shell. There’s also room for 30mm tyres, and apparently most 32s will fit too, depending on the rim-tyre combo. Where some new bikes have moved to fully integrated cabling, Vitus has taken the middle road with the front brake hose running into the left fork leg, and the rest of the cables sharing a port on the non-driveside of the frame. A nice
F
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We like the seat clamp design, which is easy to access
The geometry of the EVO has race bike ingrained into it
little detail that we really like is the seat clamp. It’s a pretty standard looking wedge design that sits flush with the top tube but, unlike most, the bolt is angled forward, meaning you can access it with a standard multi-tool without the seatpost getting in the way. In geometry terms, the Vitesse EVO is pure race bike, with this medium sporting 387mm of reach and 547mm of stack. The wheelbase is at the shorter, racier end of the spectrum too at 991mm. It’s not the top-of-the-range model, but the Vitesse EVO CRS offers a seriously appealing spec, with a Shimano Ultegra Di2 groupset, Reynolds AR 29 DB carbon wheels and a mix of carbon and alloy finishing kit. To keep costs down, Vitus has opted for the full Ultegra Di2 groupset minus the chain, from KMC, and the cassette, a SunRace 11-32. Chain substitutions are very common but the latter might raise eyebrows among groupset purists. Saying that, it performs just fine and features a red anodised spider that will appeal to component bling magpies. At 29.5mm at their broadest point, the Reynolds wheels are very slightly wider than they are tall, and the internal width of 21mm is well suited to bigger tyres. Despite this, Vitus has opted for 25mm Schwalbe One TLE tubeless tyres – a perfectly respectable choice, but it’s a little
The 52-36 chainset marks the Vitus out as a racing choice
An appealing spec with Shimano Ultegra Di2 Carbon seatpost: expected for a bike at this price
It’s disconly for Vitus’s new Vitesse EVO
A race bike through and through, the EVO has a super-stiff frameset with a relatively uncompromising ride quality...
Ultegra Di2: still one of our favourite groupsets
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DECEMBER 2020 19
SPECIFICATIONS Weight 7.6kg (M) Frame Vitesse EVO carbon Fork Full carbon Gears Shimano Ultegra Di2 52/36, SunRace 11-32 cassette Wheels Reynolds AR 29 DB carbon clincher Finishing kit Vitus Ti rail saddle, Prime Doyenne alloy stem, Prime Primavera X-Light carbon bar and seatpost, Schwalbe One Performance TLE 25mm tyres
20 DECEMBER 2020
disappointing not to see the top-spec Pro One on a bike like this, and most riders would probably be better served by 28s too. Our test bike arrived set-up fully tubeless, incidentally, but bikes are supplied with tubes fitted so buyers will need to swap in the supplied valves and add sealant. While carbon seatposts are de rigueur at this price, carbon bars are not, so the Prime carbon bar is a welcome choice for the cockpit. We can’t fault any of the finishing kit, although, as ever, saddles will be a personal thing. This medium test bike weighs 7.6kg without pedals, which is pretty respectable for a bike with discs, although not exceptional. The Vitesse EVO is a race bike through and through, and with that comes a super-stiff frameset with a relatively uncompromising ride quality that belies its slender aesthetics. In fact, it’s strongly reminiscent of the original Vitesse Evo
It’s engaging and accurate, but not the sort of road bike that lends itself to gravel diversions – it’s very much an on-tarmac racer
BIKERADAR.COM
A lighter ride that’s perfect for getting low in the drops
With a wide range of gears, the EVO is an efficient climber
we rode back in 2016, and that’s no bad thing as long as you’re in the mood for going fast. You could take some of the edge off with fatter tyres, but as standard the Vitesse EVO is a firm ride that puts you in touch with the surface beneath you. It’s engaging and accurate, but this isn’t the sort of road bike that lends itself to gravel diversions – it’s very much an on-tarmac racer. The Vitesse EVO feels light, taut and efficient when you’re climbing and with a pro-compact crank and a wide range 11-32 cassette the range of gears is
Ultegra Di2 front shifts are swift and accurate
Not quite integrated cabling... but halfway there
Vitus Ti rail saddle: a perch is always a point of preference
ample. Ultegra Di2 needs no introduction – it’s still one of our favourite groupsets and it’s as good as ever here, and seems to work perfectly with the SunRace cassette. Vitus made mention of having redesigned the fork to eliminate disc rub; we certainly didn’t suffer any, although this is something you’d be more likely to experience with a SRAM groupset anyway because the brake pads run closer to the rotor than Shimano ones. In any case, it’s nice to see bike designers paying attention to this because minor disc rub is an annoyance on many bikes. We really appreciate the Reynolds AR 29 DB wheels, which seem to be almost completely immune to wind. Our testing coincided with Storm Francis battering the UK and despite gusts topping 50mph, we found them remarkably controllable, presumably thanks to that superblunt rim section. We suspect those of you with
HIGHS
A lightweight, rewarding and racy ride that’s pro-approved and offers a seriously competitive spec for the money
LOWS
The ride may be too firm and focused for some, it’s not the most relaxing ride and it doesn’t shield you from poor surfaces
BUY IF...
You’re ready to race!
competitive ambitions would prefer something with a taller section and more explicit aero features, but as an all-round choice the Reynolds are ideal. The Vitus Vitesse EVO offers an incredibly competitive spec for the money and it’s also matched to a frameset that certainly delivers the goods, as long as it’s a racy ride you’re after. It might be too focused for more casual riders, but if you’re looking for a proper race bike with up-to-date features and you don’t want to spend Specialized Tarmac SL7 levels of money it’s absolutely worth your attention.
THE VERDICT
A capable race bike that will suit competitive riders
BIKERADAR.COM
PHOTOGRAPHY ROBERT SMITH
If you want a race bike with up-to-date features and don’t want to spend Tarmac SL7 money it’s worth your attention
DECEMBER 2020 21
PREMATURE EVALUATION Riders celebrating too early is a frequent sight in pro cycling and it can make them look very silly. It was new world champion Julian Alaphilippe’s turn in his first outing in the rainbow jersey at Liège–Bastogne–Liège. He was inched out on the line by a lunging Primož Roglič, who went some way to exorcising his Tour de France heartbreak. Embarrassment continued for Alaphilippe, as he was demoted to fifth for an irregular sprint.
IMAGE GETTY
THE BIG PICTURE
EDITED BY JOHN WHITNEY
THE BIG PICTURE THE HUB
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DECEMBER 2020 23
THE SPIN
THE KIDS ARE ALRIGHT
John Whitney is slowly getting used to the idea of Tour de France winners being nearly half his age s a sports nerd, the age of the athletes I watched has been a marker for my own passage through time. As a teenager, every sports star was my elder: they were people to idolise, to aspire to be like, to even dream of emulating. Now, pushing 40, and at an age that most competitors in physical sports are lucky to make it beyond, they really do make you feel bloody ancient. The retirement from test match cricket of Andrew Flintoff in 2009 was a bit of a milestone – his was the first sports career I felt like I’d closely followed from start to finish, from rambunctious youth to embattled, injury-plagued veteran. I now find myself at the point where sports stars who I’d started watching as an adult are calling it quits at an age younger than me. And as someone who was weened on sport and would have given almost anything to make it in one of the sports I played, it’s strange to be getting to an age where all people involved in professional sport are now younger than me. I’m grateful, then, for Roger Federer, who’s still at the top of the tennis world and showing none of the usual signs of ageing. I caught a re-run this summer of his breakthrough match at
A
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JOHN WHI T NE Y FE ATURES EDITOR
The longtime Cycling Plus staffer offers his take on all the comments and controversy on the frontline of the cycling scene
Wimbledon in 2001, when he beat Pete Sampras, and came to the conclusion that rather than ever seeming youthful, he’s looked about 31 for the past 20 years. But I’m sure I wasn’t the only one who watched agog as a 21-year-old, Tadej Pogačar, won the Tour de France, on debut, in September. I thought I had a few more years on the clock yet before I was old enough to have fathered the yellow jersey winner. Granted, the history of sport is peppered with performances of breathtaking brilliance from kids. Boris Becker winning Wimbledon at 17. Tiger Woods winning golf’s Masters at 21 by a record-breaking 12 shots. Winning the Tour de France, however, has rarely been for the young, particularly recently. The heavy hitters of the past three decades have all captured their first victories in their late twenties: Chris Froome was 28, Lance Armstrong and Miguel Indurain were both 27. And many of the one-time winners have been thirtysomethings: Bradley Wiggins and Geraint Thomas were both 32, Cadel Evans 34. Two-time winner Alberto Contador was a youthful 24 on his first win in 2007, but he could, arguably, be clubbed together with other once-in-ageneration talent like five-time winners Bernard Hinault (23) and Eddy Merckx (24). Much was made of 22-year-old Egan Bernal’s win in 2019, which made him the third youngest Tour de France winner in history, but few would have banked on an even younger winner coming along a mere 12, or even a Covid-induced 14, months later, not least an extremely boyish kid in his second year as a professional such as Pogačar. History, science and logic has tended to suggest that the Tour de France is designed for more mature athletes. Often talked up as the toughest endurance race on the planet, the race was thought to suit the sorts of unshakeable physiologies developed through the hard grind of experience. On top, the complexities of navigating a three-week race, with all that can go wrong, might favour those who’ve been around the block. Nothing has changed in human physiology, and little has changed about the race’s structure, so how can the emergence of Pogačar and Bernal be explained? Freakish physiology aside, simply showing it can be done must be rocket fuel to every young rider in the world. Remco Evenepoel, 20 years old and widely tipped to shortly dominate the sport, said it was “motivating” to see Pogačar romp to the yellow jersey. So, they’ll soon all be young ’uns for me from here on out. Slowly, I’m coming round to the idea, as I move into this new phase of my life as a sports fan. It must be time to upgrade that armchair...
ILLUSTRATIONS DAVID MAHONEY, MICK MARSTON
“The race was thought to suit the sorts of physiologies developed through the hard grind of experience”
COBBER
330° LIGHT WITH SIDE VISIBILITY
S I LV ER F IS H - UK.C OM
W H Y YO U WA N T
BEARINGS
01
Token uses highgrade ceramic bearings for the NINJA bottom bracket to keep cranks turning smoothly
NEAT DESIGN
02
The two halves of the press-fit design thread together, making for a perfectly aligned set of bearings
STRONG SHELL
03
A composite of plastic and fibre cover the alloy bottom bracket shell to ensure a snug fit in the frame
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WHY YOU WANT...
TOKEN NINJA 5 IN 1 THREAD-FIT BOTTOM BRACKET £125 Creak-fixing, high-grade solution to an old problem hen they work, press-fit bottom brackets (BB) are a smart, simple and lightweight way of fitting cranks to your bike. Unfortunately, when they don’t, you can be plagued by a creaky, squeaky heart of a bike that’s difficult to cure and if you don’t have a professional BB press, fitting a new set of bottom bracket bearings is a job best left to bike shop mechanics because it’s
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misaligned bearings that will cause issues in the first place. Token says it has come up with the answer with the NINJA BB. The two halves of the NINJA BB thread together, making for a set of perfectly aligned bearings. Token claims this significantly improves stiffness and solves the noise problem. This modular system has everything you need contained within the box. It includes adaptors to fit into five press-fit options:
BB92, BB30 and PF30 in widths of 41, 42 and 46mm and in spindle diameters to suit various systems. The NINJA also uses high-grade ceramic bearings for frictionfree running and, unlike other bottom bracket options, Token even includes the tool needed for installation and removal. Should you want a more affordable option, Token also offers bottom bracket-specific models for £50, although these don’t include the BB tool.
W H Y YO U N E E D WHY YOU NEED...
FOUR ESSENTIALS 01 ENDURA ENGINEERED PADDED BOXER II £29.99 As more of us turn to bikes for commuting we’d recommend investing in padded undershorts that can be worn under your office/work trousers for extra comfort. These seamless knitted boxers use Endura’s discreet 300 series pad that’s only 12mm at its thickest. It brings all the comfort you need on your ride to work but you won’t look like you’re wearing a nappy at that important meeting.
02 KINESIS ANTI-SLIP BAR TAPE JO BURT SIGNATURE SERIES £25
03 LIFELINE ROCKER PLATE £299.99 Looking like a futuristic surfboard, the Lifeline Rocker plate adds another dimension of realism to your turbo training. As well as providing a secure base to attach your trainer to, using strong Velcro straps, it rocks 13 degrees side to side giving a much more natural feel when riding. This helps maintain your core strength and also means less stress on your bike. At 165x90cm you’ll need a decent-sized pain cave to make best use of it.
04 TOPEAK BURRITO PACK £27.99
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The Burrito pack isn’t your average seatpack – it’s a
This shockproof bar tape is
32cm-wide heavyweight,
designed to take the sting
water-resistant Cordura
out of rough roads. It’s
bag with a fold-over flap,
backed with Vex Gel, which
secured by twin elastic
won’t leave a glue residue
strips. It attaches to your
on your bar when it comes
seat rails, seatpost or top
to replacement. It features
tube via a 4cm-wide Velcro
an exclusive design by our
strap. It has a large capacity
sister magazine MBUK’s
and stays secure even when
most famous contributor,
loaded with a tube, C02
Mint Sauce creator Jo Burt.
cartridges and multi-tool.
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RIDES LOCAL KNOWLEDGE
INVERNESS
A town that offers stunning scenery in every direction At the top of Loch Ness, the friendly capital of the Highlands offers outstanding day rides through ever-changing landscapes of lochs, streams, forests, moors and mountains – all on virtually empty roads with less climbing than many might expect. Watch for dolphins, seals, red squirrels... and perhaps the odd aquatic plesiosaur.
ROUTE ONE
AWESOMENESS 69 MILES SCOTTISH SHOWCASE Easy but rewarding climbs and varied scenery. Past Culloden Moor (cafe) and Clava Cairns on lanes, then deserted old A9 past distillery to Tomatin (cafe/shop). Glorious moortop road from Garbole to Farr Loch (wild swimming). Foyers (falls, cafe) and back alongside Loch Ness. GET THE ROUTE: komoot.com/ tour/258217017
ROUTE TWO
LOVELINESS 52 MILES LOCHS, LANES AND LANDSCAPES Alongside Loch Ness’s quieter bank to Foyers (falls, cafe) and climb up delightful zig zag to ridgetop-views road (2km patchy surface, road bikes are okay). Winding empty lanes (no cafes or shops) past lochs and mini-mountains, and panoramic downhill back to town. GET THE ROUTE: komoot.com/ tour/258217445
ROUTE THREE
EASINESS 30 MILES FLAT WATERSIDE HALF-DAY Over splendid Kessock Bridge and along firthside lane to Beauly (abbey, shops, cafes). A busy stretch of coastal A-road, then Caledonian Canal towpath and through lovely Ness Islands (all tarmac) back to centre. Last five miles car-free. GET THE ROUTE: komoot.com/ tour/258217916
STOP FOR CAKES VELOCITY
GET SPARE TUBES BIKES OF INVERNESS
FANCY A PINT? WATERSIDE AT GLEN MHOR
HAVE BREAKFAST RENDEZVOUS CAFE
WITH FAMILY? NESS ISLANDS
Veg/healthy community cafe with bike workshop. Hearty cakes, traybakes etc. Closed Sun/Mon. WHERE: Inverness IV2 3NF
Friendly, experienced, popular local bike shop. Workshop, repairs etc. Specialized and Trek specialists. Closed Sun. WHERE: Inverness IV3 8BP
One of several adjacent hotel restaurant-bars with riverside outdoor tables. Premium lagers rather than real ale. WHERE: Inverness IV2 4SF
Full Scottish breakfast £6–£11, and lighter options (toast, pancakes etc). ‘Cannabis tea’! Open 7/7 from 8am. WHERE: Inverness IV1 1EA
A short, car-free smooth cycle path from centre: woodsy little islands great for exploring, play areas at adjoining Whin Park. WHERE: Inverness IV2 4RT
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ILLUSTRATION TOM WOOLLEY
INSIDER TIPS
POGACAR WINS THE TOUR WITH ENERVIT.
Tadej Pogacar UAE Team Emirates winner of the TOUR de FRANCE 2020
WHAT A TRIUMPH. Tadej Pogacar wins the Tour de France 2020 with an epic endeavour. And we are extremely proud to support all UAE Team Emirates athletes in their performances. Chapeau Tadej!
ENERVIT NUTRITION SYSTEM®. BEFORE, DURING, AFTER SPORTS.
OFFICIAL NUTRITION PARTNER
Ph. Bettini Photo
enervitsport.com
LIFE CYCLE
NEW WOLD ORDER
Local buses can now take you and your bike to the Yorkshire Wolds. Our man in Wetwang reports... ikes on local buses is something I usually associate with ‘abroad’. I did it in Slovakia last year, pushed for time in the Tatras. My laden tourer blocked the aisle, but everyone just clambered around it without objection. Communism may have produced terrible pop music, but it bred more accommodating bus passengers. Couldn’t do that in Britain! Actually, you can. I’m not talking inter-city coaches (National Express, and Stagecoach in Scotland, sometimes take bikes in the hold if bagged; the Oxford Tube to London does similar, unbagged). I’m talking scheduled local services, with bikes wheeled on. The benefits for utility and mild-leisure cyclists are enticing, especially in places asset-stripped of railways in the 1960s. Ride one way with the tailwind, bus the other. Cut out the nasty main road on a family ride. Bail out if the weather turns, a mechanical strikes, or you stop to help someone out, such as locals running a community pub who urgently need your business. A few British services welcome bikes. The X62 Edinburgh–Galashiels; X95 Carlisle–Edinburgh; the
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ROB A INSLE Y
WRITER & JOURNALIST Rob wrote The Bluffer’s Guide to Cycling and 50 Quirky Bike Rides, and collects international End to Ends. yorkshireridings. blogspot.com
253 Berwick–Edinburgh; the X70/X71 Consett– Newcastle. Now add to them the X46 EastRider between York and Hull. If that doesn’t race your pulse, it should. The X46 whisks you – well, like one of your Kenwood Chef’s slower settings – along the edge of the Wolds, a delightful and underrated road-bike playground. It’s a compact labyrinth of dry valleys, scooped out by ancient glaciers. Even the place-names are eye-catching: Wetwang, Spittal, Thwing, Kilham. What’s the best way to Kilham? Swat them with an OS map. Now, thanks to the X46 (generous walk-on space for two bikes, no booking needed, free, plus tables, wifi and USB charging points...), you can explore the Wolds from York or Hull at leisure. Market Weighton, for instance, has a life-size statue of William Bradley, England’s tallest-ever man who stood 7’9”. Kiplingcotes has the ‘course’ of Britain’s oldest horse race, running since 1519: it’s roads and bridleways, so you can cycle it all. Intimate little climbs and descents, and straightline roller-coasters, are everywhere, such as the Roman Road, which beelines from York to Bridlington over the Wolds, via Garrowby Hill (a Tour de Yorkshire Côte) and various bridleways. I gravel-biked it, bus-assisted, the other day. Scenic and timeless enough, but for extra atmosphere I ate only food the Romans would recognise. Breakfast was porridge, figs, pears, eggs and cheese, though I passed on bread dipped in wine. Lunch was salad and pork sausages – authentic, but not as authentic as ostrich steaks, flamingo breasts or roast dormice, though they proved unavailable in Waitrose. As the bus beckoned, the crucial post-ride question was: wine (the cultured choice for Romans) or beer (considered the swill of barbarian, primitive, tattooed Brits)? So I had two pints of IPA. Then remembered the bus had no toilet. Anyway, East Yorkshire Buses are doing us a big favour. In a commercial and social-media atmosphere that’s usually hostile to cyclists, they’ve invested in active travel, in more people using buses and bikes. Not just day-riders doing the Market Weighton to Beverley railtrail, but commuters who work a bike ride away from the bus station, regular hospital-trippers, bus-pass cyclists keeping enjoyably mobile, and so on. My bus pass may be way off, but I’m utilising the X46 and many others should do too. If it succeeds, it will encourage other transport operators round Britain to do similar. Let’s hope there’s another one along in a minute.
ILLUSTRATION DAVID MAHONEY, JOE WALDRON
“The X46 whisks you – well, like one of your Kenwood Chef’s slower settings – along the edge of the Wolds”
Value you can see.
AMPP YOUR RIDE
• Excellent side visibility with enhance side cut outs • Secure FlexTight bracket for easy installation on bars up to 35mm • Daytime HyperConstant mode for added safety Lumens are just the start. CatEye’s AMPP series offers a compact and robust design, superior beam pattern, and reliability on or off road - value you can see.
TO LEARN MORE ABOUT THE FULL LINE OF CATEYE AMPP PRODUCTS VISIT US AT WWW.CATEYE.COM
• Power button functions as battery indicator • Lightweight & compact design
DISTRIBUTED IN THE UK & IRELAND BY
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C A F E C U LT U R E CAKE STOP
LOOK MUM NO HANDS! LONDON
Cycling-and-coffee heaven serving discerning City slickers he capital is a riot of cyclists these days. And as you’d expect in a world city, they’re a diverse bunch. You share the often excellent fast, segregated cycle paths with all manner of people and machines – from 10-grand superbike models to 50 quid 1980s racers repurposed as town hackers. Hire-bike wobblers, and hire e-bike whizzers, are everywhere too. And London’s not short of vibrant, trendy/urban/chic cycle-cafes. But Look Mum No Hands! (LMNH!) in Old Street was one of the first and it still makes all the ‘best of’ lists. It’s a frequent post-ride stop for road cyclists, but during the day it’s mainly utility bikes parked in the courtyard, while their owners sip coffee, munch cakes and work on laptops in a variety of globally important languages. Co-owner Matt notes with satisfaction that LMNH!’s lively events calendar creates itself. Cycling groups come to them with suggestions, with every Londoner background and niche represented. Food and cakes come from local artisan bakeries, and the workshop normally runs 7/7, early until late, for busy City workers whose bikes need attention while they’re in the office.
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“Workshop is a boon, and the courtyard great for ride meet-ups” Michael “Adorable... a hipster paradise. Williamsburg, Brooklyn transported to London” JennLala
GOT A FAVOURITE CAKE STOP? Let us know on [email protected] 32 DECEMBER 2020
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“Lovely vibe, lovely people” Ania Kaminski
PHOTOGRAPHY ROB AINSLEY
SIGNATURE DISH Bacon, smashed avocado and beetroot brioche, £6.50 – fixie riders’ favourite SHOWSTOPPER LMNH! Burger with bacon, egg, avocado, £14 I’M A COFFEE SNOB. HOW’S THEIR FLAT WHITE? City sippers demand high standards: Red Brick blend, £3 KEY STRAVA SEGMENT Bunhill Blunderbuss, 0.33 miles, average grade 1%, elevation gain 20ft, 230,625 attempts by 22,715 people KOM Edward W 0.41, 07/08/2012 QOM Lesley Sharpe 0.43, 15/10/2014
S AT I S F I E D C U S T O M E R S
You might have seen it on the TV, where it’s served as a studio for bike shows and Tour de France coverage. Their own big screen shows live and recorded cycle races, and the interior is festively decorated with bikes, jerseys, LMNH!branded merchandise... and with polkadot, yellow and green underwear. Is that trendy urban cheek? lookmumnohands.com
STAGE S SMART BI K E T H E U LT I M AT E I N D O O R T R A I N E R T O TA K E Y O U R C YCLING PERFORMANCE TO THE NEX T LE VEL. Q
D UA L - S I D E D P O W E R M E T E R T E C H P R O V E N W I T H S I X G R A N D TO U R W I N S
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W I D E A P P CO M PAT I B I L I T Y I N C LU D I N G Z W I F T, T R A I N E R R O A D, S U F F E R F E S T A N D M O R E
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REAL ROAD BARS WITH ELEC TRONIC SHIFTING, BRAKING AND STEERING
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G AT E S C A R B O N B E LT D R I V E F O R Q U I E T, M A I N T E N A N C E - F R E E O P E R AT I O N
FEELING GRAND We look at a quartet of bikes for under £1000 that will get you to work and out and about at the weekend PHOTOGR APHY ROBERT SMITH
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BIKE TEST
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For many, £1000 is the price they set when they’re looking for a bike to ride to work – although the Ride To Work scheme parameters have changed this was, for a long time, regarded as the the top end of bikebuying tax relief. You can ride any bike to work but a model that’ll happily tackle a longer than average commute – say at least 10-miles each way – requires drop bars. That then opens up the possibilities for longer weekend road rides, perhaps a sportive once your commute-earned fitness has built up. If the bike also has big tyres – or clearance for them to be added – you can think about leisurely towpath jaunts, perhaps some cheeky gravel rides on forest roads. Bigger adventures may be on the cards, too, particularly if the bike has mounts for mudguards and bike racks. We have two gravel bikes on test: a Boardman ADV 8.8 and the
Can these bikes be commute workhorses and weekend warriors?
Pinnacle Arkose D2, plus Marin’s long-distance adventure Gestalt and the Whyte Dorset with a mountain-bike inspired frame with drop bars. While all four have drop bars, that’s more or less where the similarity ends and each will suit a different style of rider.
YOUR TESTER
e know that plenty of readers are astonished, angry even, at the prices of some of the bikes we test in Cycling Plus. (If that’s you then skip the luxury e-road bike test on p88!). In our defence, brands are always keen for us to review their newest, shiniest – and, yes, priciest models so they can be simpler to get hold of – especially at present. However, we also realise that for a huge number of cyclists – many of us included – £1000 is a considerable outlay on a bike and, more than likely, that’ll be money that’s spare to spend on one bike and one bike alone. So, we’ve tested four roughly £1000 machines that on paper offer levels of versatility that will make them astute purchases for those looking for a bike that’s fit for more than one purpose.
WILL POOLE TECH WRITER
Our dynamic workshop manager Will has been in the bike industry for over two decades in various roles. He’s ridden many different types of bike and enjoys pretty much all of them.
BIKE TEST
THE BIKES ON TEST... BOARDMAN ADV 8.8 £750 Now synonymous with good value and available from select independent shops as well as Halfords, Boardman has been turning heads with ever more appealing paint jobs and a diverse range. The ‘gravel’ ADV also claims to be for every kind of riding, from bridleways to sportives, as well as commuting of course. Some intriguing component choices in important areas of the bike will likely throw up some surprises.
MARIN GESTALT £835 The Californian brand has been enjoying what could be called something of a resurgence producing bikes with some well thought-out geometry and build combinations at sensible prices. The Gestalt is an inspired design and as it’s not quite like many other road bikes, it’s gained itself a bit of a following as a result. We’re interested to see how well a popular endurance choice fits the commuter bill.
WHYTE DORSET £999
THE RATINGS EXPLAINED +++++
EXCEPTIONAL
A GENUINE CLASS LEADER ++++ VERY GOOD
ONE OF THE BEST YOU CAN BUY +++ GOOD
IT’LL DO THE JOB VERY WELL ++ BELOW AVERAGE
FLAWED IN SOME WAY + POOR
SIMPLY PUT, DON’T BOTHER
Originally introduced after one of Whyte’s designers put 700c wheels and rigid forks on his 26-inch wheeled mountain bike to ride to the office on, the RD7 series has since become a much-loved staple in the Whyte lineup. The drop bars were a later addition, creating a unique (at least in off-the-peg terms) setup. We shall see if a spec list heavily leaning towards the utilitarian side of things will have an impact on the bike’s wider appeal.
PINNACLE ARKOSE D2 £1025 Evans Cycles’s house brand Pinnacle refers to the Arkose as an “adventure road” bike. Could this be its way of avoiding using the ‘gravel’ tag so it’s left open to those riders not looking to load up and head for the hills? Well quite possibly but the geometry and the big tyres simply offer gravel riding as an option. The presence of some testtopping kit on the most expensive bike here may swing the decision. Let’s find out...
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WE SAY...
BOARDMAN ADV 8.8
A good investment if you’re looking for a bike that can tackle a variety of terrain
£750 Versatile and easy on the pocket he Boardman ADV 8.8 is the cheapest bike in this test, but we’ve often found that bikes from Boardman punch above their weight. Putting together a build to suit any budget requires trade-offs and at this price it takes attention to what makes a bike work well to avoid producing a dud. There are several interesting component choices intended to reduce cost in one area so that better equipment can be used in another. For example, a full carbon fork, which will increase front-end stiffness and make for more responsive handling, is a reasonably expensive choice. However, the fork comes with quickrelease dropouts (1): a cheaper option than the disc-brake optimal bolt-thru option. Quickrelease wheels aren’t as stiff as bolt-thru arrangements but are easier to remove. Using a threaded square-taper bottom bracket and cranks also frees up cash to allow Shimano Sora shifting components. Squaretaper setups are sealed units with no outboard
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TOP Threaded square-taper bottom bracks is a cheaper option... ABOVE ... to make way for Shimano Sora shifting
bearings and spares are easily available, but they usually require a little more routine maintenance than more expensive alternatives. It’s difficult to see what has been sacrificed to fit high-quality 40mm Schwalbe G-One tyres, but they are a welcome addition nevertheless. SPECIFICATIONS The fork is tapered, has Weight 10.75kg internal routing for the brake (M) Frame line and mudguard mounts, Triple-butted suggesting versatility. The 6061 X7 aluminium headset is the increasingly Fork C7 carbon common internal type, while the Gears Shimano rear brake hose and external Sora Brakes TRP Spyre-C gear cables will please those who discs Wheels like to work on their own bikes. Boardman The rear end has both ADV tubeless ready Finishing mudguard and pannier rack kit Boardman eyelets (2), opening up alloy stem & commuting and touring/ bar, Boardman ADV saddle, adventure riding as not just Boardman alloy viable options, but potential post primary reasons to buy this bike.
BIKE TEST
Boardman has borrowed heavily from its CXR cyclocross to create a bike that is playful and sprightly Clever speccing keeps costs down but performance high
Two bottle mounts inside the front triangle are fairly common, and they’re far enough out of the way to fit a good size frame bag. While not quite the same geometry as its CXR cyclocross (CX) bike, Boardman has borrowed heavily from it to create a bike that is playful and sprightly, but not as twitchy as a CX race bike. It’s happy to be taken as far as you’re happy to go off-road, and it’s ready to go fast on tarmac, too. On the road it’s a reliable, engaging yet predictable ride. Accelerating hard out of the saddle the rear-end feels stiff enough and were it not for the slightest of audible drags from the front brake you’d be convinced the fork was matching it. The brakes themselves are reasonably powerful once bedded in – I’ve ridden the TRP Spyres on a few different bikes and while not matching hydraulic brakes for absolute power, they’re consistently good at slowing down in most situations. While less adjustment is required than most cableoperated disc brakes, the twin ‘pistons’ do require a little adjustment from time to time because they do have a habit of creeping slightly. Shimano’s Sora groupset is a staple in this price range; it’s precise, feels great and benefits from the trickle-down effect that allows lowertier equipment to benefit from technology tested on previous generations of more expensive kit. One of our testers has even
commented that Sora reminds him of the old 9-speed Dura Ace from two decades ago. The gear range is wide LOWS enough to allow fairly steep Difficult to criticise at this pitches to be tackled off road, price while leaving plenty of top-end for high-speed jinks in BUY IF... sportives, commuting while You want a running late, or even road great value all-rounder racing if the feeling takes you. The own-brand alloy rims (3) stayed true and dent-free despite my often less than careful riding on some local bridleways. Bars, stem, seatpost and saddle are all ownbrand, and I had no complaints about any of them. The slightly flared bars offer a comfortable hood position. This bike is a versatile, fun investment that will handle the commute as readily as it will take you off on weekend multi-surface blasts. While not a full touring bike, it’s forgiving enough to take you bikepacking too.
THE VERDICT
Great value collection of parts built into a high-value package
ALSO CONSIDER...
HIGHS
Great budget; inspired spec choices
FOR A LITTLE MORE...
BOARDMAN ADV 8.6 WOMEN’S £700
Arriving in stores in the new year, Boardman joins other brands with an entry-level, all-road women’s bike with its ADV 8.6. With such a pocket-friendly price tag we’ll be interested to see how it runs.
FOR A LITTLE LESS...
BOARDMAN ADV 8.9 £1000
Another ‘new year’ bike from Boardman, the £1k 8.9 uses a light triple-butted aluminium frame, full carbon fork and Shimano’s gravelspecific GRX group – and it’s still got fittings for mudguards and racks.
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WE SAY...
Great off-road but could do with some hardware upgrades to match its touring ambition
MARIN GESTALT £835 Gravel bike that wants to travel aving been at the forefront of the original 1980s mountain bike movement in the Californian county after which it is named, it should come as no surprise to see Marin doing something a little different with the Gestalt. Its Beyond Road category is a range of drop-bar bikes including some all-out, off road weapons. The Gestalt models stop shy of being the mountain bike-lite interpretation of gravel and are positioned by Marin as capable touring-style machines. Their touring credentials are backed up by 32mm WTB Exposures (1) as standard. Up to 40mm tyres could be fitted, but that would leave less clearance if mudguards were fitted, for which there are mountings. Plus, the alloy fork has low-rider rack mounts suggesting it’s aimed at the traditional commuting or touring market. On the road the Gestalt feels light and competent, the short chainstays helping the back end feel precise and flickable. Head for the trails found alongside canals and on many bike
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TOP Could the quick-release prove a problem for upgrades? ABOVE The bars – the most flared in this test – are very comfortable
paths and the Marin feels confident, almost pushing to be ridden on more technical, pure gravel bike terrain; and yet that’s where the tyres struggled during testing. Bigger tyres would allow lower pressures to be run and increase the bike’s potential, and 650b wheels would be an SPECIFICATIONS interesting switch to achieve the Weight 11.27kg larger volume rubber. That’s (54cm) Frame where the quick-release nature Series 2 of the wheels may throw in some Beyond Road 6061 difficulties because most aluminium upgrades from this point would Fork 6061 be bolt-thru only. While not aluminium Gears Shimano ruling out upgrades entirely, it’s Claris Brakes worth checking replacement Promax Render-R discs wheels come with the correct Wheels Marin hub standards, or at least Finishing kit adaptors to make them fit. Marin 3D The bars are the most flared forged stem, Marin alloy bar, of the bikes on test and offer an Marin saddle, incredibly comfortable riding Marin alloy post position. The steerer tube (2) is
BIKE TEST Head for canal paths and the Marin feels confident, almost pushing to be ridden on more technical, pure gravel bike terrain
A good bike let down by some technical difficulties
left with a generous amount of height adjustment, and the stem, supplied mounted in the upturned position, gave an upright riding position. Shimano Claris shifters and mechs are a tier below the Sora found on other bikes here, but they offer shifting competence. It’s not uncommon to find the odd flaw with cranks at this price point and below. However, the pressed steel chainrings of the FSA chainset were sufficiently out of true that the front derailleur could not be set up in any manner, which meant the chain would not rub in any gear aside from the small chainring and largest few sprockets on the cassette. Whether this is down to manufacturing or damage in transit is unclear. The combination of a KMC chain and SunRace cassette (3) isn’t unusual below the £1000 mark, but they shift as well as you’d hope paired with Shimano mechs, and the gear range is sufficient for hills and blasting along the flat. As well as disappointing shifting, I was also let down by the braking combination of Promax Render R calipers and Jagwire cables. The caliper, having one static pad and one mobile, means that the disc rotor has to be set up extremely close to the static side to have any chance of not feeling spongey. This is usually caused by the rotor being flexed by the moving pad to get it to contact the static side, and if the rotor happens to be warped, there’s no getting
away from the consistent rubbing because the static rotor is, well… static. The rear brake also had the terminal feel that LOWS the cable was pulling through. Hampered by questionable It wasn’t but while the front component brake felt fairly solid, the rear choices was vague and lacked power. Having been pummelled BUY IF... harder than they would ideally You want a long-term allow, the wheels held up multi-role road admirably in spite of the rear bike being ridden home flat when I didn’t check my kit adequately. Not advisable, however, neither the tyre nor the rim appear to have been affected. The Gestalt is a bike with a huge amount of potential and represents a long-term investment. The frame is begging for some better components, and if this is a bike you plan to do a lot of miles on, it’s a comfortable, capable option – upgrading as and when the stock parts wear out.
THE VERDICT
Potentially a classic, but in need of some changes
ALSO CONSIDER...
HIGHS
Superb frame; handles like a dream
FOR A LITTLE MORE...
MARIN GESTALT 2021 £795
The updated Marin Gestalt will arrive in stores early next year and it follows much the same specification as the one on test, with the same frameset and an inflation-busting price tag of £795.
FOR A LITTLE LESS...
MARIN GESTALT 2 2021 £1295
With Marin’s Series 3 aluminium frame the 2021 Gestalt 2 gains a lighter frameset. Your extra cash will buy you Shimano Tiagra and hydraulic brakes, courtesy of Tektro.
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WE SAY...
An extremely competent road bike that will take you backpacking and on forest tracks too
WHYTE DORSET £999 A bike designed to have fun on riginally a mountain bike brand, Whyte has been a road-bike builder ever since one of the company’s designers converted his mountain bike into a commuter by swapping out the off-road wheels and bouncy fork for road tyres and a rigid fork. As Whyte’s naming schema suggests, it’s still a proudly British brand – other bikes include the Wessex, Gisburn and the Glencoe – and perhaps this explains why the Dorset is the only bike in this test to come with UK winter essential mudguards as standard (1). Versatility is enhanced with the inclusion of rear rack mounts and twin bottle bosses. The ’guards and mounts are suited to adventure and commuting, with the needs of the latter aided by the security skewers with a single, removable key. While the geometry of the frame is within a couple of millimetres of the other bikes here, the Dorset feels a little more stretched. This is almost entirely down to having a longer stem (2) than the other bikes: a glaring reminder of how
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TOP Whyte’s has wisely fitted the Dorset with winter-ready mudguards ABOVE Own-brand finishing kit including Whyte Custom saddle
much impact a small physical difference can have on the feel or fit of a bike. Most retailers could exchange a similar quality stem in a different length if necessary. For me the biggest impact meant that it felt rather cumbersome negotiating gaps on shared-use paths, at least when compared to SPECIFICATIONS the Marin. Weight 11.4kg Aided by grippy, fast-rolling (54cm) 30mm Schwalbe G-One tyres, Frame 6061 the Whyte makes for a highly alloy Fork Carbon competent road bike that’s Gears Shimano willing to take on the worst Sora Brakes TRP Hy/ roads your locality can throw at Rd you. Like the Marin, it becomes Wheels Whyte less planted as the terrain Disc Road becomes noticeably rougher. Finishing kit Whyte alloy That said, taking on winding stem, Whyte roads, switchback-laden 6061 alloy bar, Whyte Custom descents and typical poorly saddle, Whyte maintained tarmac, the Dorset is 6061 alloy an absolute hoot. It sits happily seatpost at whatever your highest
BIKE TEST On winding roads, switchback-laden descents and typical poorly maintained tarmac, the Dorset is an absolute hoot With a shorter stem the Dorset would be much more agile
maintainable pace is and would make a fantastic companion for someone looking for a multi-purpose road bike. It would be right at home being used to build mileage, go ‘credit card’ touring (no camping), and fill the fabled role of winter trainer, on top of being the daily driver. Remove the mudguards and fit bigger rubber, and you’ll have a mile-munching gravel machine that would will thrive on forest tracks. I’ve mentioned how good Shimano’s Sora shifting components are already but paired with a Shimano chainset and cassette with only the KMC chain being off brand, they really do sing. Shifting is light and rapid, and thanks to the bigger gaps between sprockets on a 9-speed cassette, you don’t have to be too precise with setup or shifting to get a clean change. An interesting choice is the TRP Hy/Rd cable actuated hydraulic brake calipers (3). A regular cable pulled by any non-hydraulic lever pulls a master piston in the caliper, pushing the pads in turn. TRP isn’t the first brand to go down this route, but it’s executed it well. It’s done a good job of creating a system that seems relatively fitand-forget. Offering close to hydraulic braking power without incurring the expense of a lever and hose, we’re genuinely surprised more brands don’t spec these. The wheels did require a little truing, but this seems to have been the de-tensioning, which
sometimes happens to a machine-built wheel during the usual bedding-in period. While it won’t be immediately obvious LOWS it does seem worth mentioning Odd choice of stem length because this bike really is a most accommodating house BUY IF... guest. Most bikes require a bit You want a fast of fettling in the first few weeks commuter with of use, but in this case the distance ambitions wheels were the only thing that needed attention – and it took less than 10 minutes in the garage to fix it. This initial bedding-in is the primary reason for the first service that is offered with newly purchased bikes. For the most part the Dorset seems pigeonholed by its long stem. A shorter one would offer a much more agile feel to the bike and widen the its appeal to more riders; however, as it stands, it’s a great all-condition bike that will work extremely well for commuting and road purposes.
THE VERDICT
A reliable workhorse of a bike that still knows how to have fun
ALSO CONSIDER...
HIGHS
Great brakes; highly capable road bike
FOR A LITTLE MORE...
WHYTE DEAN V1 £1275
Whyte’s new addition to its innovative gravel range, the Dean V1 offers all the fixtures and fittings you’ll need for commuting but with 40c gravel tyres and Shimano’s gravel-specific GRX gearing it’s happy off-road too.
FOR A LITTLE LESS...
WHYTE PORTEBELLO V2 £799
Go-anywhere commuter bikes don’t always have to be drop bar. Accordingly, Whyte offers this big tyre equipped flat-barred bike with clever geometry. A budget priced bike with lots of potential.
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DECEMBER 2020 43
01
02
03
WE SAY...
PINNACLE ARKOSE D2
Best spec bike on test that’s designed for riders who like to get off the beaten track
£1025 Gravel-hungry commuter ne thing surprisingly missing from the Arkose is the flared handlebar that can be found on other bikes in this test. What is present, however, are huge 45mm tan-walled WTB tyres, a black paint job set off by reflective graphics, and a test-highest spec, which is no great surprise being a third more expensive than the Boardman. At this end of the market that translates to two groupset tiers higher than the Marin. It ought to blow the rest of the bikes out of the water then, really. Mudguard and rack mounts give the bike allround versatility credentials. The removable seatstay bridge (1) is a nice touch because it adds mud clearance. However, mudguards may be somewhat awkward to fit with the stock tyres, but dropping to 40mm or even 38mm tyres should maintain the bike’s capability while reducing the ‘commuter skunk’ stripe up the back. Inside the front triangle are more mountings than usual – a bottle-cage on the seat tube, plus three bolts (2) on the down tube to
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TOP FSA’s Omega chainset with ‘adventure’ gearing of 48/32 ABOVE Hydraulic braking are superior in performance
allow options of bottle placement or the addition of a direct-mount toolkit; there’s also a bonus cage mount beneath the down tube. The ports in the head tube and seat tube are mentioned as being for dynamo lighting cables, but they could work for Di2 cable routing should electronic gears SPECIFICATIONS ever take your fancy. While I’m Weight 10.8kg talking about gears, let’s go back (Small) to that groupset. Shifting and Frame 6061 brake components are from aluminium Fork Full Shimano’s Tiagra collection: 2 x carbon 10 gearing and fully hydraulic Gears Shimano disc brakes (3) give you top-level Tiagra Brakes Shimano Tiagra performance at a fraction of the hydraulic price. For a shade over the magic Wheels WTB £1000, you’re getting a lot of the ST i21 rims, Novatech D371 same tech used on higher level hubs Finishing groupsets, albeit with a little less kit Pinnacle refined execution. alloy stem and bar, Pinnacle Having an extra gear on your alloy saddle, cassette over the Sora-equipped WTB Volt post bikes doesn’t necessarily mean
BIKE TEST
A bike that’s happier on the back lanes, bouncing through potholes on the way to bridleways The most expensive bike on test comes with a spec to match
wider range; it’s more likely to equate to smaller jumps between each gear, meaning it’s easier to find a gear you can pedal at a comfortable cadence. It also means the shifters and mechs have to be that little bit more precise in what they do, and Shimano trickle down the useful bits through the tiers in such a way that one of the things that makes Tiagra such good value is how smooth and fast the shifting is. The hydraulic brakes are a no-nonsense affair, especially when paired with 160mm rotors. The stopping power is unrivalled in this test and delivered in a well-modulated, entirely manageable way. It never feels like you’re about to, but there’s a sense that you could stop more or less instantly if the need arose. The price of the bike means third-party branded, proven performance components are present. WTB supplies the seat and rims while Novatech brings the hubs. These have bolt-thru axles, the only bike in this test with them. It’s a noticeable performance benefit, making both ends of the bike stiffer and more direct for improved handling. On that note, the bolt-thru axles, hydraulic brakes and 45mm WTB Riddler tyres put this squarely in ‘mountain-bike-lite’ territory, and it handles accordingly. Take it down some of the trails in your local woods and it’s hilariously capable, leaving you grinning from ear to ear.
Back on the road and it’s a perfectly usable drop-bar bike. Yes, the tyres are a little draggy if you run them at low pressure, but 45mm tyres offer huge LOWS Tyres seem to levels of comfort as well as grip. lean away from It’ll get you to work and back commuting; with minimal fuss. Having non-flared bar ridden the flared bars on the other three bikes in the test, BUY IF... The trails returning to ‘normal’ drop bars and adventure took a little adjusting to. I found are what it’s just not as comfortable drive you having your hands rotated further outward, particularly off road but noticeably on tarmac too. The Arkose is quite simply a gravel bike. While it takes commuting in its stride, it’s much happier on back lanes, bouncing through potholes on the way to bridleways. It would jump at the chance to do some grassroots cyclocross too – although narrower tyres would have to be fitted!
THE VERDICT
A well specced gravel-focused option at a sensible price
ALSO CONSIDER...
HIGHS
Fantastic groupset; feature-heavy frame
FOR A LITTLE MORE...
PINNACLE ARKOSE D3 £1350
For three hundred smackers more you will get the same frame as the Arkose D2 but in addition a quality mix of Shimano’s premium Ultegra and 105 into the mix for what looks like a genuine all-road bargain.
FOR A LITTLE LESS...
PINNACLE ARKOSE D1 WOMEN’S £825
Pinnacle’s base model D1 is now available in a women’s specific version with the same all-road versatility but with contact points that have been designed to be more suited to a the average female rider.
BIKERADAR.COM
DECEMBER 2020 45
Multi-role road bike, perfect for full-time commuting and weekend long-distance cafe rides taking in the odd unpaved road, too
AND THE WINNER IS...
WHYTE DORSET Ready to roll wherever you please hen faced with four such different bikes it’s exceptionally difficult to choose a winner. The Marin Gestalt is a hugely fun bike to ride and has lots of potential, but some of the component choices used to get the bike to its relatively affordable £835 price tag dent the performance. The impressive brakes on the less expensive Boardman show that these are a component that doesn’t have to be compromised, nor should it. Three different tiers of Shimano’s groupset range are represented; one 8-speed Claris, two 9-speed Sora and one 10-speed Tiagra. Claris operates perfectly well and Tiagra performs magnificently, but in my opinion Sora is close enough to the higher-level groupset and although the extra gear is nice to have, it’s not enough to swing the conversation.
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The most expensive bike in the test, the Arkose, is extremely capable with off-road leanings; it would not look out of place laden with bags and hydration in search of remote Scottish valleys. It would also be perfectly happy with smaller tyres, mudguards and a rack for more mundane duties. Similarly, the Boardman with its very well-reasoned spec and extremely playful nature is difficult to argue against, especially if your budget is tight. Finally, there’s the Whyte Dorset – the bike which I feel would need the least tweaking to help it fulfil a wide variety of roles. The security skewers, the TRP Hy/Rd brakes and the mudguards mark the Dorset down as a wonderfully complete multi-role road bike that’s perfect for full-time commuting and weekend long-distance cafe rides, taking in the odd unpaved road, too.
THANKS TO OUR SPONSORS...
BIKE TEST BOARDMAN ADV 8.8 £750
MARIN GESTALT £835
WHYTE DORSET £999
PINNACLE ARKOSE D2 £1025
SIZE TESTED
M
54cm
54
Small
SIZES AVAILABLE
S, M, L, XL
50, 52, 54, 58, 60
52, 54, 56, 58
S, M, L, XL
WEIGHT
10.75kg
11.27kg
11.4kg
10.8kg
FRAME
Triple-butted 6061 X7 aluminium
Series 2 Beyond Road, 6061 aluminium
6061 alloy, hydro formed T6 aluminium, multi--butted
6061 aluminium
FORK
C7 carbon with tapered steerer
6061 aluminium
Whyte straight bladed carbon fork
Full carbon
FRAME ALIGNMENT
Perfect
Perfect
Perfect
Perfect
CHAINSET
FSA Vero Pro, 48/32t
FSA Tempo Compact, 50/34t
Shimano FC-R345, 50/34t
FSA Omega MegaExo 48/32t
BOTTOM BRACKET
FSA Powerpro
Sealed bearing square taper
Shimano BB-ES300 splined hollow-type,
MSA MegaExo
CASSETTE
Shimano HG-400S 11-32
SunRace 11-32
Shimano HG-200 11-32
Shimano HG-500 11-34
CHAIN
KMC Z9
KMC Z8
KMC Z9
KMC X10 black
DERAILLEUR
Shimano Sora
Shimano Claris
Shimano Sora
Shimano Tiagra
GEAR LEVERS
Shimano Sora
Shimano Claris
Shimano Sora
Shimano Tiagra
FRONT AND REAR
Boardman ADV Tubeless Ready rims, Formula CX20 (F) CX22 (R) hubs
Marin aluminium double wall rims, forged aluminium hubs
Whyte disc road rims, alloy hubs
WTB ST i21 rims, Novatech D371 (F) D162 (R) hubs
TYRES
Schwalbe G-One All round RG 700x40mm
WTB Exposure Comp, 700x32mm
Schwalbe G-One Speed RG K Guard 700x30mm
WTB Riddler 700x45mm
WHEEL WEIGHT
1.76 (f); 2.3 (r)
1.8 (f); 2.28 (r)
1.66 (f); 2.66 (r)
1.82 (f); 2.48 (r)
STEM
Boardman alloy
Marin 3D forged
Whyte alloy road
Pinnacle alloy
HANDLEBAR
Boardman alloy
Marin butted alloy, compact 12-degree flared drop
Whyte 6061 alloy
Pinnacle alloy
HEADSET
FSA Orbit C-40
FSA No. 8B
FSA No 42
FSA Orbit C-40
SADDLE
Boardman ADV
Marin Beyond Road Concept
Whyte custom
Pinnacle alloy
SEATPOST
Boardman alloy
Marin alloy
Whyte 6061 alloy
WTB Volt
BRAKES
TRP Spyre-C mechanical discs
Promax Render-R mechanical discs
TRP Hy/Rd
Shimano Tiagra hydraulic
TRANSMISSION
WHEELS
COMPONENTS
SPECIFICATIONS & MEASUREMENTS
54.3cm
Boardman ADV 8.8 Cockpit 65.5cm
Standover 77cm BB height 27.4cm Fork offset 44.5mm Trail 69mm
43cm
105.4cm
54.7cm
Whyte Dorset Cockpit 69.3cm
101.4cm
41.3cm
99.8m
72˚ 74˚ cm 45.7
42.5cm
71.5˚
NEXT ISSUE
Pinnacle Arkose D2 Cockpit 65.2cm Standover 77.5cm BB height 27cm Fork offset 52mm Trail 62mm
cm 48.8
Standover 78.5cm BB height 26.8cm Fork offset 46mm Trail 64mm
73.5˚
54cm 72˚
74˚
Marin Gestalt Cockpit 66.2cm cm 45.8
Standover 78cm BB height 27.4cm Fork offset 51.5mm Trail 61mm
72˚
cm 47.7
Geometry is probably the most important factor when buying a bike but, as you can see from these tables, even bikes nominally the same size can vary considerably. All reputable bike retailers – high street and online – should ensure the bike fits you.
73.5˚
53.4cm
43.5cm
103.7cm
FLAT-BAR COMMUTERS If you’re looking for a cost-effective bike to get you to work then we’d suggest looking beyond a racy road bike to the world of the flat-barred commuter hybrid. We’ve got four sub-£700 offerings on test...
BIKERADAR.COM
DECEMBER 2020 47
MOST WANTED
THOMSON FINISHING KIT £115 Dirt drop bar, £155 Masterpiece seatpost, £95 Elite X4 stem, £36 Seat collar CNC’d aluminium has never looked so good homson started producing bike components in the mid 1990s. The parent company, LH Thomson, is a leading aerospace parts manufacturer and it applies the same high-grade CNC (computer numerically controlled) manufacturing techniques to produce high-end parts for bikes. The brand’s first product was a lightweight (192.1g), one-piece CNC’d seatpost: the post head is machined from the same piece of solid aluminium as the post itself, rather than bonded onto a tube. The design makes for an incredibly strong structure, which is lighter than a standard post. This patented design is still in production today and the Masterpiece edition bears the same design as the original. The post’s machined surface reveals how the material is cut down to a very precise 31.6mm diameter. The fit into the frame is superb and when combined with Thomson’s similarly precision-machined seat collar (29.7g), it makes for a very secure fit and one that simply won’t budge or loosen. The clamp has a long 41mm rail seat, which works with both standard and oversized rails. Thomson claims the head can take 440Nm of HIGHS torque and the tube section can Superb withstand 230ft-lb before either performance, will start to bend. Fitting a excellent engineering saddle is easy as is adjustment, and with a wide -5-degree to LOWS +29-degree tilt adjustment High price you’ll be able to achieve a
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precise saddle position. Every element of this (31.6x350mm) post screams quality and precision. The same is true of Thomson’s Elite X4 stem, which comes in at 162.1g for 100mm length. Like the post, the stem is machined from one piece of 7000 series aluminium and manufactured to its aerospace parts standards. Thomson says the stem can be used for anything from road to downhill mountain biking. The finish is as good as it gets, with both clamp sections smoothed so there are no sharp edges that could damage your bar or steerer. Completing the set is Thomson’s Dirt Drop alloy bar. At 299.8g (46cm) the gravel bar features a short 130mm drop and 90mm reach with a 25-degree flare. The drop shape and flare is about as wide as we’d go while still keeping the brake levers in a usable position on and off road. The bar’s subtly shaped profile across the tops makes for a nice handhold and it does a great job of reducing road buzz and jarring from rougher dirt tracks; still, £115 for an alloy bar is expensive no matter how proficient it is. Thomson’s suite of components works beautifully. We wouldn’t recommend this allalloy collection for a lightweight carbon bike, obviously, but if you’re riding titanium, alloy or steel then Thomson’s machined masterpieces will complement your steed perfectly.
ALSO CONSIDER...
01
02
03
PRACTICAL CHOICE
PRO DISCOVER GRAVEL BAR £45 Available in widths from 40 to 44cm, this 276g (42cm) alloy bar has a subtle 12-degree flare and a 75mm reach and very shallow 110mm drop. The ergodrop is designed to work perfectly with Shimano’s GRX gravel levers. The tops feature a wide, flattened profile slightly angled towards the rider. PRO offers a matching Discover stem and seatpost.
WE SAY...
Brilliantly engineered components that give the perfect finish to your non-carbon bike but come at a price
STEM
01
The X4 stem is machined from a single piece of aluminium and combines low weight with huge strength
SEATPOST
02
The Masterpiece seatpost was Thomson’s first component; this design is the same as its 90s’ debut
BUDGET BAR
RITCHEY COMP BUTANO GRAVEL BAR £40
BOLTS
03
Thomson tests and engineers its components to the same exacting standards as the aerospace parts it manufactures
This 6061 alloy bar is available in sizes from 38cm to 46cm wide. The 42cm weighs 285g. It features a 12-degree flare with a 73mm reach and 118mm drop. The rounded profile gives bags of wrist clearance and the bar strikes a nice balance between supple and stiff. There are stems and seatposts to match.
BIKERADAR.COM
DECEMBER 2020 49
WE SAY...
The Fizik is designed for endurance riders while the San Marco will appeal to more aggressive riders
HEAD TO HEAD
FIZIK TEMPO ARGO R5
SELLE SAN MARCO SHORTFIT OPEN DYNAMIC
£89.99
£89.99
Fizik’s short saddle range is split into two options: the Vento is race focused while the Tempo is designed for longer endurance rides.
Weights and measures The Tempo Argo is 10mm longer than the San Marco at 260mm and is 150mm wide. This R5 model uses Fizik’s standard 7mm-diameter K:ium (titanium alloy) rails and tips the scales at 246.7g. Fizik also offers the Tempo in a 160mm version. To ensure you choose the correct width, use the online saddle finder or get measured by a Fizik dealer.
Take comfort The Tempo uses Fizik’s Type 2 padding. It’s a dense, memory foamlike material that has plenty of elasticity, so along with the very flexible hull the Tempo is exceptionably
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comfortable. The heel of the saddle gently kicks upwards, not as extremely as the San Marco but more than enough to keep you in position and stable. However, while the slick matt cover material is great in the dry, when you introduce rain it can feel somewhat greasy, making it harder to stay in one position.
Whose seat?
The Tempo is a supremely comfortable saddle and one that we can easily ride all day every day. The short length makes for plenty of freedom in your pedalling action, and when you want to get into the drops and up HIGHS the excitement levels Superit’s as unobtrusive as it comfortable is comfortable when all-day seat you’re riding on the hoods. We like the LOWS Saddle cover angular aesthetics can be slippery that add a touch of when wet futuristic class.
San Marco’s Shortfit Open Dynamic has a short length but a long, deep channel and a waved profile to put you into a more aggressive ride position.
inherent flex in the hull (helped by the wide and long pressure-relieving cut-out) makes this a pleasant place to spend a few hours. The heel of the saddle cuts an upward path giving you something to push against when working hard, especially when down in the drops. The lightly textured cover also holds you in position, even in the wet. We think the Shortfit would work well on a time-trial bike, especially because the wide, flat but well-padded nose is unobtrusive when riding in a super-aggressive position.
Weights and measures The Shortfit is 250mm long and comes in three widths: 134mm, 144mm and 155mm. You can find your optimal size using San Marco’s ID match system at a San Marco dealer. Our ID Match L3 saddle is 155mm wide and tips the scales at 190.9g for this version with manganese alloy rails.
Take comfort The swoopy, wavy outline of the Shortfit is quite an old-school way of shaping a saddle, but with its short length and wide channel it produces a thoroughly excellent saddle. It is very comfortable and the
Whose seat?
HIGHS
Width options; lightweight; comfortable
LOWS
Not as suited to an upright riding position
The San Marco is versatile enough for any road bike, and we found it more than comfortable enough for long days riding, although its shape is best suited to more aggressive riding.
UPGR ADE
PEARSON TO PASTURES NEW JERSEY & PUSH COMES TO SHOVE BIB SHORTS £216 (as a set) Eco-friendly go-anywhere kit earson’s cycles is the UK’s oldest bike shop, founded in 1860 as a blacksmiths that also fixed up bicycles. It’s now run by the fifth generation of the family, brothers Will and Guy. Alongside designing its own Pearson branded bikes it’s moved into sustainably manufactured clothing designed with a UK emphasis. Aimed at gravel riders, the To Pastures New jersey is made from a wicking, ripstop-style, recycled polyamide blended fabric with 14 per cent Lycra to give four-way stretch. The material is supertough, chosen because it won’t be pulled or torn by hawthorn or brambles, and it’s windproof too. The cut is looser than a road jersey and the collar is higher, although the sleeves are close fitting (again, to prevent catching on brambles). Rather than rear pockets it has two high-stretch pockets on the sides – a smart idea because plenty of gravel and adventure riders wear a pack on the bike. There’s also a zipped chest pocket. The relaxed fit is spot on without being flappy, it works on warm days and wicks well enough, but it’s excellent when the temperature drops. It’s only available in this bold orange so you certainly won’t be missed by traffic. The matching Push Comes to Shove shorts combine a quality endurance pair of bibs with a deep plush pad and plenty of compressive support around the midriff. These are a mountain bike-style baggy short, which is achieved by effectively sewing a pair of highstretch baggies to the Lycra undershort. They are slimmer than your average baggy, which is good as there’s nothing to snag or get in the way, but they are not so close-fitting as to feel conspicuous in a non-cycling environment. On the bike they’re wonderfully comfortable and the twin mesh pockets on the thighs are handy for stashing energy bar HIGHS and gel wrappers. It’s also good Eco-friendly to see that the shorts are made adventuring from 100 per cent recycled outfit material. Pearson ships in recycled and recyclable LOWS Jersey only packaging too. We appreciate its available in commitment to being green; one colour bigger apparel brands take note.
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WE SAY...
PERFECT PARTNER
High-quality UK focused clothing made to last, with proper eco credentials
Black Sheep Adventure socks £22 These tough socks are made using biodegradeable yarns including anti-odour Merino fibres, they wick well in the warm, and thanks to the wool content, keep your toes toasty when it’s cold.
Bicye Insurance wh up 25% off ! *
Visit theinsuranceemporium.co.uk/CP99 or call 03300 244 065 today to claim your extra discount! Entertainment & Leisure Insurance Services Limited is an appointed representative of The Equine and Livestock Insurance Company Limited. The Insurance Emporium is a trading name of The Equine and Livestock Insurance Company Limited (registered in England and Wales no. 294940) which is authorised by the Prudential Regulation Authority and regulated by the Financial Conduct Authority and the Prudential Regulation Authority no. 202748. *The 25% discount is available on lunar and calendar monthly policies and policies where the premium is paid annually, and is made up of 15% Introductory Discount, an Age Related Discount plus Security Discount (if DSSURSULDWH 3OHDVHVHHRXUZHEVLWHIRUWKHDGGLWLRQDOGLVFRXQWV7KH,QWURGXFWRU\'LVFRXQWLVDYDLODEOHIRUWKHɺUVWSUHPLXPSD\PHQWVRQOXQDUDQGFDOHQGDUPRQWKO\ policies or one premium payment on annual policies. X 2ɹHUHQGVDQGLVRQO\UHGHHPDEOHRQPRQWKO\SROLFLHVDQGQRWZKHUHSUHPLXPVDUHSDLGDQQXDOO\
WE SAY...
Cool, comfortable helmet with extra protection at a great price
02
INSIDE INFORMATION
03
HEADMASTER
01
01
The rear cradle is cinched inwards via a micro-adjusting dial and offers vertical adjustment to tune the fit too
WAVECEL
02
WaveCel is a rippled matrix of plastic material that creates cells that act like crumple zones in an impact
VENTILATION
03
The Starvos offers excellent airflow thanks to its well-positioned five forward-facing vents and nine rearward vents
CUTTING EDGE
BONTRAGER STARVOS WAVECEL Low-cost cutting-edge tech
hen Bontrager launched its XXX WaveCel helmet last year it sat at the premium end of its range with a hefty price tag of £200. For 2020 the tech has trickled down to the highly competitive sub-£100 range. The WaveCel material is a collapsible cellular structure that’s 15mm deep and the outer hardshell is lined with 15mm of EPS foam. Between the two there is a separation of around 4mm on the enclosed sections, which has a marked effect on how cool your head feels when riding. When combined with the open construction, the free-flowing air from the five forward-facing vents and nine rearward vents makes it one of the best helmets we’ve worn on hot rides. The downside is that the WaveCel adds around 50g to the helmet weight, putting the Starvos HIGHS at 375.4g (size large). By Great fit, airy comparison, our current feel, well favourite sub-£100 helmet, finished Bell’s Avenue MIPS, tips the scales at 310g while Bontrager’s LOWS Not the own Circuit MIPS weighs in at lightest at sub 300g. While we appreciate this price that some riders prefer lighter
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lids, in the real world the weight difference isn’t really that noticeable, being only the equivalent of a one and a half Snickers bars. While the internal padding is minimal, the Starvos nevertheless feels comfortable because the WaveCel material has a bit more give than EPS foam, so you don’t feel any elements of the helmet pressing against your head. Plus, the moisture-wicking pads are easily removable for washing. Bontrager’s Headmaster cradle offers 15mm of vertical adjustment at the rear plus a generous range of circumference adjustment via a dial for easy one-handed tuning while riding. The nylon on the straps is middleweight but soft-feeling so it doesn’t irritate, and adjusting the Y-shaped lockdown dividers is easy. It’s also worth mentioning that Bontrager now offers the Starvos in XL sizing, which will fit head circumferences of 60-66cm, which is far beyond most manufacturers’ usual size range. In addition, Bontrager backs up the Starvos with a crash guarantee – replacing the helmet for free in the event of crash damage within the first year of ownership – plus it offers a 30-day, no-questions-asked return policy so you won’t lose out if you don’t get on with it. It’s also available in black or white as well as green.
WaveCel is a series of rippled plastic strips that form a cellular structure. In the event of an impact the material acts like a crumple zone (like a car bumper). It compresses and redirects impact energy away from your head. Bontrager claims WaveCel is 48 times more effective against head injuries than a foam-cored helmet. Independent testing by the US institute Virginia Tech gives the WaveCel a full 5-star rating.
ALSO CONSIDER...
£99.99
RIDE THE WAVE
BELL AVENUE MIPS £64.99 The MIPS anti-rotational system used to be only available on premium helmets, but recently it’s trickled down to much more affordable ones. Bell’s Avenue MIPS carries over plenty of tech from its premium line. It’s well-styled, great-fitting and reasonably light (310g), and as well-finished as helmets more than twice the price.
WE SAY...
Impressive aero carbon wheelset that is optimised for wider tyres and disc brakes
UPGR ADE
£999
Progressive aero wheels from a British brand
he Strade is a new aero carbon disc-brake-only wheelset. Developed in collaboration with the sports engineering department at Nottingham Trent University, the rims were designed around data collected on real-world wind conditions. The result is a 49mm deep, 32mm wide, U-shaped front rim and a 54mm deep, 30mm wide, more V-shaped rear wheel. A shallower front rim is affected less by crosswinds. Parcours benchmarked the Strades against a Fulcrum Racing 5 wheelset and its own previous all-round aero road wheelset, the Passista Disc, in a wind tunnel. The results were impressive. The Strade wheels with 28mm tyres were the fastest combination, saving 58 and 21 seconds respectively over HIGHS the Fulcrum and Passista Decent wheels. Being able to use bigvalue, good volume tyres without an crosswind stability aerodynamic penalty is a real boon in the UK, where road LOWS conditions are generally poor, Not tubeless but the wheels were tested solo, out the box without bike or rider.
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The wheels are built around Parcours’ own hubs, which run on EZO steel bearings, with 24 Sapim CX-Ray straight-pull spokes. The hubs can be serviced with basic tools. Setup is easy with both clincher and tubeless tyres, but you’ll need to buy tubeless rim tape and valves separately (Parcours sells its own tubeless kit for £23.99) to use a tubeless setup. As standard, the wheels ship with clincher rim strips. With an internal width of 22.5mm, tyres pump up slightly wider than their marked size, with a nice, round shape that makes for a healthy contact patch. They handle well for a wheelset of around 50mm deep too, being stable in blustery conditions. At 1570g (with tubeless rim tape and valves), they’re competitive in the weight department and they feel fast on the road. The Strade wheelset impresses with its modern design and performance and its premium looks wouldn’t be out of place on a set costing far more. A few years ago, £999 would have represented fantastic value for a set of progressive carbon aero wheels. However, with ever more brands offering similar wheelsets around the £1000 mark, they stand out from the pack slightly less but are still a solid choice.
BENCHMARK
PARCOURS STRADE WHEELSET HUNT 30 CARBON AERO DISC £799 Weighing in at just 1340g, the wheel’s 27mm external and 21mm internal width provides aero benefit across various yaw angles while expanding the tyres for comfort. Hunt offers them prefitted with either Hutchinson or Schwalbe tyres, saving you time and money. Hunt’s 50 Carbon Wide Aero wheels have deeper 50mm rims and cost £849.
DE MAN D
Sirius Mk9
TraceR ReAKT Mk2
850 Lumens Handlebar mounted Daybright Pulse
120 Lumens Seatpost mounted ReAKT Technology
F OC US
ALSO CONSIDER...
SIMPLY THE BEST
FIZIK TEMPO POWERSTRAP R5 £109.99
WE SAY...
Very comfortable, well designed, topperforming shoes with a high-vis option UPGR ADE
NORTHWAVE REVOLUTION 2 £174.99
High-performance road shoes
orthwave’s Revolution 2 is available in black and a plum/ black fade. However, as the days shorten, we’re more interested in the silver reflective version here. The entire surface of the PU leather upper is coated in a matt grey finish which, under direct light, reflects with phosphorescent brightness – ideal for adding a good yet subtle dollop of highvis to your riding wardrobe. It’s not all about shiny reflectivity, though. Underneath the clever finish is a very wellconsidered shoe. The footbeds are perfectly shaped and blend nicely with the sculpted anatomical shape. The rigid arch support is bonded to the sole and upper and provides superb stability for your foot when sprinting out of the saddle; even so, the Revolution 2 isn’t a super-stiff sprinter’s shoe. The outsole is a mix of what Northwave calls “morph HIGHS carbon”, which is a carbonGreat fit and visibility reinforced nylon paired with a stiff carbon insert at the midLOWS foot cleat area. The carbon cleat Middling plate adds plenty of stiffness weight where it’s needed but the rest of
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These Fiziks use a simple Velcro strap closure that crisscrosses over the forefoot but when strapped up draws the volume of the shoe in equally. The even tension and fit are excellent and, although these are a little weighty at 626g a pair (EU45) due to the heavier nylon-infused out-sole and a more traditional PU leather upper, we’d still recommend them for all-day comfort.
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the sole is allowed a little flex, making these a great option for long endurance endeavours. The standard three-bolt mount on the sole is complemented by slots cut into the sole to take Northwave’s Speedplay adaptors. It also has the cleat locator slot as used with Look cleats. The sole has a substantial heel bumper and a bonded rubber protector at the toe. Retention is handled by Northwave’s own SLW2 (Speed Lace Winch) dials. These offer micro-adjustments and the alloy trigger on the dial allows for small adjustments on the tension-releasing side. The SLW2 isn’t quite as user friendly as a Boa but it’s just as secure, and once you’re familiar with the way it works it’s simple and very effective. The padding inside is generous around the cuff and heel cup and the free-floating tongue is well padded too. Heel retention is aided by a cat’s tongue-textured material that grips well. The great shape of the shoe’s upper holds this tester’s feet perfectly, so the grippy heel is just an extra layer of security. The Revolutions weigh a reasonable 663.2g for a pair of size 46s. The Revolution is a very decent shoe that is well made, supremely comfortable and offers the added bonus of high visibility in low light.
FEET ON PHYRE
SHIMANO RC7 £170 The RC7s are a version of Shimano’s flagship S-Phyre shoes. They boast Shimano’s great shape, come in a wide range of sizes and in wider fittings too. The upper has a multitude of microperforations for ventilation. Boa dials control the volume and the tension wire path offers uniform tension when tightening that avoids pinch points. In all, a great-looking shoe that performs as well as far pricier products.
UPGR ADE
Q36.5 UNIQUE BIB SHORTS & L1 PINSTRIPE X JERSEY £295, £152 Tech-laden lightweight racewear talian brand Q36.5 is known for its high-tech materials and design but even with that in mind the 165g UNIQUE Bib Shorts have to be the pinnacle of its tech. Rather than lots of panels, these bibs use just a single front and rear piece, which are woven in a 3D form making for quite simply the bestfitting shorts we’ve ever tried. The bibs are supportive in all the right places. The rear features a highly elastic compressive section around the base of your back, which adds support when hunched over on the bike. In contrast, the inner thigh material is more open-weave to regulate temperature and allow for free movement. The front panel weave varies to gradually increase compression around your thigh muscles for support. The panels are bonded so there’s no irritating stitched seams. The multi-density pad is very well shaped and comfortable without being bulky. The bibs are an ultra-light mesh and the highly breathable braces have blind seams inside so they’re not against your skin. The crossover back section sits flat and the gossamer-like fabric gives a light feel. Lots of reflective details are welcome. These bibs are now an absolute favourite. The Pinstripe X jersey matches the UNIQUE bibs for light weight at just 114g (XL). Q36.5 claims the fabric is totally new with outstanding wicking and thermoregulation properties. It’s more textured than standard polyester, with a thread that creates a pinstripe pattern. Both bibs and jersey have HeiQ Smart Temp, a treatment that means the material responds as your body temperature rises by opening up, helping to wick sweat fast and then constricts as you cool to maintain your body temperature. We found both garments lived up to expectations; they kept us dry riding in the heat of summer and we haven’t got cold in them now the mercury has dropped. Jersey details include no HIGHS Smart design shoulder seams for comfort and three structured rear pockets LOWS with reflective detailing plus a High price zip pocket.
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WE SAY...
PERFECT PARTNER
Excellent design, comfort, wicking and thermal regulation for those who can afford the best
Q36.5 PLUS YOU SOCKS £15 Lighter-weight socks with Merino and silk to keep feet cosy when the temperature lowers. Warmth and comfort without the bulk.
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VERY IMPORTANT BIKE
Merida Reacto V4 £9000 Mark Cavendish’s new ride hen Merida introduced the original Reacto back in 2011 it was one of the first manufacturers to bring aerodynamics to a bike designed to be ridden on every stage of the Grand Tours. Over the years, Merida has fine-tuned the Reacto introducing full cable integration, adding disc brakes while reducing the Reacto’s SPECIFICATIONS impressively low drag, not to Weight 7.9kg mention lowering weight along (size XL) with it. By 2018, with the release Frame CF5 of the V3, the Reacto had become carbon Fork CF5 the go-to bike for Merida’s carbon Gears WorldTour teams who were Shimano DuraAce Di2 (52/36, prepared to sacrifice some ride 11-30) Brakes comfort in the pursuit of windShimano Duracheating pace. Ace Wheelset Vision Metron For this all-new V4 Merida 55SL TLR has taken the Reacto beyond Finishing kit Vision Metron aerodynamics and designed a 5D one-piece bike with the DNA of a pure-bred bar/stem, Prologo Scratch aero machine but the ride quality M5 Nack saddle, of a general classification bike – Reacto S-Flex and it’s lighter weight too. While aero post, Continental Merida’s rivals in the peloton – Grand Prix Cannondale (with the SuperSix 5000 25c tyres, EVO), Specialized (with the bottle cage, Dura-Ace Tarmac SL7) and Trek (with the power meter Emonda SLR) – all looked to add
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Merida has built disc-cooling fins into the fork legs and rear stays to regulate brake temperature
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aerodynamics to their lightweight all-rounders Merida are the only brand to flip this approach on its head with the 4th generation Reacto. It has achieved this by improving the Reacto’s ride comfort, primarily by changing the layup of the carbon fibre chassis to increase vibration damping and compliance, but also refining the S-Flex seatpost. This dedicated airfoil-shaped post features a cutaway section into which an elastomer is bonded to reduce road noise and add some flex for smoothing rough road surfaces. Tyre clearance has been increased to a generous 30mm max tyre width too. The V4’s aerodynamics have also been refined in a number of ways. For example, the rear seatstays attach lower down the seat tube; complete cable integration at the front end saves two watts alone, while the thru-axles, integrated disc brake coolers and seatpost clamp are all streamlined. The top-of-the-range Reacto V4 mirrors the specification of Team Bahrain McLaren’s race bikes with its complete Shimano Dura-Ace Di2 groupset, including a Dura-Ace power meter. The bike is finished with Vision’s Metron pairing of the 5D integrated bar system and deep-section 55SL wheels. That makes for a pure superbike worthy of a sprinter as fast as Mark Cavendish who has all of the ability to make the most of this incredibly aero and very fast machine.
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Cables are routed inside Vision’s Metron 5D bar/stem for a clean finish and improved aerodynamics
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Shimano’s low-profile directmount rear mech is super-rigid for accurate shifts and reliability
M E R I D A R E A C T O V4 VIB
Merida has added all-round abilities to its class-leading pure aero Reacto
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A strong core will boost your power output and your pedalling efficiency, but which exercises are best for cyclists? We bust the myths and reveal the ultimate core workout Words Mark Bailey Photos Joseph Branston ll the key components of good cycling performance – from power output and pedalling efficiency to aerodynamic posture and muscle endurance – are dependent on one vital but often overlooked quality: core strength. Without a solid core, you won’t channel as much power through your pedals, you’ll suffer an unbalanced pedalling technique, you won’t be able to hold an aero position and you’ll become vulnerable to aches and injuries. “A strong core will optimise your ability to produce power because you will have a more solid base,” explains Bianca Broadbent (@thecyclephysio), specialist sports physiotherapist at Spire Healthcare and bike fitter at Fit Your Bike. “There’s an old saying: ‘You wouldn’t fire a cannonball from a raft.’ And you especially need a strong core at low cadences, like going uphill or riding out of the saddle, where the reactive forces often need to be higher. A strong core will improve your resistance to
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CORE VALUES
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DECEMBER 2020 65
CORE VALUES
“A strong core will optimise your ability to produce power because you will have a more solid base. There’s an old saying: ‘You wouldn’t fire a cannonball from a raft’” fatigue, allow you to hold your position for longer and adopt a more aggressive position. It will reduce inefficient movements, which can lead to energy wastage, especially as you start to fatigue. And it will improve your ‘saddle stability’ to prevent you shuffling about and getting friction-related saddle disorders.” There are many misconceptions about core strength – not least in our understanding of what it actually means. “Core musculature is not just limited to the abdominals,” explains Broadbent. “It includes the spinal extensors in your back, leg muscles, such as your glutes, and the deep postural muscles that work at lower thresholds for longer periods of time to help you maintain a stable position on the bike. All of these muscles contribute to core strength.” Cycling also places some pretty unique demands on your core. Cyclists have
to hold their upper body steady while moving their lower body; both legs must work in unison; and cyclists endure constant imbalances as one leg rises and the other is lowered with each pedal stroke. This means that many standard core exercises used by gym-goers are ineffective for cyclists. “Cycling, unlike many other sports, does require us to hold a relatively static position so good muscular endurance is helpful,” says Broadbent. “But we can also consider cycling an anti-rotation sport because you don’t want your body to rotate as you pedal. A degree of truncal stiffness is beneficial for comfort and performance. But too much rigidity may compromise your ability to react fluently to the environment, like when avoiding potholes. So it’s important to bring both static and dynamic exercises into the mix.”
Cyclists also have to practise their breathing when doing core exercises. It sounds obvious, but it’s easy to brace too tightly and forget to breathe. You might get away with it during a 30-second exercise, but if you don’t learn to breathe while bracing your core it will affect your performance on the bike, as Broadbent warns. “What often happens is an excessive ‘bracing’ response, which inhibits our ability to breathe deeply and that’s pretty essential when performing an aerobic sport. We ideally want a balance between engagement of our targeted muscles and the ability to facilitate normal torso mechanics, such as breathing.” To help you find the right balance, Broadbent has devised the ultimate cycling core workout – one that will benefit cyclists of all levels – and guides us through the movements below. It includes static and dynamic exercises, compound movements that work several muscles in unison, and exercises which recruit the side, leg and back muscles too. “Incorporating some of these into your routine twice a week will deliver sufficient improvements in strength,” she says. So, here is your 10-step plan to a stronger core.
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Dead bug
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How to do it: Lie on your back with a gym ball in your hands. Lift your feet up so your hips and knees are at 90 degrees and rest your hands on the side of the ball. Take your right arm off the ball and reach away from your body, and extend your left leg simultaneously. Keep the other limbs in contact with the ball to hold it in
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place. Repeat the other side. Remember to keep breathing steadily throughout the movements as this is key to strong bike performance. Core value: “This targets the major abdominals,” explains Bianca Broadbent, “so it teaches you to engage your core – especially if those core muscles are weak to start with.” It also involves
moving your arms and legs independently, while bracing your core, making this a perfect drill for cyclists. “The added benefit is that by simultaneously moving your arms and legs, you learn to move your limbs independently of the spine, promoting a stiffer core.” Dose: 3 sets of 12 to 15 reps Level: Intermediate
CORE VALUES
02 Stir the pot your abdominals, including the rectus abdominis and obliques [side muscles],” explains Broadbent, “while simultaneously adding some upper limb work.” It’s especially good for helping you to hold a more aggressive and aerodynamic road or TT position. Dose: 3 sets of 6 to 8 reps each way, or roughly 30 to 45 secs per set Level: Advanced
How to do it: Start in a kneeling position while resting your forearms on a gym ball. Allow about a 90degree angle at the shoulder joint. Push up through your arms and feet into a plank position, then use your forearms to move the ball in small circles, both clockwise and counter-clockwise. Speed up to make it harder. Core value: “This is a functional way to target
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Pallof press
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How to do it: Wedge a resistance band under one knee and adopt a split kneeling position. Hold the band close to your chest then push the band away from your body along a horizontal line, while keeping your trunk still. Repeat on the other side. To work your obliques as well, try pushing
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the band away and to the side as well, which will strengthen your side muscles ready for when you take on tight hairpin bends. Core value: This will help you hold a steady position on the bike – even while wrestling your bike up a hill. “With this exercise, you will recruit the abdominal
“This will help you hold a steady position on the bike, even while wrestling your bike up a hill”
muscles isometrically, in other words with a static contraction,” explains Broadbent. “But it will also work the obliques and spinal extensors while incorporating movements of the upper limbs.” Dose: 3 sets of 6 to 8 reps per side Level: Beginner
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CORE VALUES
05 Mountain climbers How to do it: Start in a press-up position and keep your spine in a neutral position. Lift your right knee up towards your shoulder and back again, then repeat with the left side. Core value: “These target the neglected but important hip flexors – which bring your legs up to your trunk as you pedal and help transfer force – as well as the abdominals,” explains Broadbent. “They also potentially reduce the likelihood of lower back pain.” Dose: 3 x 60 sec efforts Level: Beginner: a TRX suspension trainer (resistance bands) will increase difficulty
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06 Side plank ‘bicycle’
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How to do it: Adopt a plank position and hold your spine straight. “It’s common to be bum up or bum down,” warns Broadbent. Move your left hand backwards so it’s underneath your shoulder and push through it until it is straight. Then repeat on the other side until you are in a press-up position. Place your weight down through each forearm to return to the
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starting position. Core value: “This is good for resisting fatigue on long rides, when out of the saddle or when riding with aero bars,” explains Broadbent. “That’s because it targets your triceps, shoulder stabilisers and abdominals all at once.” Dose: Aim for as many reps as you can in 3 x 30 secs, building up to 3 x 60 secs Level: Intermediate
How to do it: Lie on your side and push up through your arm and lower leg into a side plank. Lift the top leg away from your midline slightly, then take the leg through a pedalling motion. Core value: “This targets the obliques and glute med muscles, which are essential for mitigating unhelpful rotational forces in the trunk and lower limbs,” says Broadbent. “As a result, this will optimise your power production, as well as reducing the incidence of anterior knee pain or lower back pain.” Dose: 2 to 3 sets of 30 secs, building to 60 secs Level: Intermediate to advanced
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“It teaches you to engage your core, – especially if those core muscles are weak to start with”
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08 Jack knife
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Medicine ball throws
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How to do it: Stand with your feet shoulder-width apart, with a wall to your right-hand side. Adopt a squat position with a medicine ball in your hands at waist level. Rotate the ball to the right, away from the wall, then throw the ball across your body and into the wall, pushing off your left leg. Catch the ball, then after one set repeat on other side.
Core value: “This rotationbased exercise introduces some variety and balance to your routine,” explains Broadbent, “but it will also help strengthen your core for when you need to power up out of the saddle and push hard with your legs.” Dose: 3 sets of 12 reps each side Level: Beginner through to advanced
How to do it: Adopt a press-up position with both your feet on a gym ball. Keep a relatively neutral spine position, otherwise your arms will do most of the work and quickly fatigue. Keeping your feet on the ball, pull your knees towards your chest, then return to the start. Core value: “This is a hugely demanding core exercise that will target your hip flexors, rectus abdominis, obliques and upper-body stabilisers. It will particularly help those who ride in an aggressive position on their time trial bike.” Dose: 2 to 3 sets of 6 to 8 reps, but focus on form over volume Level: Advanced
CORE VALUES “A powerful exercise. By altering the position of the weight, you can bag a bonus core workout”
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Goblet squat
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How to do it: Stand with your feet shoulder-width apart. Hold a dumbbell or kettlebell about 20cm from your chest. You should feel your abs and spinal muscles tighten to counter this. Now bend your knees and squat as far as you can before returning to the start.
Core value: The squat is a powerful exercise that works your hips and glutes. But by simply altering the position of the weight, you can bag a bonus core workout. “Holding the weight in front of you helps to recruit not only the large muscles like the rectus abdominis and
erector spinae but some of the deeper postural muscles too,” explains Broadbent. “This helps you to hold a stronger position while pushing hard on the pedals.” Dose: 3 sets of 6 to 8 reps Level: Beginner through to advanced as you increase the weight
10 Deadlifts How to do it: If you have access to a gym, use a barbell, but a dumbbell will also work. Stand with your feet shoulder-width apart, bend your knees and hinge forward at the hips and spine, maintaining a relatively flat spinal position. Pick the weight up from the floor, and push through your feet so you extend through your hips, knees and ankles back to your starting position. Core values: Don’t be intimidated by this classic strength exercise: it works lots of key strength and stabilising muscles to help you produce power more efficiently. “You’ll target the stabilising muscles in the spine, as well as the spinal extensors, glutes and hamstrings,” says Broadbent. “This will have a widespread impact on your ability to produce force through your legs.” Dose: Aim for 3 x 12 reps with a light weight – this is about stability as well as strength Level: Beginner through to advanced
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GARAGE SALE
After more than 20 years of testing bikes senior tech editor Warren Rossiter has collected a fair few along the way. We prise open the bike shed door to have a rummage inside… WORDS Warren Rossiter PHOTOGRAPHY Russell Burton
M
y love affair with bikes started at a young age. First a Raleigh Tomahawk, then a Commando, then a Grifter, then a series of proto-mountain hack bikes consisting of old tourers saved from skips. Then a Muddy Fox Courier comp for fun and a Peugeot Carbolite road bike for serious training. The list goes on... But once I started working for bike magazines, things changed dramatically, testing – at a rough estimate – more than 2000 over two decades. And the problem with spending all of your time working in a sweet shop is that you run the risk of becoming a glutton... So, yes, I have a problem with road bikes: I test them, I fall in love with them and then I want to keep them, which often means reaching deep into my pocket and shelling out on machines I just can’t bear to be without. God help me if I had unlimited funds and unlimited storage – I’d own more than 200 by now. The fact that my bike stable is only a tenth of that shows a lot of restraint. Trust me, it does. The bikes selected here are the ones that I fell for in a big way and haven’t fallen out with since.
(* Absolutely none of these bikes are for sale) BIKERADAR.COM
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GARAGE SALE
Storck Scenario Comp 1999 German brand Storck’s carbon bikes are pretty special, but the brand’s golden era was aluminium. This allalloy (Easton tubing) Scenario Comp was custom-painted for the 1999 Eurobike show for Storck’s stand. After seeing it, I was taken by the amazing candy-apple flip metallic paintwork. One day, my garage was burgled. I lost a lot of bikes, so after the insurance was settled, I used some of the money on a project to cheer myself up. The Storck Scenario Comp frameset was purchased, along with custom-built (by Harry Rowland) DT Swiss rims on matching green anodised Tune hubs (and green spoke nipples), a custom Tune chainset, custom green Crank Brothers road pedals (sadly no longer made), custom green tune components, a green Chris King headset, ultralight Alpha Q fork and Campagnolo Record. Even
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the cables were custom green anodised Nokons (a cable with outers made from lightweight aluminium sections). It took 18 months to arrive and I put more than five figures into building it, but when it was finally finished, it was a 6.3kg superbike that rides brilliantly. Sadly, it took so long to build that, by the time of its completion, carbon had happened in a big way, drivetrains had got another gear and tyre clearances made more generous. I had ended up with something that was heading for obsolescence. Nevertheless, it’s a bike that I still judge favourable against the latest and greatest race machines.
It took 18 months to arrive and I put more than five figures into building it. But this superbike rides brilliantly
Dedacciai Temerario 2010 The Temarario is a bike that looks so crazy that I couldn’t help but fall head over heels for it. The angular boxy carbon tubing up front with the aero bladed fork is like an imaginative child’s drawing of a road-racing superbike, all combined with titanium seatstays (apparently to add some comfort). I love the weird juxtaposition between futuristic and classic styling here. As mad as the Temarario looks, it also has something special in its ride. It’s classic Italian road-bike character with an aggressive head angle and short fork offset, meaning laser-fast handling. The mish-mash of tubes between square, aero, round and sculpted all blend together to produce a ride
quality that's hard but not harsh. It’s a bike so far out there, so off the wall, that it deserves to be remembered for its brilliant oddness. Bikes like this are a perfect reminder that we all ride for fun. It also runs Shimano’s first-generation Ultegra Di2 with its boxy little batteries and cabling that incorporates a lot of tape and zip ties – something that today’s all-hidden, fully integrated fashionistas would baulk at.
It’s a bike so far out there, so off the wall, that it deserves to be remembered for its brilliant oddness
Cannondale Synapse 5 2014 Parlee Z-Zero custom 2013 A few years ago, a few of the Cycling Plus team went to custom builders to create a bike. Parlee had a reputation at the time as the go-to guys for the top professionals. If the bike they rode in the peloton didn’t quite meet expectations, Bob and his team could create an ultralight bike that would do the business. I visited Bespoke bikes in Farringdon for Rëtul fit sessions – a process that involves 3D motion capture technology – so this bike fits me like a glove. Handlingwise, it was based on the Storck and I even went for a metallic green paint finish in homage to it. The result is a bike that goes beyond my wildest expectations. The chassis has had a few rebuilds
in its time and it's been ridden for more than 8000 miles. Nonetheless, it still feels gloriously rapid, light and lively. I’ve now settled on SRAM Red eTap (the old 11-speed setup), but with the long cage wifi rear mech and an 11-32 cassette paired with Zipp 404 NSWs. It’s another sub-7kg bike and, now that everything has gone aero and disc, acts as a good reminder of everything that was good about classic road bikes with rim brakes.
This is the bike that was crowned 2014’s Bike of the Year, and one that remains much loved to this day. The original 105 groupset stayed on the bike for a long time and it was only replaced (with Dura-Ace) when I didn’t have a donor frameset to build up with Shimano’s then new kit as part of a launch. I still think this modest Synapse is one of the most balanced bikes, combining fun handling and
The Synapse is still my go-to bike for long days out. The butter-smooth comfort is highmileage heaven
smooth comfort. In fact, I can remember raising a few eyebrows at Cannondale when I said that this standard model was superior to the high-end, hi-mod carbon models; I thought that one lost its smooth edge with the transition into ultrastiff, lightweight, highmodulus carbon. I believe an endurance bike should have comfort as a priority over stiffness and light weight. The Synapse is still my go-to bike for long days out as the ride position suits me – once I placed a Cane-Creek zerostack headset to reduce the front-end height – and the butter-smooth comfort is high-mileage heaven.
It's been ridden for more than 8000 miles, but the Parlee still feels gloriously rapid, light and lively
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Lynskey Helix Disc custom 2017
Cannondale Slate Ultegra 2016 When I first saw the Slate at the launch of Cannondale’s SuperSix EVO Disc, I was awestruck. It had taken the bubbling-under trend for gravel bikes and mated it with the sort of aluminium mountain bike hardtails I rode in the 1990s. I knew I needed to get one in to test and I absolutely loved it. At the time, I described it as a bike nobody needed but, by God, did I want one! In hindsight, an aluminium bike with a
The Slate marks a moment in time before the development of gravel bikes. I'm sure it will be a future classic
huge single-sided carbon suspension fork didn’t make commercial sense: about half the price of the bike is in the fork, after all. But on the road, track and trail, it’s bags of fun. Compared to modern gravel bikes, it’s a little off as it has 650b wheels, not a huge amount of tyre clearance (42mm at most) and road gearing that’s fast roadbike territory (none of the mega-range 1x or adventure compact here: 52/36 with an 11-28). However, the Slate marks a moment in time before the development of gravel bikes and I’m sure it’ll be a future classic, which is why I’m holding onto this wonderfully odd diversion from the drop-bar norms.
This Lynskey came together when I was writing a feature on the legendary US titanium brand. As part of the research, I got talking to one of the Lynskey clan about bikes we’d always wanted. I explained that I fancied a bike with big clearances for off-road tyres, but with road geometry and a smooth Synapse-like ride; something versatile, sporty and comfortable. Lynskey accepted the challenge. Nothing I proposed was dismissed out of hand and it accommodated everything I asked for. The resulting bike has a paint scheme I designed and the geometry I wanted, as
well as the clearances and ride quality. Lynskey even sourced an out-of-production FSA bar that was a personal favourite. I got to visit them to see it being finished in Tennessee, so this is the one bike that I’ll never part with because I had such a part in its conception. It rides so beautifully smooth I can take it anywhere, road or trail, and it always brings a smile to my face.
This is one bike I'll never part with because I had such a part in its conception. It always brings a smile to my face
OUT-THERE ODDITIES It’s not just purposeful road machines Warren has stowed away…
GT PERFORMER JAMIE BESTWICK LONG WHEELBASE This BMX of indeterminate age was a gift from my best mate, who couldn’t understand how I’d gone from kids’ bikes, to skateboards and mountain bikes in my youth, but still fully believed a man in his forties should have a BMX.
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BIANCHI PISTA CHROME
1960S FALCON 531 ROAD BIKE
I spied this gorgeous allchrome fixed/single-speed on a trip to Italy and on my return home, I just knew I had to find one. It became a Christmas present from my partner Laura.
A bike I bought for a £100 Cycling Plus challenge. I cleaned it up and got it working, and have always promised that one day I’ll get round to restoring it to ride at L’Eroica. But it's more than five years down the line and I still haven’t found the time.
KANSI FOLDER The Kansi was the brainchild of mountain bike trials legend Martin Hawes. It was only around for a couple of years, but I still think it’s the best handling folding bike around. It’s our family go-to bike when it comes to mix-mode travel.
GARAGE SALE
BUYING TIPS FROM A BIKE ADDICT #01 ALWAYS TEST RIDE A BIKE Reviews alone can only tell you so much. Only you will know what suits your riding style, shape and quality of the roads in your location.
#02 DON’T BUY FOR ITS PARTS. THESE WILL WEAR OUT
Giant TCR Advanced SL Disc 2018 The TCR is a bike that’s been around pretty much as long as I have been testing bikes. Across its incarnations, it’s always been a winner and the latest model looks to continue that trend. My 2018 edition is one hell of a machine and, in my opinion, is the epitome of what makes a great fast bike: the weight is low, the stiffness is high and the handling is rapid. This one was a long-term test bike. After a year of riding it relentlessly – and using the chassis as a test bed for masses of components –
I just couldn’t imagine being without it. So when Giant asked for its return at the end of the year, I asked for the bill. Since then, I’ve continued to use it as a test bed, but to me it’s perfectly set-up with its current component line-up. And that’s pretty much how it’s destined to remain.
The epitome of what makes a great fast bike: the weight is low, the stiffness is high and the handling is rapid
It's easy to be taken in by a bike with a smattering of high-grade parts, but remember drivetrain parts will wear out eventually. You want the heart of the bike – the frame and fork – to be the best you can afford. Everything else can be upgraded when it comes to replacement time.
#03 GET THE BIKE YOU NEED We can all be drawn into getting a premium Tour de France conqueror, but if you ride predominantly on byways, towpaths and trails, then a ultra-lightweight ProTour machine won’t be optimum. If you’re not supersupple, then a slammed aero race machine isn’t for you either. An ill-fitting or illchosen bike won’t help your riding experience. A bike that fits both you and the terrain will enhance it.
#04 IF YOU ARE UNSURE… ASK Good bike shops are there to help: you’ll get good advice on what’s the right bike for you and you can get guidance on fit, or even a proper fit itself. Plus, a relationship with a good bike shop is invaluable for getting the best when it comes to servicing, upgrading and repair time.
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GARAGE SALE
Sven Cycles Swift ebike This is another test bike that was something a little different: an ebike for my 60-mile round trip commute to Bristol and back. Due to the pandemic, for most of 2020 it’s been the stalwart of our weekly shop at home; with the box mounted on the front porter rack and a backpack, I can usually carry our weekly food rations. This year, I’ve put more miles into the Sven than into my car and it’s been an absolute rock.
The Shimano steps system is bulletproof and the quality of Sven’s frame workmanship is stunning. It’s a ride that’s pure luxury in a very utilitarian way. And it’s got custom carbon mudguards too!
During the pandemic, I've put more miles into the Sven than into my car and it's been an absolute rock
THE ONE(S) THAT GOT AWAY… It’s sad but true. Even though Warren has collected this many bikes, there are still a few he wishes he had
2012 CANNONDALE SUPERSIX EVO
2016 BIANCHI SPECIALISIMA
The original EVO was an absolute stunner, with the combination of the classic horizontal top tube design, slim round carbon tubes and flyweight all screaming future classic. Add in handling that’s nothing short of sublime and I still kick myself for not squirreling away one of these dream machines in my garage.
This was like Bianchi’s take on the EVO, but wrapped up in a gloss of heritage and celestecoloured beauty that’s ageless and iconic.
1992 GT ZASKAR I had one of these classic mountain bikes. I raced it and I loved it, but tragically made the mad mistake of chopping it in for a longforgotten ‘upgrade’.
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Mountains to G In an extract from his new book of favourite climbs, Geraint Thomas profiles Alpe d’Huez, where he won during the 2018 Tour de France
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Mountains
According
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So you know all about Alpe d’Huez. Everyone does. It’s an icon, a target, a dream. It’s a t-shirt, a poster, a tattoo. You’ve followed the battles and counted the hairpins and maybe even been among the street-corner parties that watch it all go by. But you don’t really know Alpe d’Huez, not until you’ve ridden it, not until you’ve ridden it in the Tour. Alpe d’Huez is all those things, but it’s also a drag queen. During the day, when there’s no one around and all is calm, it’s a straight-laced businessman. It’s neat and organised and clean. When the night comes, when the punters are in and the bar’s packed and everyone’s watching – then it’s showtime. Out comes the flamboyance and the colour, the noise and the madness, the drama and the adventures you can never forget. All climbs are different on a training ride rather than in a race. That’s what you come to expect, as a pro rider. Training is silence, except for your breathing, and maybe the occasional topic of conversation with your teammate. Racing is giving it all meaning. Racing is hitting a switch and lighting the whole place up. But there are transformations and then there is the Alpe when the Tour comes calling. I’ve ridden up it in the Dauphiné,
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a big stage race in its own right, a big race with big names who have lofty ambitions. I was in the green jersey. There were plenty of spectators. It was fine. It was lively. And then I’ve done it in the Tour, wearing the yellow jersey, and suddenly, you can’t see the road. It’s all faces and flags and chaos. It’s Moses parting the Red Sea, right in front of your face. It’s pedalling into a thick cloud of orange smoke and sucking half of it down into your lungs. It’s noise in your ear so loud it’s distorting, as if you’re standing next to the biggest speaker in a heaving nightclub. The training ride is walking into the same nightclub at midday on a Saturday. It’s empty and quiet. The Dauphiné is strolling across the dancefloor at 7pm that evening, when the early birds are standing around with vodka-tonics. The Tour? It’s 2am and the main DJ’s on and everyone is wasted, and you can’t tell if that bloke coming your way wants to punch you or tell you he loves you. Because Alpe d’Huez is so famous, such a regular visitor, you can forget what it’s really like. Familiarity breeds confusion. In my head, I’ve sometimes dismissed it as all hairpins and glamour. This is a mistake, because it’s hard, and it is hard from the start. The run-in is almost boring, flying
Mountains along a long, straight valley road with the wind in your sails. But it’s tense, the anticipation of what is to come building with every pedal stroke. You try to take on any final solid foods, or just a few extra gels. You’ll need it. The peloton is one long line. Nobody wants to expend any more energy than necessary until the final kilometre before the climbs. Then the rush – you flick past a couple of roundabouts in Bourg-d’Oisans, and you hit it: just under fourteen kilometres at an average of just over 8%, but those first two kilometres all above 10%, and all that follows a slog – a long, relentless slog. It tails off a little at the end, but even then, it kicks up again. Alpe d’Huez never lets you go, not truly. And so that unparalleled support makes the climb easier. It brings its dangers; you know any one of those thousands of people could have a devastating effect on the race, as that wandering fan did when he brought down Vincenzo Nibali in 2018. But that feeling of being at the front, leading the
charge through the parting sea of fans, of them being so close you can smell them, let alone see or hear them – it’s amazing to experience. It draws your attention away from what your legs and lungs are screaming at you. On your recon ride you always know precisely where you are and how long you’ve got left to suffer. Oh God, it’s only hairpin number eighteen. Oh no, look at my data, I’m hurting and I’m not even putting out 400 watts. Climbing is not pleasant, not really. It can be satisfying, but it’s rarely fun. But Alpe d’Huez can genuinely be enjoyable, partly because of the atmosphere on that day, partly for all that has come before. As a kid, it was the Alpe that I imagined myself to be racing when I was inching up Caerphilly Mountain. It was the Alpe where the drama happened on the TV coverage of the Tour: Giuseppe Guerini leading the field up there in 1999, getting knocked off by a fan trying to take a photo, remounting and somehow going away again to win. It’s Lance Armstrong and his look to Jan Ullrich, even
“As a kid, it was the Alpe that I imagined myself to be racing when I was inching up Caerphilly Mountain. It was the Alpe where the drama happened on the TV coverage of the Tour”
Above — Each of the Alpe's 21 switchbacks are numbered Right — Welsh fans have taken corner 13 as their own
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“You watch Alpe d’Huez on television and it’s all picturesque shots from the helicopter and snowy peaks and vistas down the valley. You race it and they may as well be another country”
Above — In 2018, Thomas had taken yellow the day before on La Rosiere Right — Winning on the Alpe was a career-defining moment for Thomas
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if we now look at both of them in a different way. There is only one road up it and you don’t do it by accident. In short: if you only ride one climb in this book, make it Alpe d’Huez. If you only ride two climbs in the world, ride Alpe d’Huez and Mont Ventoux. But this is better than Ventoux. It has the hairpins, it has the party corners. It has more happening on the way up; it has a town at the top. It’s not just a beautiful bleak mountain with slopes like a lunar crater. It’s a lovely road surface, smooth, flawless, as fast as a 10% climb can be. That makes sense; it’s the family dinner service that only comes out for the most special of occasions. It’s polished and buffed and lovingly cared for. It’s incredible if you’re Dutch, because the fans pretty much push you up, and if you’re French and full of the natural panache, you’ll get the same. But there’s Irish corner and there’s Welsh corner now, too, on hairpin number thirteen, and if you’re a Cardiff boy riding up the mountain you always obsessed over, and you look up and there’s a huge banner of you in national kit winning Commonwealth gold in 2014, and a load of your compatriots dancing about with dragons painted on their faces and lagers in their hands, there’s no other climb in the world where you’d rather be. But it’s cruel. You can lead all day and halfway up the climb and be chewed up and
spat out as if you never even featured. When your advantage starts going on Alpe d’Huez it drains away at a spectacular pace. Even if you’re caught a few kilometres from the finish, you can still end up losing minutes if the front group keep racing. Any weakness you have, any doubts swirling around you – all are exposed on this mountain. The beauty of the landscape? The Alpine meadows and the wild flowers in the grass? You notice none of this. Just the thin path of tarmac opening up in front of you. It’s not normal tarmac colour though. It’s covered in blues, oranges and reds. Graffiti from adoring fans. Rider and team names written across the road, not that you can read any of it. If you’re on the front of your group, the fans don’t part in time for you to see that far ahead. If you’re on someone’s wheel, again, no chance. The further down the mountain you are, the more time you’ll have to see it, but by then all the tyres from the riders, cars and motorbikes ahead have turned the road into a colourful, messy collage. You watch Alpe d’Huez on TV and it’s all picturesque shots from the helicopter and snowy peaks and vistas down the valley. You race it and they may as well be another country. Only coming back down in the team bus later that day or the next morning do you get a chance to see other mountains in the distance, the camping
Mountains stoves and barbecues, the way the road snakes back on itself, chasing its own tail up the green mountainside. And it might sound strange, but you get an even deeper appreciation for the steepness of the climb, when going down in the bus. Maybe deep in the race mentality you don’t let yourself believe how steep it is. Or it’s the fact that you’re sat on a vehicle that’s too big for these curves, rocking from side to side, higher up off the ground than you’re used to, hurtling down the mountain with big dropoffs all around you. Did I just ride up that?
On that baking day in 2018 [the year Geraint won on Alpe d’Huez and the Tour de France overall], I felt confident I could hold the wheel in front, whether it was Nibali or Dumoulin, and just follow. If I had to jump across to the next man up the road, I could. But holding a fraction back can be harder than going all in. You ride at 100% and it’s all you can do. You throw everything on the fire and just blaze. Ride at 95% and there’s none of the mad freedom. It’s almost as much pain but no longer for a finite time. It’s slowly twisting the knife in your guts rather than plunging it in. You save some
power for the brain. As we approached the final few kilometres that day, there was a brief, strange truce. Four of us – Froome, Bardet, Dumoulin and me – were in a line across the road, all looking at each other, all cat and mouse, all waiting for someone else to twitch first. The strangest sensation, going from 500 watts down to 200, the most prestigious stage in the world’s biggest race suddenly transformed into a Sunday club ride. I hadn’t had a dig yet. I didn’t have to. All the way up the mountain I hadn’t thought any further ahead than the next corner. Now we were on the open section, it hit me. I’m in this. I can see the finish. I’ve got the legs to do it. And then I got on the right wheel, with Mikel Landa having caught us and hit the front, and I got the line right around the final corner and kept my speed and then kicked like we used to kick in our teampursuit training on the track. Back then I was gritting my teeth giving my all just to hold the wheel of Ed Clancy; now I was kicking and gritting my teeth to win on the greatest mountain of them all. No one around me and the finish line flashing past under my wheels. You don’t forget those moments. You don’t forget those feelings.
Mountains According to G by Geraint Thomas, published by Quercus, is out now priced £16.99 in hardback
EXCLUSIVE INTERVIEW
Geraint Thomas “My first experience of mountains, in Mallorca as a junior, was a shock to the system – completely different to anything I'd ridden in Wales. My only experience up until then was watching the big days of the Tour de France, with the huge crowds parting as the riders go through them. Since day one, I'd dreamed of doing it myself. “The first mountain stage of any tour is always apprehensive: confident in how you're going, but unsure about everyone else. You should know, having raced with the same guys all year, but there's still that uncertainty. But I'm still excited that it's the first big day and will settle into a rhythm once the nerves at the start have gone. “Are there any climbs I've never been able to crack? Yes, a lot of them! I've never had a good day on Mont Ventoux, but I haven't raced it in recent years. It's long, steep and exposed, and often hot. I've got better at dealing with heat over the years, but I'll always be from Cardiff and still prefer 25 degrees to 35. I like the idea of going back to the mountains with a bunch of mates once I've retired and doing it for fun, though I'm not sure how much I'd enjoy going half the speed that I used to. But I like the sound of all the other stuff that goes with it – the beers, and eating all of the cheese fondue and food of the Alps that we never get to sample now. I'd definitely go back to Alpe d'Huez, though. Maybe when I'm 50, I'll get a group of mates together and have a good holiday. ”
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GET YOUR MOTOR RUNNING
Does doubling your money get you twice the performance? We pit two e-road bikes – Specialized's S-Works Turbo Creo SL against Cannondale's SuperSix EVO Neo to find out… WORDS WARREN ROSSITER IMAGES RUSSELL BURTON
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Warren (right) takes the lead on the £11k Specialized S-Works
W
e all wish we could tear apart the Tour de France with the youthful vigour of 21-year-old Tadej Pogačar on the last important day of the grandest of tours. Sadly, however, age and finite fitness levels are going to stand in your way. But what if you could ride a bike that handled with the same sort of vibrancy as the legendary Cannondale SuperSix EVO, or coarse roadcrushing Specialized Roubaix, while giving you a massive 250-watt power boost? A bike you ride just like your own but which, when it comes to the toughest of climbs, helps you achieve elite-level ascending speeds for amateur-level efforts? Welcome to the world of elite e-road bikes. In the past, ebikes came in two distinct flavours. There’s the mid-mounted (bottom bracket), motordriven bikes that come with plenty of power and torque but look a little ‘different’ and are fairly hefty in weight. The other is the lightweight, hub-mounted system that delivers a less intrusive option based around just enough (but possibly not enough) assistance. More recently, however, the advent of mid-mount systems, such as Germany’s Fazua and Specialized’s in-house developed SL1.1 (that debuts on the Creo)
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has muddied the waters. These offer low weight and retain the power and torque that’s inherent in bottom bracket-mounted systems. Holding up the hub-motor end impressively is the Spanish start-up ebikemotion that our SuperSix EVO Neo comes equipped with. This system has seen constant improvements since its launch back in 2017 (it was first seen with Orbea on the Gain range) and the recent acquisition of the company by German tech giants Mahle, who helped Specialized develop the Turbo Creo’s motor, has seen further investment into this lightweight option. With the Turbo Creo SL, Specialized has unashamedly aimed for the best of the best, regardless of price. The specification confirms it has left nothing to chance from nose to tail: a 1x drivetrain that mixes Dura-Ace Di2 with a long cage Shimano XTR rear mech, top-of-the-range Roval CLX50 carbon wheels with an advanced aero profile and shod with S-Works tyres. The bar/stem/seatpost and saddle are all S-Works too, and Specialized also throws in a bottle cage-mounted, range-extending piggyback battery as standard (with the Cannondale you can get a range extender at additional cost). The Turbo Creo is most reminiscent of the brand’s iconic Roubaix. The geometry is based around the cobble-gobbling endurance bike and even comes replete with the adjustable Future Shock 2.0 front damper to take the rough out of the road. There are
Neo’s controller (iWOC) is mounted into the top tube Bottom: Neo’s hub motor is stealthily hidden
BIKE TEST
When the road rises these ebikes will kick into action matching your efforts with motorised assistance
Cannondale’s own alloy RDe wheelset. They haven’t skimped when it comes to the finishing kit, by including the smartly aero SAVE carbon bar and stem, along with a carbon post and Prologo saddle.
RIDING FOR RANGE
less eye-wateringly expensive options in the whole Turbo Creo range (starting at £5500 for the Comp), but nevertheless it is clear that the Creo is aimed squarely at the premium end of the ebike market. Cannondale’s SuperSix EVO Neo range consists of three models: the range-topping Dura-Ace Di2 equipped 1 (£8000), the Ultegra-equipped 2 (£4999), and the base model 3 (£3600) with Shimano 105. In its non-assisted form, the SuperSix EVO has been one of our go-to bikes throughout its illustrious history. It’s been the benchmark for race-bike ride quality and impeccable handling. They all share the same frameset (based on current Cycling Plus Bike of the Year, the SuperSix EVO), which makes for a racy-assisted machine. We selected the mid-range 2 model as it comes in close to half the price of the premium Creo SL. Cannondale went with ebikemotion’s X35 system for its natural feel and lesser weight penalty – the range-topping 1 is claimed to weigh in at 11.3kg, while our Neo 2 tips the scales at 12.1kg in a Large. The mechanical Ultegra groupset is joined by
BE AWARE THAT EBIKES DON’T GIVE YOU A FREE RIDE; THEY ARE AT THEIR BEST WHEN YOU’RE PUTTING THE EFFORT IN TOO
One of the biggest fears for any ebike user is ‘range anxiety’: running out of juice mid-ride. Of course, both of these bikes can be ridden without power (and both have settings to ride in the ‘off’ position), but while you don’t have any real drag from the systems, you are riding a bike that’ll be heavier than your standard one. That’s fine if you are pootling home across the fens, but it’s much more worrying if you are out conquering cols. Specialized hopes to alleviate this with the inclusion of the range-extending battery. On the turbo, the SL1-320 battery is claimed to have a 130km range from its 320wh capacity, to which the range extender adds 65km from its 160wh battery, for a total 480w/h capacity and 195km/121miles. In our experience, this seems optimistic. The Cannondale has an internal 252w/h battery with a claimed 75km range, something that we found out to be something of an underestimation. Out on the road, we’ve had plenty of time to get to grips with both bikes and to exploit the available assistance. With its huge range claims, we wanted to see just how far the Turbo Creo SL could get from its dual-battery setup. We were impressed, managing 172.168km, with 1324m of elevation, on a warm dry day. In our experience, battery levels can be affected by dramatic temperature changes, with cold weather tending to be more detrimental than warmer days. The Cannondale also impressed as we reached a distance that busted its claimed range. We managed 122km, with 1124m of elevation in similar weather conditions. A caveat has to be put on these distances, however, as ebikes are so dependent on various factors, such as the rider’s weight, the average speed and the topography. Remember, for most of the time during a ride you are going to be going above the motor limit of 25kph, so the assistance only comes
CANNONDALE SUPERSIX EVO NEO 2 £4999 SPECIFICATION
Weight 12.1kg (L) Frame Ballistec carbon Fork Ballistec carbon Gears Shimano Ultegra (50/34, 11-34) Brakes Shimano Ultegra hydraulic disc Wheels Cannondale RDe 1.0 rims on Formula front hub and ebikemotion X35 rear hub motor Emotor Mahle ebikemotion X35 250W, 250w/h internal battery, iWOC controller Finishing kit Vittoria Rubino Pro 700 x 28c tyres, HollowGram chainset with OPI Spidering, HollowGram SAVE SystemBar, MAHLE ebikemotion X35 charger, Prologo Dimension Tirox rail saddle, HollowGram SL 27 KNOT carbon seatpost, Cannondale bottle cage
HIGHS
Natural ride feel; great handling; impressive range
LOWS
Tyres add little spark to the ride
BUY IF
You want a smooth, silent, stealthy ebike with just enough assistance
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Both bikes can be hustled along at road-bike pace and respond well as an unassisted machine
SPECIALIZED S-WORKS TURBO CREO SL £10999 SPECIFICATION
Weight 13.7kg (XL with range extender battery) Frame Fact 11r carbon Fork Future Shock 2.0 carbon Gears Shimano Dura-Ace Di2/Shimano XTR Di2 (46, 11-42) Brakes Shimano Dura-Ace Wheels Roval CLX 50 Rapide carbon Emotor Specialized SL1.1 custom lightweight motor with SL1-320 320w/h battery Finishing kit S-Works Turbo 28mm tyres, Praxis Carbon M30 chainset with 46t ring, S-Works Hover carbon bar, S-Works Future Stem with integrated computer mount, Body Geometry S-Works Power saddle, S-Works FACT carbon seatpost, 48v charger, range extender battery
HIGHS
Roubaix-like comfort and control; superbike specification
LOWS
Superbike price; more motor noise than the EVO
BUY IF
You can afford an e-superbike and want to go further, faster and higher than other ebikes
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in when you really need it, such as riding into biting headwinds or on long arduous climbs. When looking at e-road bikes, be aware they don’t give you a free ride; the bikes are at their best when you’re putting the effort in too. Sitting up when you hit a climb to let the motor do the work will run the battery down quickly, limiting your range. But put in the effort and the bike works with you, with clever algorithms in the torque and power settings closely matching your cadence. If you’re putting in the lion’s share of effort, the systems won’t waste their own energy when you’re pushing yours. They just help maintain your efforts. Both machines will drop around 250w of power into the drivetrain at their highest output. The Specialized has three modes, each of which steps up to match your power input up to a max of 240w, while Cannondale’s ebikemotion ramps up to 100 per cent assistance. Both can be paired to clever apps where the motor settings and engine maps are altered to best match what you want in assistance. If you like the idea of launching away from traffic lights with bags of power on tap, you can have it. If you want to ramp down the power on climbs to make sure your training is better, then be our guest. With the Cannondale’s ebikemotion app, you can even link to a heart-rate monitor and match motor assistance to your heart rate (and an excellent measure of effort), in effect using the Evo Neo as a proper training tool for heart-rate zonal training rides. Both bikes offer battery replacement programmes. Specialized rates the internal battery to 500 charge cycles – or two years/300 cycles on the battery warranty. A recycling programme is in place, so the Creo’s battery won’t end up in landfill. ebikemotion also rates its internal battery to 500 charge cycles with replacement batteries available through your local dealers.
HOW ‘BIKE’ ARE THEY? The S-Works Turbo Creo SL may look somewhat different to a standard bike with its large down tube and oversized bottom bracket area, but when
it comes to on-road dynamics, Specialized has done a superb job. The weight distribution is spot on, with most of the additional mass of the battery and motor set low down and towards the centre of the bike. Add into that a lower bottom bracket and a long wheelbase (thanks to a slacker-than-standard head angle and more fork offset) that adds stability. Its shortened up the back end with chainstays of just 425mm – the shortest you’ll find on a mid-motor equipped ebike. This means that the Creo SL rides like a standard bike with a wheelbase that helps it feel nimble. It also means that Specialized has adopted much wider, mountain bike-like Boost spacing on the hubs: 12 x 148mm on the rear, which helps maintain the ideal chainline for smooth gear shifts, although we aren’t sure why it’d adopt the wider 12 x 110mm on the front. This could be an issue if you ever have to replace the wheels. That said, you’d never look to upgrade from what is a genuinely premium wheelset. On the road, it feels very similar to Specialized’s brilliant Roubaix with the combination of a stiff responsive chassis and a supple, shock-supported front end making for a very smooth ride. The 13.7kg weight never feels like an issue when whizzing along, and the light aero wheels provide plenty of fast fizz over rolling terrain. The handling is superbly stable and,
BIKE TEST
despite getting a sense of the weight when cornering, it’s so well balanced it actually feels planted and rapid when leaning into an apex. It’s when the road rises and you get into proper climbs that the Creo makes wonderful sense. The assistance feeds in subtly at first, just a gentle bit of help. When it’s in sync with you and you can feed off the power meter display on your head unit (the Creo has a built-in power meter), it encourages you to put in maximum effort and to try to push a faster cadence. Specialized’s tag line for the Creo is, You Only Faster; and that certainly holds up when you’re climbing. The SL impresses downhill, too, with the low-centre weighted balance of the frame inspiring confidence and the bike feeling so stable, even when swinging from one lean angle to another through S-type bends. The Dura-Ace brakes and 160mm rotors do a decent job of controlling and stopping, although when we tried the Creo in Switzerland, we did find that on long alpine descents you could
EVEN WITH THE MOTOR OFF, THE LACK OF DRAG MEANS THE CANNONDALE JUST FEELS LIKE A ROAD BIKE
What goes up... The extra mass of these ebikes makes them fast and fun when it comes to descending too
seriously warm up even 160mm rotors. If we were intending to use the SL in the mountains regularly, we’d be tempted to switch in a mountain bike 180mm rotor up front for extra security to counter extra weight. The top tube of the Creo contains the Turbo connect unit, featuring Ant+ and BLE connectivity, a Ride mode switch and an on/off switch, and battery charge level LED indicator, with twin visibility for both range extender and internal battery. The bike can talk to the compatible head unit of your choice or through a phone and the Mission control app. The app offers power personalised through sliders within it, giving infinite motor tuning to your own preference. You can alter both support and peak power in each mode. The Creo’s power delivery coming from the centre of the bike feels very natural, and with the combined power meter, it’s easy to gauge your effort versus that of the bike. The Creo feels as though it’s helping out more than the SuperSix EVO Neo, even though its power and torque outputs are closely matched. The mid-mount system is wider than a standard bottom bracket, which means Specialized has to run a 1x drivetrain for chainline accuracy. It combines a 46t chainring with a wide-range 11-42 cassette (borrowed from Shimano’s XTR mountain bike
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Endurance bike gold: smooth comfortable handling and excellent power delivery
group). The gear range may have a few larger jumps, but we didn’t find it a hindrance. The chainline is excellent: so quiet and efficient, chain security is good even on rougher terrain, and the Di2-assisted shifts are clean and crisp every time. The one thing we noticed with the Creo is motor noise. It’s not a racket, but compared to the ebikemotion’s X35 motor, you can hear its efforts. You could easily ride the Cannondale alongside nonebike riders and they’d be hard pushed to know you were on an assisted bike. With the Creo, they’d guess from the low hum of the motor – although when the system was off, we were impressed with the lack of drag in the drivetrain, not something we’ve found on other mid-mount designs from the likes of Bosch, Yamaha or Shimano. In comparison, the Cannondale is a silent killer. The X35 motor goes about its business with little in the way of noise, while its minimal size is hidden on the drive-side by the wide 11-34 cassette and on the non-drive by the 160mm disk rotor. This bike is one stealthy e-machine. Even when riding it with the motor off, the lack of drag means it just feels like a road bike, albeit a slightly heavier one than we’re used to. The
BOTH HAVE PROPER ROAD BIKE DYNAMICS OF HANDLING, RESPONSIVENESS, COMFORT AND CONTROL
Top: emotor controls in the top tube; Bottom: The S-Work’s chainset also contains a power meter
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bike is shaped like an EVO should be, so the reach is long and the stack is low. It has a racy road bike wheelbase of around a metre on the Large that we tested, and short racy chainstays, so the bike feels nimble. Control of the Cannondale’s ebikemotion motor system is simple with colour coded lights on the control button denoting both power level and battery reserves. Press this top-tube mounted button (called iWOC 1) to turn it on and the ring LED shines white, press and hold and it turns green (low assistance), orange (medium), red (full). This is also the battery level indicator: white is 75-100%, green is 75-50%, Orange – 50-25%, red -25%, flashing red means less than 10%. It’ll connect with your phone via Bluetooth via the full-of-functionality ebikemotion app when you switch on (it flashes blue for Bluetooth). We love that Cannondale hasn’t compromised the EVO Neo. It hasn’t made it less of a road machine than its un-assisted cousin and it shows that the company is taking the EVO Neo seriously as a platform – and its riders seriously as sports riders too. We think the claimed range-busting test figures we achieved are down to the fact that we rode it like a bike and not an ebike. On the climbs, the Neo is brilliant. The chassis is responsive and stiff in all the right places and it rewards your efforts with a power boost from the X35 that never takes precedence over your own endeavours. Just like the Specialized it rewards the effort you put in. The EVO Neo’s contact points are also fantastic.
Do it like Mathieu and
fight for your hair – Mathieu van der Poel
Alpecin’s innovative caffeine formula has Mathieu convinced. The special Caffeine Complex strengthens the hair and it can be styled more easily. For best results:
Apply daily
Leave on for 2 minutes – from application to rinse
Get out of the saddle to feel the full effect of these ebikes
The SAVE bar’s shape offers a great drop – and comfortable holds on the hoods, and the flattened tops too – while the Prologo Dimension saddle is one of our favourite short designs. Its drivetrain is based around the legendary efficiency of Shimano’s mechanical Ultegra groupset – slick, efficient and dependable. The alloy wheels make for laterally stiff yet comfortable riding, but we’d have preferred a racier tyre than the Vittoria Rubino to add a bit more spark to a bike that has plenty to begin with. This Neo takes everything that’s great about the EVO and doesn’t lose that beautifully balanced combination of performance, handling and comfort when adding assistance. It feels like a genuinely accomplished road bike that just happens to help out the rider.
LAST WORD If you think you’d benefit from an ebike but have so far been put off by the more leisurely outlook of most electric-assisted machines, then these two are great examples of the absolute opposite of that. Both are proper road bikes: the Specialized for endurance riders and the Cannondale for racier-shaped ride fans. Both have proper road-bike dynamics of handling, responsiveness, comfort and control, and we heartedly recommend both. If you can afford the Specialized, you won’t be disappointed by its power, massive range and all-rounder abilities (it has generous tyre clearances so gravel is a proper option too).
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Top: Range-extending battery adds a claimed 65km; Bottom: Roval’s CLX50 aero wheels
Specialized has achieved something brilliant with the Creo. It is a massively impressive machine, with the power delivery smartly achieved and matching your efforts seamlessly. Its handling is endurance bike gold, comfortably smooth yet with handling to excite but not frighten. Its communication with a Garmin and the Mission control app is impressive. It does, however, cost a huge amount, but you’ll never need to upgrade anything and, if you can afford the best, then look no further. The Cannondale, however, takes the absolute best of what the SuperSix EVO has to offer in terms of its pure race-bike heaven handling and adds in a very clever, light, tuneable and an incredibly useable e-assist system. For our money, we’d pocket that extra six grand and go for the Neo EVO every time. Its combination of racy road-bike dynamics and an e-assist that gives just enough boost to aid (yet still ensures you’ll have a proper workout every time) is brilliant. If you ride with fitter and/or faster cyclists and you want to keep pace – or even set the tempo – and have fun with it, then this is the way to go. That said give it another decade or so and the Creo is the bike we’d ride into our dotage. Comfort, control and power assistance make for veteran rider heaven. We’re just hoping that our pension funds will extend to the price of the S-Works when we absolutely need it.
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HIGH ROLLERS In the final instalment of our series of multi-day off-road adventures, Adrian Miles reaches gravel nirvana deep in the Scottish Highlands WORDS Adrian Miles PHOTOGRAPHY Joseph Branston
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Above Splashing through streams but avoiding those chunky boulders
Our loop promised nothing short of the best gravel trails Scotland has to offer 100 DECEMBER 2020
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o what would it be? Haggis and cheese toastie? Haggis and bacon? Given where we found ourselves, our last chance for sustenance in the next 75 kilometres of Highland gravel was always going to be haggis with something or another. We’d just sampled some top-notch Scotch at the Dalwhinnie Distillery, in the eponymous village on the western flank of the Cairngorms, and now I was about to eat Scotland’s favourite delicacy for the first time. A more Scottish scene you couldn’t imagine. Until the rain began lashing it down, anyway… We’d come to the Scottish Highlands for the final in our three-part Komoot Adventures series. The best until last? That was the hope. None of us – myself, Komoot’s media manager Rob Marshall or photographer Joe Branston – had ridden our bikes up here before, but we’d heard the legends. We’d planned to go out with a bang, losing ourselves in the remote landscapes of northern Scotland and splitting our two days of riding with some wild camping. Our Bombtrack bikes were fully laden with all the food and equipment that we’d need over the
S
next two days, giving them the handling and turning circle of an oil tanker. It took some adjusting to, after coming from my sprightly road bike, but did fade once on the bike – assisted in no small part by the distraction of the stunning scenery and the seemingly endless trail that stretched out before us. Momentum was slow early on, as we frequently paused to allow the eye-popping vistas wash over us. We were also climbing a steep hill out of our base, the sleepy village of Kinloch Rannoch. This may also have had an impact on our progress.
First responder To fill in the considerable holes in our knowledge of the region, we had recruited the planning expertise of Komoot ‘Pioneer’ and local rider Neil Henderson. The path to Pioneer level involves having ridden a lot in a particular area and knowing every nook and cranny. Neil had several suggestions for our route, which included sections from a couple of gravel routes whose popularity is surging: the Badger Divide and the Highland Trail 550, more on which later. To this were added a couple of other local highlights and we had a largely off-road (but accessible in terms of difficulty) 140km loop, which promised nothing short of the best gravel trails Scotland has to offer.
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“These trails run from super-smooth to boggy and everything in between,” says Neil. “The route takes in some of the most stunning scenery Scotland has to offer and links together seven beautiful lochs, including Loch Ericht, Loch Ossian and Loch Rannoch. It’s remote, though, with the only resupply being Corrour Station – an absolute must on any ride in these parts.” Last time out, on our tough beginnings on the Trans-Cambrian Way, we had been dropped into the deep end, but there was less trepidation and more calmness here in the Highlands. The route appeared to be more rideable, with better trails and less climbing, even if the weather was more unpredictable this far north. Still, there were hills to be conquered and on the climb out of Kinloch Rannoch, we were out of the saddle, heaving our bikes from side to side. Through this series, each time we’ve left the roads behind and hit the gravel, the sense of tranquillity and isolation have been palpable. And this has risen exponentially as we’ve gone deeper into the sticks. The first 35km would take us to Dalwhinnie Distillery and the promise of sampling the local produce. We’d also siphon off a bottle for later on around the campfire, which would likely offer a deeper and more satisfying warming effect than any of the clothing we’d packed.
Top Sampling the local firewater at the Dalwhinnie Distillery
Above right Two days of joyous riding bookended a night of wild camping
Before reaching that promised land, however, there was the other promise that Neil had mentioned at the start – crossing that aforementioned “boggy” bit. It would transpire that ‘boggy’ was a gross understatement, with the emphasis very firmly on gross. This stretch of land emitted a foul stench, a stench that’d we’d be carrying with us long after passing over it. Or through it. We would make it across, but not after our feet were engulfed in its stinking muck. I’d plumbed other depths all summer long, but now I had found a nailed-on candidate for worst surface to ride a bike on. But bog can only last so long and we were soon back on proper tracks, only now carrying more of a pong. Fortunately, there wasn’t a soul around with the bad luck of being downwind of us. We skirted a loch that had its glass topped up by a series of small waterfalls, audible amid the silence. Our only sentient company to date had been a handful of Highland cows and hardy sheep, and we’d only have human contact once more today, at the distillery. With just 35km on the computer, we might otherwise have felt threatened by the perilous dark skies circling above our heads, but we departed Dalwhinnie as bon vivants, with whisky and the world’s heaviest toasties sloshing around in our stomachs.
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Up ahead we could spy heavy rainfall, but the sun stayed with us as time began to run out on day one. As did a rotten headwind...
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The three of us would have only ourselves for company for the next 24 hours as we continued on our path to our overnight spot, which was perhaps for the best given the intense odour we were still emitting. Our bikes all had a tubeless setup, which had proved reliable through the summer so far, without a single puncture, but given our passage into wilderness, I couldn’t help but interpret every creak and groan as a tyre pressure problem.
Above ‘Now what?’ The boys re-enact their favourite scene from Trainspotting at Corrour station
Carry on camping Our camping location was set to be beside Loch Ossian and while we didn’t have a specific spot in mind, Neil had told us there were plenty of options to wild camp in the tree-lined banks next to the water. To get there, we would pick up the Badger Divide after a brief section on the Highland 550. The former is a 320km bikepacking route that traverses the Highlands, linking the cities of Inverness and Glasgow. It was drawn by off-road enthusiast Stu Allan, and follows heritage paths, long-distance trails and a mix of estate and forestry gravel roads, with paved roads kept to a minimum. Before we sampled it, we locked horns with a small section of the Highland 550 – a 550-mile self-supported mountain bike route inspired by the Tour Divide in the USA. Our section would be a reasonably friendly portion of
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It was the perfect terrain for my gravel bike, the sweet spot between tarmac and singletrack
a tough route that can turn fiendish. Friendly, at least, had it not been for the intense period of wet weather, which reintroduced bog to all our lives. Once we joined up with the Badger Divide, we were deposited in gravel heaven, with long and winding gravel tracks and fire roads gently undulating through an ever-varying canvas between lochs Laggan and Ossian. Finally, after a summer of reaching, I’d found the perfect terrain for my gravel bike, the sweet spot between tarmac and singletrack. Up ahead we could spy heavy rainfall, but the sun stayed with us as time began to run out on day one. As did a rotten headwind. When arranging our Ortleib bike bags for the trip, Rob had opted for two front panniers and it now came to haunt him as the wind buffeted him backwards. It brought an early end to proceedings and we decided to set up camp. I was a bit apprehensive about camping, mainly because of the cold. However, beside a roaring campfire, scoffing a reheated chilli con carne and making light work of our Dalwhinnie 15, it became a night to remember. Out of the wind and with moonlight bouncing off the loch, we felt very satisfied with our day. Hanging around isn’t the done thing on the morning after a wild camp and we couldn’t wait to get pedalling, especially with the promise of a hot breakfast at Corrour station, a 30-minute ride
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Get the route DAY 1 komoot.com/tour/258472310 DAY 2 komoot.com/tour/258460688
Top right Miles and miles of gravel roads to die for
Above A jaw-dropping vista around every corner
away and the sole staging post for miles in all directions. It’s the highest mainline station in the UK and best known for its appearance in 1990s classic Trainspotting. We only spotted one - the Caledonian Sleeper train, which travels overnight between London and Fort William. Discussion over breakfast was all about the scenery and how Scotland might just be the holy grail for the off-road cyclist. The varied terrain brought to mind faraway places, such as New Zealand, Canada and Norway. If you have a gravel bike, plan a trip here. If you don’t, fix yourself up with one, then plan a trip. The best of the gravel sections were still ahead of us. We climbed away from Corrour on a sandy, smooth track, punctuated by small mountain streams. The views were breath-taking, accentuated by the rain moving in along the valleys. We braced ourselves to be hit by it at the summit, passing a bikepacker who’d yet to emerge from his bivvy cocoon. Descending, we barrelled down a deliciously bendy descent, splashing through streams and swerving threatening rocks. It was a joyous ride, all the way back to our base at Kinloch Rannoch – a ride that was the perfect culmination of a summer series of rides that challenged us, almost broke me at times, but, ultimately, saw me end up as the newest convert to the church of gravel.
FIRST MAN Meet Neil Henderson, the Komoot Pioneer who organised the team’s Highland fling. “I’m just an average guy who found bikes a bit later in life and is trying to make up for lost time. In the last five years I’ve raced a few seasons of cyclocross, done a bit of touring around Scotland and completed two ultra-distance cycling events: the Transcontinental Race and the 2020 Atlas Mountain Race. I love just how much distance you can cover in a relatively short period of time and exploring local lanes and new destinations. “Cycling in Scotland can be one of the toughest, but ultimately the most rewarding, experiences. For starters, the scenery is as varied as the weather. From dramatic mountains shrouded in mist to scenic glens, Scotland’s cycling routes will impress even the
most seasoned cyclists. Plus, with the Freedom to Roam Act, you can explore gravel and mixed terrain routes throughout all of Scotland (albeit with some exceptions), as long as you act responsibly.” KOMOOT TIPS “I follow lots of people on Komoot that I find really inspiring and they get me amped up to explore and ride more. That’s really useful if you’re all out of ideas.” “Check the way types and surfaces when creating a route on Komoot to make sure you’re routing in enough gravel – or none if that’s your thing!”
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ADVICE BEGINNER P108
PHYSIO HEALTH
P 11 0
P114
108 LIKE A PRO…
How to change your gears with professional ease
P112
110 BEGINNER
Expert advice on improving your bike skills
118 LIFE CHANGER
New rider Jennifer Emele discovered the joys of cycling during lockdown
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ADVICE
LIKE A PRO...
SELECTING GEARS
Liam Holohan reveals how there’s strength in numbers Gearing, like so many aspects of road cycling, has advanced over the years and while the pro riders often lead the way in establishing techniques and habits we’re all keen to follow, it’s worth remembering that the gear selection of an elite rider – whose life evolves around racing and generating power in the saddle – may be far from the right choice for you. “Gears are used to keep you in your optimal cadence range, making you more efficient across different terrain. Gears may seem simple enough but I
often see mistakes, even among the elite riders, when it comes to mastering them,” says Liam Holohan. Neverthless, there are some lessons to learn from the pros when it comes to finding the right gear setup for you.
01 READ ON “Whatever groupset you ride, read the manual. Each system works slightly differently and this is especially true when it comes to electronic shifting. For example, the SRAM eTap system comes with an app, enabling you to customise your shifting. Traditional shifters will suffer from cable stretch, meaning that over time you will need to micro-adjust the indexing. Learning how your system works and keeping up with servicing will ensure your gears run smoothly and reliably.”
speed and it will tell you your cadence. Use this to work out if your smallest and largest gear are suitable, keeping you in your optimal cadence range.”
02 RIGHT RATIOS “Think about your event. What terrain are you likely to encounter? Are you racing a high-speed crit or tackling steep climbs? This will dictate your gear ratio. There are online calculators where you can input your gearing and estimated
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Alberto Contador wasn’t afraid to defy the long-held belief that top riders shouldn’t use small gears. Working with SRAM, he started the revolution of a wide range semicompact gear ratio for big mountain days
03 MAKE ADJUSTMENTS “You can adjust the ratio either by changing your cassette on the rear wheel, or your chainrings on your cranks. As you gain experience, you’ll come to learn the right ratio for you. An important point for junior and youth riders is that your largest gear is restricted, so you will need to make sure your bike complies with the rules.” 04 DOUBLE TIME “Most cyclist will have a ‘double’: two chainrings on the chainset of the bike, most commonly referred to as the big and little rings. Shifting between these two often causes the most problems,
whereby the chain comes off. Even pros fall foul of this, as Andy Schleck showed when he lost the yellow jersey in the Tour de France in 2010. To minimise your risk of this, install a chain catcher; it’ll stop the chainring ‘dropping’ when you switch to the small ring. When you do shift between the two, make sure you’re seated and ease off the power for a moment as you make the transition. Don’t try to shift both the front and rear derailleur at the same time.” 05 TOW THE LINE “Poor chain line – whereby the chain is on the big ring, but largest sprocket on the rear – is another common gearing error. It not only costs watts but raises the risk of the chain coming off. Work on getting the feel for what gear you’re in and use training rides to rehearse making that shift to and from the big ring in good
A D V I C E TRAINING CAMP
THE GOLDEN RULE SHIFT WORK Work on getting familiar with your gearing and gear arrangement while on a ride to perfect the timing of gear shifts.
A RIDE WITH...
Jez Cox Elite cyclist and duathlete turned coach and TV commentator Jez Cox on training others, the limits of lockdown, and those precious moments when he gets into the saddle
MEET THE COACH
Ex-pro rider for UCI teams Team Wiggins, Rapha Condor and Madison Genesis, Liam coaches in Shrewsbury at Holohan Coaching
IMAGE GETTY
LIAM HOLOHAN
time. Practise scanning the road ahead to anticipate chainring selection and shifting in good time before you need to apply pressure to the pedals.” 06 TAKE CHARGE “An issue with electronic shifting is battery life. Have a charging point where you store your bike to trigger the habit of charging your bike, head unit, lights etc. Making maintenance and charging post ride a habit is going to help minimise missed training opportunities.”
“SCAN THE ROAD AHEAD TO ANTICIPATE CHAINRING SELECTION AND SHIFTING IN GOOD TIME”
LOCKDOWN REPRIEVE “Lockdown meant all the students went home and we had to work remotely, which I hate. But I’ve still been able to get out on the bike. My wife Leda is an ex-pro rider and we have a tag-team arrangement where one looks after our young children while the other goes out on their bike. Usually I only get about 90 minutes at a time, so I’ll just go out and cane it with an intense session.” CROSS COUNTY “Our academy is based in Hertfordshire, which is a pretty
advantageous place to ride from because within two hours you can get into Herts, Bedfordshire Buckinghamshire and even stretch into Essex – which can be quite undulating. We can also be in the Chilterns within an hour – it’s the most underrated range of hills in central England. There’s so much going on there it really is a great cycling destination.” PRESENT TENSE “I’ve really missed the commentating with hardly any British racing to cover. Thankfully, the European scene has picked up. For my first race commentary since lockdown, in Belgium, there were just 20 people at the finish, but at least we’re not as reliant on crowd numbers as other sports. I’m now looking forward to the ‘Super Sunday’ on October 25 when the Giro, Vuelta and ParisRoubaix all finish. It’ll never happen again, but it’s exciting as a one- off!” Jez appears courtesy of Running With Wolves, the behind-thescenes TdF cycling documentary from specialist TV channel endurancesports.tv
IMAGE @WTYRERPHOTOGRAPHY
ACADEMY STATUS “The bulk of my cycling is with my junior academy (@Oaklandscycling). We have riders from all over the country who come and live on campus in St Albans, training and studying. I pride myself on being fit enough to ride with these 17- and 18-year-olds and the other coaches. Unlike other methods, where you prescribe a Training Peaks programme but never really see the athletes, the wonderful thing about this is that we’re all together. It’s like a year-long training camp!”
W O R D S O F W I S D O M ... IN SEARCH OF LOST LANES BY JACK THURSTON
“A bicycle makes travelling the lanes so easy. There is no hunt for a parking space, you can stop whenever and wherever you want. That could be to admire the view, snap a photograph, look around an Iron Age hill fort or poke about an abandoned mill, to have a bite to eat or make a brew, or to unfurl a sleeping bag and make a bed for the night.” Wild Things Publishing, £14.99
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RE ADER’S TIPS FOR NEW CYCLISTS
ADVICE
@BENWILS “Learn to concentrate on what’s happening around and ahead, change gear sooner rather than later” @WEBBO_73 “Self practice in safe places like local parks could help. There will be local clubs and friendly people willing to help too” Knowing the basic mechanics of your bike will enhance the pleasure of riding
We pose the burning questions beginners are asking to our team of experts
HOW CAN I IMPROVE MY BIKE SKILLS?
MATT GRANT, CYCLES MANAGER, ACTIVATE CYCLE ACADEMY “A Cytech-accredited home mechanic short course covers a range of bike maintenance topics designed to give any bike enthusiast the desired level of mechanical ability needed to tackle everyday maintenance jobs that would otherwise be handled by a local bike shop. It is very much a hands-on course, so be prepared to get dirty. Upon completion, you will be able to undertake basic service and repair work on your bike, as well as have an understanding of the correct terminology, trouble shooting, set-up and adjustment of your bike, what parts are most likely to need regular replacement and how to care for your bike for optimal performance and reliable cycling. The course covers the anatomy of the bike, fault finding, hubs and wheels, wheel truing, brakes (setup and adjustment), gears (setup and indexing), headsets,
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handlebars and stem adjustment, bottom brackets – different types and the removal and fitting of chainsets, wheel removal and re-fitting and the difference between quick-release and thru-axles tyre and tube removal. A two-day course (completed at a dedicated training centre in Guildford, Oxford or Stafford) costs £299.00. The price includes all course materials and Cytech certification.” For details of your nearest course, go to cytech.training
ANDY CREMIN, DEVELOPMENT PROJECT MANAGER, CYCLINGUK.ORG “Confidence- and skills-boosting sessions are a great idea for those looking to cycle more, particularly in urban environments and for their commute. Any cycling instructor worth their salt will discuss your individual needs before the session starts. They’ll usually ask a bit about your cycling background and what you hope to
achieve, from which they can tailor the sessions. In addition to basic skills, instructors will offer bespoke routeplanning rides to help you plot your journey to work, or simply ride with you to offer feedback when appropriate. Your instructor will quickly assess your abilities in a low-/no-traffic environment before moving onto somewhere a little busier to recap some of the essentials of cycling on the road. Basic junction lay-outs and road positioning will be ridden on lower-traffic roads, so that you have a realistic environment without it being ‘too realistic’. Finally, instructors will move onto the more complex road architecture common on nearly all urban cycle trips: roundabouts, traffic lights, multi-lane roads... All registered Bikeability instructors will deliver content derived from the National Standard, with guidance based on practical experience. Initially, certain advice may seem counter-intuitive to some (for instance, riding in the middle of the road), but all have proven logic to them.” To find your nearest instructor, head to bikeability.org.uk/find-a-course
ANY INSTRUCTOR WORTH THEIR SALT WILL DISCUSS YOUR INDIVIDUAL NEEDS BEFORE THE SESSION
IMAGE DAVE CAUDERY
ROOKIE RIDERS
The
Possibilities are Endless
Recycle your magazine and seven days later it could come back as your newspaper
www.recyclenow.com
ADVICE
“People fall ill because their training is too hard. The solution isn’t to train less, but to recover more” movements are unlikely to reward you well for the time spent doing them. If you can afford them, oneon-one pilates sessions will help identify weaknesses. While these won’t suit everyone’s pocket, at least spending money on an assessment and a home programme to follow is worth it.
INDOOR TRAINING
How's the fit? Winter is a good time to reassess
WINTER WARMERS Phil explains how to get the most from the coldest months
t’s that time of year when many of us start to think about pulling on warmer kit and maybe even putting the bike away. But how do you make use of the winter off-season to best effect? Let’s examine some of the do’s and don’ts…
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OFF-BIKE STRENGTH WORK
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PHIL BUR T
PHYSIO, BIK E FIT TER, AUTHOR Burt spent 12 years as head of physio at British Cycling and five years as consultant physio at Team Ineos. philburtinnovation.co.uk
Getting a cold every year in November robs you of time training, so try to work out why you’re catching them. Swapping one long outdoor ride for a different activity may be enough to prevent it. Alternatively, look into your diet and vitamin intake, make sure you’re getting your daily requirements. Lots of people will fall ill as a result of their training being too hard, but they often don’t make the link. The solution isn’t to train less, but to recover more. Make sure your training has rest periods planned into it, giving you time to absorb the changes and to get stronger and fitter. Knowing when not to train is what, in my opinion, the very best cyclists do better. Most people can go harder and longer. It’s being brave enough to back off at the right times, and go hard at others, that marks the best out. And it’s easier to do than you think – your heart rate is a very accurate measure of how tired you are. If you know your HR response to a known stimulus – say 250 watts on a turbo for 10 mins – then use this measure to tell you when it’s time to ease off. If the HR is way higher than it normally is, it’s a good sign to modify your programme until it normalises.
BEST POSITION Of course, I would say this, but this time of year can be the most pertinent to re-examine your best position on the bike. You can do this yourself on a turbo trainer, changing saddle height and fore-aft to see which position produces more power. But just remember that all parameters are interlinked in cycling, which is why it’s sometimes good to go for an objective process, such as a good bike fit.
ILLUSTRATIONS DAVID MAHONEY PHOTOGRAPHY DAVE CAUDERY
BE SMART ABOUT YOUR TRAINING
ASK THE EXPERT
With the races and sportives done and dusted, the winter months present a great opportunity to work out of the saddle to improve your performance when you’re back on it. Giving your body a rest from 100 per cent cycle-based training can refresh you both physically and mentally. You’ll be attempting some serious strengthening work, so make sure you’re well prepared. The flexibility and control of key strength movements, such as squats and dead lifts, are crucial to reaping the benefits of these exercises, as well as not getting injured. If you aren’t proficient at full body lifts, breaking things down a bit more – into leg presses etc – will still give you the chance to add some quality resistance training. A note on core strength: if you’re going to commit your time and energy to this, make sure it’s used well (see our feature on p64). A few sit-ups and Swiss ball
To ensure safe and effective indoor training, you must manage your environment, especially your air flow and temperature. The main reason to use a fan is to control the sweat that can cause issues, such as saddle sores. We tend to forget to get out of the saddle while hammering away at some virtual race, but it’s important to do so. It aerates underneath, as well as breaking up the sustained postural loading that being in one position invokes.
Immediate Media Company Bristol Limited Eagle House, Colston Avenue, Bristol, BS1 4ST Tel 0117 927 9009 Email [email protected] Web cyclingplus.com bikeradar.com/cyclingplus twitter.com/cyclingplus facebook.com/CyclingPlusMagazine instagram/cyclingplus E DITORIAL CONTENT DIRECTOR Rob Spedding FEATURES EDITOR John Whitney SENIOR PRODUCTION EDITOR Katie Nicholls SENIOR ART EDITOR Steve Gotobed ART EDITOR Rob Moxon SENIOR TECHNICAL EDITOR Warren Rossiter WORKSHOP MANAGER Will Poole
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FIRST RIDE
LIFE IN THE FAST LANE
We try to keep up with the slippery Merida Reacto V4
PRINT & PRODUC TION SENIOR PRODUCTION COORDINATOR Ian Wardle, [email protected] PRODUCTION DIRECTOR Sarah Powell
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MANAG E M E NT
ALSO INSIDE
FOUR FLAT BAR COMMUTERS Rear light shootout Performance road jacket group test Garmin’s best-ever computer tested?
CHIEF EXECUTIVE OFFICER Tom Bureau MANAGING DIRECTOR, SPORT Andy Healy COMMERCIAL DIRECTOR, CYCLING Alison Worthington
Print 24,472 Digital 3240
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COLD FRONT
Fight back against the winter with science
BRITAIN'S FAVOURITE RIDES Top routes we can’t get enough of
THE CULT OF CLIMBING Why ‘Everesting’ boomed this year
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H E A LT H
EXPERT ADVICE
SHOULD I TRAIN MY UPPER BODY?
Strong arms are important on the bike, but simply reaching for the weights is a bad idea Most pro cyclists have arms as skinny as wheel spokes, but neglecting to strengthen your upper body is a big mistake, according to cycling physio Bianca Broadbent (Twitter @thecyclephysio). “A cyclist needs to be able to transfer force through their body to produce power at the pedal, but what many may not realise is that their upper body contributes to the production of these forces,” she explains. “It also serves a role of increasing importance as the workload intensifies. And it helps you to stabilise your riding position, steer the bike and ride out of the saddle.” But lifting dumbbells is not the best option for road cyclists who need lean muscle not heavy bulk. “As cycling is essentially a sagittal-plane exercise – involving a movement forwards and backwards – it is helpful to include a ‘push’ and a ‘pull’ exercise,” explains Broadbent. “There is no point reinventing the wheel here. Pull-ups and push-ups are two solid exercises that do exactly what you need, but how you execute them is a different matter.” So how can you upgrade these exercises to make them cyclist-friendly? “Many cyclists – myself included – can’t complete a full-body pull-up from the
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“THE UPPER BODY HELPS YOU TO BOTH STABILISE YOUR RIDING POSITION AND STEER THE BIKE” get-go, so consider changing your body angle to reduce the amount of force you need to produce,” Broadbent says. She suggests fixing a bar in a squat rack, gripping the bar underneath with a palms-down grip, and doing a pull-up with your body at an angle of 45 degrees. Alternatively, you can hook a suspension trainer over a door or beam, or lie under a strong desk or table, and do a 45-degree angled pull-up that way instead. You should aim for three sets of 10 reps. Slowly build up your press-up power by balancing your legs on a gym ball. “It will reduce some of the weight through your arms,” explains Broadbent. “The closer the ball is to your feet, the harder it will be, so if you are a beginner consider having the ball closer to your waist until you feel stronger.” She suggests aiming for three sets of 10 reps with this exercise too.
H E A LT H TRAINING CAMP
THE WINNING TIP!
NEWS IN BRIEF
GET A GRIP If your wrists feel too uncomfortable when you do pressups, or you want to subtly challenge your arms in new ways, you can use handle grips to slightly alter your grip position. Another suggestion is to try narrowing and widening your hand positions to work more muscles too.
Five things we learned this month...
1
CYCLING COMBATS CANCER
A study by the National Institute for Health Research shows lower cancer mortality rates among those who commute to work by bike, 16 per cent lower than non-cyclists.
2
WHEEL POWER
Thinking about willpower as an attribute that cannot be fatigued or depleted can improve exercise performance. Trial subjects who reported feeling their willpower was unlimited exercised more than those who believe it’s a finite resource. Sport, Exercise, and Performance Psychology
MEET THE AUTHOR MARK BAILEY
A sports writer and fourtime Haute Route finisher, Mark regularly interviews pro cyclists and experts to explore the latest health insights
3
TURN ON, TUNE IN
Listening to music on the turbo trainer has greater benefits for those doing longer endurance rides than those performing short, high-intensity sprints, discovered researchers from Croatia and Italy. frontiersin. org/articles/10.3389/ fpsyg.2020.00074/full
4
HIGH HEELS
Wearing lights on cycle shoe heels and on the seatpost helps drivers see cyclists better in daylight. Experimenting with rear-facing lights in various configurations, scientists found these positions gave the greatest conspicuity. tigerprints.clemson.edu/all_ dissertations/2682
Upper-body strength helps power to be transferred through the body
IMAGE GETTY
5
COFFEE PERKS
Consuming caffeine during a ride boosts power output by 8 per cent. studies in muscle fatigue by researchers from Australia and Brazil have revealed. journals.plos.org/plosone/ article?id=10.1371/journal. pone.0236592
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NUTRITION
FA S T E R F U E L L I N G Each month we take a look at a quick and healthy recipe that will fuel your riding
MEET THE EXPERT WILL GIRLING A long-time contributor of nutritional advice to Cycling Plus, Will is head nutritionist for the EF Education First WorldTour pro cycling team
EASY PRAWN JAMBALAYA A protein-packed, immune boosting, quick and easy recipe
This dish is a perfect pre-ride meal eaten two to four hours before you hit the road. Due to its moderate carbohydrate and lower fat levels it would also work anytime in the postworkout period after the ride. Prawns are a solid addition to meals as a 100g of prawns contains around 25g of protein. As discussed in previous columns in Cycling Plus, protein is integral to the success of anyone who’s engaged in doing a lot of exercise, whether this is multiple commutes, turbo sessions, weekend epics or those on a training plan to lose body fat or improve performance. All too often we see chicken and tofu recommended as a means to up your protein and yet prawns, oft forgotten, provide a good alternative to spice up your palette. Another bonus to these little aquatic crustaceans is that they contain a very low-fat content, yet provide a solid serving of omega-3, with 100g supplying ~340mg of fatty acids. And that same 100g portion of prawns will also give you ~60 per cent of your daily value of selenium, which can help boost your immune system, as well as raise your vitamin B12, iron and phosphorus levels.
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For more great recipes, visit olivemagazine.com, or subscribe at buysubscriptions.com/ print/olive-magazinesubscription
THE OLIVE RECIPE EASY PRAWN JAMBALAYA 45 MINUTES | SERVES 2 | EASY • Groundnut or sunflower oil 1 tbsp • Chorizo 50g piece, diced • Onion 1, chopped • Garlic 1 clove, crushed • Green pepper 1 small, diced • Celery 1 stick, diced • Thyme ½ tsp of leaves • Bay leaf 1, crumpled • Paprika 1 tsp (not smoked) • Dried chilli flakes a good pinch • Basmati rice 125g • Chicken stock 300ml • Vine tomatoes 2, chopped • Raw peeled prawns 200g, butterflied • Flat-leaf parsley a handful, chopped • Tabasco sauce a good shake • Heat the oil in a lidded non-stick pan. Add the chorizo and cook until it crisps up a little and gives out some oil. Add the vegetables, cook on a gentle heat, stirring now and again, for 10 minutes or until softened. • Stir in the herbs and spices, and cook for a minute. Tip in the rice and stir everything together until the rice is coated and starting to toast. Add the stock, stir and bring to a simmer. Put on a lid then leave on a low simmer for 15 minutes or until the rice is cooked and stock absorbed. If it looks a little dry during cooking, add another splash of stock or water. • Take off the lid and stir in the tomatoes and prawns. Cook for another 3-4 minutes until the prawns are cooked through. Stir in the parsley and Tabasco, and serve with more hot sauce on the side, if you like.
PER SERVING • 539 KCALS • Fat 15.4G Saturates 4.2G • Carbs 60.7G Sugars 9g • Fibre 6.9G Protein 35.8G • Salt 1.9G
N U T R I T I O N TRAINING CAMP NUTRITION ADVICE
Winter at the gym Keep resistance and endurance apart, says Will... With the changing of the seasons many of you will be getting off the roads and looking to the turbo and the gym for winter gains and strength work. Combining endurance and strength/resistance work is called ‘concurrent training’; funnily enough because you’re doing them concurrently. Another term you may have come across is the ‘interference effect’. Endurance training creates one signal and resistance training creates a different signal. Combining these two training types together will, as you can imagine, scramble the signals, meaning that you’re not getting the maximum benefit of either. Research has shown that by separating different types of training sessions by at least six hours and up to 24 hours yields optimal results in both areas. Alternating days of lifting and riding would be the best approach, however, if you do have to do both on the same day, start the day with the more important session and do the less important one later on. I would also make one an easy session, for example, do a strength session in the morning followed by an easy zone 2 ride in the evening. If you are doing concurrent training there are also nutritional recommendations, largely that you focus on higher protein intakes of more than 2g per kg of body weight per day. This will result in more muscle gain with no detriment to your endurance improvement. I may be stating the obvious here, but the longer the duration of your ride, the longer you should leave between that sessions and the resistance training: the longer the session, the stronger the signals created. So let’s make it easy with a quick-tick list of the rules to follow if you’re planning a winter of concurrent training: • Separate resistance training and endurance training by six to 24 hours • If you’re doing both sessions on one day, always do the more important one first • Eat high protein levels of *2g/kg/bw a day • Leave a longer period between the types of sessions if you are doing an endurance ride (more than three hours)
Will Girling MSc sports and performance nutritionist; willgirling.com
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JENNIFER’S J O U R N E Y…
INSPIRE
GOOD GEAR Make sure you’re riding in the right gear when you’re going uphill and/or downhill. FOOT FAULTS Getting the right footwear to suit riding your bike is crucial. It makes such a big difference in gripping the pedals and getting the traction you need.
Jennifer rides her Ecosmo bike at least every other day
I N S P I R AT I O N
HOW CYCLING CHANGED MY LIFE...
Jennifer Emele, 25, from Essex, discovered cycling was a salvation during lockdown – so much so that she’s started her own bike club… HOW HAS CYCLING CHANGED YOUR LIFE? “Cycling has transformed my life and has helped me lose weight – but in a really fun way. The funny thing is that although I learned to ride when I was 10 years old, I only bought my first adult bike during lockdown. I got into cycling for two major reasons: largely to get fit but also to get on my bike and ride out more for recreation purposes.”
WHAT DO YOU RIDE AND HOW OFTEN? “I ride an Ecosmo foldable bike as much as I possibly can; I would say I’m out riding at least every other day. I live in Essex and sometimes I put the bike into the car and drive into London then cycle to see the
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sights. During lockdown, I utilised the daily permitted exercise period to get out on my new bike and just get used to cycling, which was great when it was quieter on the roads. It was a good way to get fitter and to deal with the restrictions of the times.”
WHAT’S BEEN YOUR BEST CYCLING ACHIEVEMENT SO FAR? “My favourite route has been Tottenham to
“MY BIKE CLUB MEETS EVERY FORTNIGHT TO RIDE TOGETHER. OUR CHALLENGE IS TO CYCLE 50KM”
HEAR! HEAR! The message here is simple: don’t use headphones when you ride. I see so many cyclists doing this and it can be such a dangerous distraction while riding. You need to be alert at all times.
Clapham Common for a cheeky picnic and then back to Tottenham, which was 40km in total. At the completion of it, I was really proud of myself. I love the feeling of the fresh air on my face while cycling. It’s an epic experience.”
WHAT CYCLING AMBITIONS DO YOU HAVE? “Well, I’ve already started my own bike club during lockdown. We meet every fortnight to ride together and our next challenge is to cycle 50km. We’ve been riding through the summer, building up the distances. I also cycle locally by myself or with my little brother Raphael.”
ANY DOWNSIDES TO CYCLING? “Not being able to ride! Unfortunately, I was recently involved in a car accident so I had to take a break from cycling as advised by my physiotherapist. Prior to the accident, it was nothing but a good experience that has helped me physically and mentally. It gave me a sense of purpose and allowed me to take control of my health. I can’t wait to ride again. Once I get the all-clear from my physiotherapist I will hit the roads once more...”
GET IN TOUCH... Has cycling changed your life? Email us at [email protected]
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“The True Grit is designed for gravel racing, with geometry that says ‘Let’s go fast’” TOM MARVIN
02
WHEELS
01
The DT Swiss XR1501 alloy hoops fitted here give ample support to the Rambler tyres
SADDLE
02
On initial impressions the Ritchey Trail WCS saddle is a little slippery for my liking
01
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BRAKES
03
I’ve used SRAM Force 1 brakes on a few bikes and I’m happy to see them here
03
D E C E M B E R 2 0 2 0 BIKE SHED
U P D AT E # 0 1
Looking for adventure Lauf True Grit Race AXS PRICE £4080 UPGRADES MUDHUGGER GRAVELHUGGER FENDERS £48 KILOMETRES RIDDEN 150 TOM MARVIN
The True Grit is designed for gravel racing with frame geometry that’s more ‘Let’s go fast’ than ‘Cover me in bags and let’s disappear for a month’. This suits the vast majority of my riding, which usually consists of 50-100km rides before a (late) lunch. However, while I can’t commit fully in these Covid times, I do have plans for something rather more substantial next year. This is my first time riding SRAM’s Force 1 AXS drivetrain with its flappy paddle shifters. I’m well accustomed to 1x drivetrains (and, in fact, prefer them off-road regardless how straight my handlebars are), but I was relieved to see that Lauf is speccing this bike with a 10-50t cassette and mech from SRAM’s XX1 MTB line-up. I’ve only had the chance to ride the bike twice so far, once on a short shakedown loop for a quick ice-cream by the coast, and another more substantial lap around town. With a Komoot account created and Garmin 830 strapped to the handlebar, I downloaded a route for an off-road lap of Bristol, taking in some of my home town’s gravel paths. I came home a very happy (and slightly nettle stung) young man. The bike fits me well (I’m on the boundary between a medium and large and opted for medium for a more aggressive fit). The 40c Maxxis Rambler tyres don’t drag too badly on tarmac and seem reasonably bitey on dirt, while the finishing kit is all comfortable too. Oh, and the shifting from SRAM? So far, so very good…
My medium bike comes with a 42cm version of Lauf’s own Smoothie handlebar, which has been designed to soak up even more trail buzz. It’s got a tight radius, which I like when descending off-road
Though not without its faults, I’m a big fan of the smooth-feeling leaf-spring Grit fork on a gravel bike. Less buzz means more comfort and more control – I’ll take them both!
W
SPECIFICATION Weight 8.7kg Frame True Grit Carbon, 12x142mm bolt-thru Fork Lauf Grit SL Carbon Gears SRAM Force 1 / XX1 AXS wireless , (42, 10-50) Brakes SRAM Force 1 Hydraulic 160mm rotors Wheels DT Swiss XR1501 with Maxxis Rambler 700x40c tyres Finishing kit Ritchey Trail WCS titanium saddle, FSA SL-K carbon seatpost, FSA V-Drive stem, Lauf Smoothie 42cm carbon bar, Shimano XT Race pedals
PHOTOGRAPHY RUSSELL BURTON
hile I might not be a regular face in Cycling Plus (I’m more often found in the pages of sister mountain bike magazine MBUK or online at bikeradar.com), I’ve long been riding curly handlebars and, like many of us, have fallen head over heels for gravel bikes. Lauf might not be a brand you’ve heard of before, but it began making mountain bike suspension forks, then launched its Grit gravel fork and later, in 2018, the True Grit gravel race bike. I’ve been riding a True Grit since launch, so I jumped at the opportunity to run its latest model as a long-termer in Cycling Plus. The Grit fork is a 30mm suspension fork based around a dozen glass-fibre leaf springs that join the upper part of the fork to the lowers, in which the wheel’s axle is bolted. It’s a very lightweight system with no inherent friction (which hydraulic systems cannot avoid, thanks to their seals), and does a fantastic job of smoothing out high-frequency, low-amplitude buzz from dirt tracks. It helps on bigger bumps too, although without the tunability of a hydraulic system, it arguably isn’t quite as good as competitor systems in these situations. With the bike, rather than just the rider, suspended, it helps smooth the whole of the bike’s ride out, rather than just keeping the handlebars insulated from the track’s surface. There’s plenty more to talk about, so keep an eye out for a full review soon.
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PLA I N AN D SIMPLE
We hit the lanes of the Cheshire Plain and a surprise serving of hills WORDS Trevor Ward PHOTOGRAPHY Henry Iddon
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A B OV E The Cheshire Plain extends from the Shropshire Hills to the Mersey Valley
T
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he view over the Cheshire countryside from the beer garden of my hotel extends all the way to the distant skyscrapers of Liverpool. There’s hardly a lump on the landscape as the sun sets over the Mersey. “Tomorrow should be a piece of cake,” I think, while savouring a piece of rather fine cake. Whether it’s the late evening August sunshine or the sugar rush from my dessert, I have lost sight of the glaring contradiction to my assessment of Cheshire’s topography. The only reason I’m enjoying such a spectacular view is because my hotel is perched on a hill. A hill whose summit is a not inconsiderable 182 metres above sea level. And behind it are more hills. It dawns on me that I’ll be needing my climbing legs tomorrow after all. I finish my cake and decide to get an early night. “So, this is the Cheshire Plain?” I ask my corider Andy Spinoza hopefully when we meet the next morning. “’I call it ‘Deepest Cheshire’” is his enigmatic reply, but his wiry frame and the 32-sprocket on his bike are already ringing alarm bells.
BIKERADAR.COM
We set off down a narrow, high-hedged lane that twists and jinks for several miles before bisecting the intriguingly named village of No Man’s Heath and eventually arriving in Malpas. It’s an attractive town with a handsome medieval church, but there’s no clue that a piece of cycling history took place near here. The 100-mile route of what was only the second-ever World Championship Road Race passed just south of here in 1922. From 14 starters – all amateurs – Great Britain took all the podium places, though that may have been a result of some confusion among the foreign riders who were surprised to find the event, organised by the Liverpool-based Anfield Bicycle Club, labelled ‘Private and Confidential’ and being held as a time trial. This was a hangover of the National Cycling Union’s decision to ban mass-start road races 30 years earlier.
Mover and shaker If Andy had been around back then, he’d have probably been sniffing out some scandal for one of the tabloid newspapers of the day. Or he’d have been on the other side of the fence and putting some positive spin on it as a media consultant employed by the UCI. Referred to by his contemporaries as ‘Mr Manchester’, Andy forged a career in his home
Cheshire
city as a major mover and shaker on the media scene. In the 1980s, he set up the influential City Life listings magazine and in the 1990s worked as the showbiz reporter for the Manchester Evening News. For the last 15 years, he ran one of the most prestigious PR firms outside of London, SKV Communications, until the events of 2020 led him to wind up operations. “It was a combination of the effects of Covid and the lure of early retirement,” he explains. Andy’s been spending a lot of his new-found free time on his bike. As a recent convert to road cycling, he’s already ticked off some famous climbs – from Ventoux in France to Winnats Pass in the Peak District – but admits it took some time to conquer his fear of riding on busy roads. “I used to ride a mountain bike mainly offroad, along canal towpaths, that sort of thing, but when I got my road bike, I started riding with a group and that really helped. There was one guy who always used to ride in the middle of the lane and I learned a lot about being assertive in traffic from him, which helped my confidence.” Off the bike, Andy has never had a problem with confidence. He regularly had to ‘doorstep’ or ‘front-up’ A-list celebrities for his daily showbiz diary. “Manchester in the 1990s was booming. You had famous people – actors, singers, footballers – going out to the same places
A B OV E L E F T Quintessential English scenes abound in this corner of the North West
T O P R IG H T Andy regales Trevor with endless tales of Manchester nightlife
as ‘ordinary’ people. Mick Hucknall had just made the biggest-selling album of the 1990s and yet could be having a drink in the same bar as you. My editor said my job was to report the social life of the city centre, but a lot of the time I was pricking the pomposity of celebrities.”
Unwanted attention
We glide through a selection of picture-postcard villages. Coddington even has a duck pond
Andy was also giving advice to those bewildered by their new-found celebrity status. “I once gave a ‘pep talk’ to Ryan Giggs. I told him that when he came into the city centre, I had to write about it, so if he didn’t want any press attention he should stay in his local neighbourhood.” Andy had a network of sources – hotel doormen, club bouncers and bar managers – who tipped him off if anyone famous appeared on their premises. He takes pride in his many scoops, such as the night former New Order bass player Peter Hook got into a fight with the boyfriend of his ex, Royle Family star Caroline Aherne. “It was at the opening night of a swanky new restaurant and Caroline was accidentally kicked in the fight. We got a photo that made our front page and was used by The Sun after that.” All this showbiz gossip is riveting stuff but, as we glide through the latest in a succession of picture-postcard villages – this one, Coddington, complete with quintessential
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“Ahead of us, the green bulk of Cheshire’s equivalent of the Pyrenees is looming: the Peckforton Hills”
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duck pond – we come across a rider in need of our assistance. He’s stood next to his bike – a 1990s Gazelle Skyhawk mountain bike with a distinctive yellow frame and red wheels – and is consulting something even older: a paper map. He introduces himself as Dirk Hein, a 55-yearold Dutchman from Utrecht who is on holiday. He’s due to meet his wife at Beeston Castle, but has lost his way. By the time we’ve found his destination on our hi-tech Garmins, Dirk has already located it on his map. “I have grown up using maps,” he says. “My nephew makes cycling itineraries for tour companies and is always telling me I should get a computer or some such, but I tell him I have never been lost. Ha ha!” We don’t know it, but we will bump into Dirk again later, when he will surprise us with something even older than his bike and map. For now, our immediate priority is to find a shop and some refreshment. Deepest Cheshire, however, is turning out to be very deep indeed. We haven’t passed a shop or cafe since leaving Malpas. Ahead of us, the green bulk of Cheshire’s equivalent of the Pyrenees is looming: the Peckforton Hills. It’s a shock to suddenly be on a road that’s ascending. This one drags on for two kilometres, with a final section that peaks at 11 per cent, before delivering us to Harthill village green and a restored Victorian building which now houses a cookery school. We are definitely among the high peaks of Cheshire now, something I couldn’t see from my beer garden eyrie last night for the simple reason they were behind me. We finally come across a pub that doubles as a village shop and are able to top up our sugar levels. As we skirt the eastern flanks of Cheshire’s ‘central massif’, the road may have flattened but
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the sense of being in the middle of a rugged landscape is maintained by the appearance of some hikers wielding ski poles and accompanied by Labradors. They fleetingly materialise before slipping back into the darkness of the densely wooded slopes. “Is that path rideable?” I ask one group of dogwalkers. “It is until you get to the big cobbles halfway up.” We stick to the tarmac and shortly afterwards the road rises sharply again, but this time it’s only a humpback bridge over a canal where several narrow boats are moored. After coasting past a stationary line of very expensive cars in the gridlocked town of Tarporley, we arrive in Delamere Forest, the northernmost point of our ride, and agree it’s time for lunch.
A B OV E The climbs in Cheshire do get more testing than humpback bridges
Star struck At the Covid-secure Fishpool Inn, a masked waitress takes our temperatures before leading us to our socially distanced table in the beer garden. This is the first time Andy or I have experienced anything like this, though it pales into insignificance compared to one particular lunch during Andy’s newshound days when he found himself being assaulted and threatened by a future Hollywood actor.
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“Few people in government know what the experience of riding in traffic is like”
“He was a rising star at the time and I’d written about his days at a local performing arts school,” Andy recalls. “When we were introduced, he picked up a glass of water and threw it in my face. I said to the rest of the table it was probably a good idea that I didn’t stay. As I was leaving the restaurant, he followed me, pushed me over a car bonnet and grabbed me by the throat. He said if I wrote anything about him again, he would ‘f*****g have’ me.” Rather than writing anything critical, Andy says he had been complimentary. Other stars occasionally took exception to what Andy wrote about them, although their reactions weren’t so extreme. Mick Hucknall tried and failed to chat up Andy’s girlfriend. Eric Cantona turned his back on him. And Morrissey wrote him a letter saying he ‘seriously didn’t fancy his chances with the Moanchester News’. During the remainder of our ride, the conversation turns from badly behaving celebrities to dangerous drivers. “I go for a long ride every Sunday with some mates and there’s always some aggressive tooting and general antipathy from a minority of drivers,” says Andy. “It’s all very well for the government to be encouraging more of us to ride bikes, but few of them have ever done it themselves so don’t know what the experience of riding in traffic is like.”
L O C A L K NOW L E D G E DISTANCE 58 miles/94km TOTAL ELEVATION 900m GRADE Easy. It’s mainly rolling hills rather than anything steep and nasty DOWNLOAD komoot.com/tour/258942456 TOP Temperatures are checked before entry is allowed into the beer garden
A B OV E New friend Dirk the Dutchman with his fourwheeled pride and joy
As a successful PR, what ideas does he have to bring harmony to our roads? “If you wanted a slogan, it would have to be something between the extremes of ‘Share the Space Please’ and ‘Get the F**k Away, Don’t Kill Me’.” Fortunately, the final challenge of today’s ride is nothing more hazardous than the steep climb to my hotel’s beer garden in front of a gallery of customers enjoying the late afternoon sunshine. One of the spectators is Dirk the Dutchman, who excitedly wants to show us something “even older than my bike”. He leads us to the car park and his impeccably preserved 1981 Citroën CX featuring hydropneumatic suspension (which he proudly demonstrates for us). “How was his ride,” I ask. “Interesting,” he says. “Most riders here seem friendlier than at home because in Holland no one greets each other. I think it’s because we have so many cyclists!” We return to the beer garden and order some drinks. I look out to the distant skyline of Liverpool and then check my Garmin. Our accumulated elevation of 894 metres is hard to reconcile with the pancake-flat landscape stretching out before us. But there’s no time to dwell on this. Andy has a great story about David Beckham and Sir Alex Ferguson he wants to share…
GETTING THERE The nearest mainline railway stations are located at Chester (10 miles) or Crewe (15 miles) WHERE TO STAY We stayed at the rather luxurious and splendid Pheasant Inn, which is nestled in the heart of the Peckforton Hills. Options for accommodation here range from spacious rooms to a private three-bedroom cottage. The Covid-19secure restaurant has a great range
of locally sourced dishes, while the outdoor terrace offers some truly spectacular views towards Liverpool, the Wirral and North Wales. Double rooms with breakfast start from £110. thepheasantinn. co.uk WHERE TO EAT We enjoyed a socially distanced lunch in the very spacious beer garden of The Fishpool Inn in Delamere. We can thoroughly recommend the flatbreads, salmon and haddock
fishcakes, meatballs in tomato and basil sauce, and steak burger (yes, we were hungry. It’d been a long day). thefishpoolinn. co.uk TOURIST INFORMATION: visitcheshire.com
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Ned has taken suffering for his art to the extreme
FINAL WORD
CRASH DUMMY
Ned gets closer to living the TdF than he intended
pattern is beginning to emerge. Both my visits to hospitals after falling off a bike have happened with a revealing simplicity of thought in the immediate aftermath of the Tour de France. Both incidents are differently embarrassing. The first crash involved a near brush with a 12-yearold pedestrian and ended with them being unhurt and me gazing in confusion at a battered bike helmet and claiming that I had won the 2003 Tour de France. The latest debacle resulted in more severe consequences, thankfully restricted to my body only, and its daft narrative is still unwinding. To cut a long story short, I have contrived to turn my upper arm into a mess of crushed bone and swollen tissue. Still, at least my bike was okay when I finally retrieved it from the moat of the 12th century castle in which I had been staying for the duration of my commentary duties on the Tour de France. I don’t think I heard it go crunch, but I knew instantly that my arm had been transformed into a heavy and useless appendage. The pain came a little later, and when it did it made its presence felt in the same way as jackhammers get to work on tarmac when the cables need relaying. I could envisage my nerves as fibre optic broadband connections, and, as a result,
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NED BOULT ING
SPORTS JOURNALIST Ned is the main commentator for ITV’s Tour de France coverage and editor of The Road Book, now in its second edition. He also tours his own one-man-show.
there has been a degree of intermittent buffering ever since. Let’s put it that way. So, I write this column from my bed, using Microsoft Word’s dictation function. The reason I have to do this is because my right hand is out of action. But it does allow me nevertheless to construct wildly over-elaborate sentences that seem to go on and on without any punctuation or sense of purpose other than to fill up a line or two because there is nothing easier than to do this when you are simply dictating into a machine that types it for you. Anyway, once my fellow commentators David Millar and Peter Kennaugh had finished laughing about the manner of my accident, they both explicitly noted that this ditch dive represented an opportunity for me finally to understand the reality of crashing: a daily hazard in a bike race and a frequent opportunity for television commentators to shout, ‘Whooaaaa!’ and ‘Oooooh!’ And it’s true. Certain aspects of crashes, which I had noted from commenting on them, happened to be completely accurate. For example, the desire to spring to one’s feet immediately and attempt to get back on the road is a primal instinct hardwired to some distant point in humanity’s evolution. Also, and this is something that I have been told over and over by professionals like Thomas de Gendt, the extent of your injuries and the proliferation of bruising and small tissue rips only become apparent two days after the accident itself. It takes that long for the body to complete a full systems check and audit. Of course, where my experience and that of the professionals completely part company is in the recuperation period. In my case this involves lying in bed being ferried cup after cup of peppermint tea, wincing theatrically as I dictate a column about crashing for a cycling magazine. This is indeed a hardship of sorts, but it pales into insignificance when placed against the stoicism of pro riders, such as Wout Poels who endured a horrifying week at this year’s Tour de France in which he had to pretend that he hadn’t broken two ribs. Or Geraint Thomas, in 2013, who seemed to think that breaking a pelvis wasn’t sufficient cause to take a day off work. Nevertheless, I like to think that there is a naive romanticism about my propensity for crashing straight after commentating on the Tour de France. It is clear that my enthusiasm for the race is boundless, and that my only desire is to get as close as I can to the lived experience of a racer. Spare me your moral superiority, riders! For I have suffered greatly too. Right, that’s my word count complete. Now for some tea and toast. And co-codamol.
ILLUSTRATION DAVID MAHONEY IMAGE GETTY
“My recuperation involves lying in bed being ferried cups of peppermint tea and wincing theatrically”
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WELCOME I’ve no shame in admitting to being the fairest of fair-weather cyclists. However, it wasn’t all that long ago when I’d be out on my bike in all weathers, feeling the cold in my bones and loving it, in a weird sort of way. I can’t put an exact date on it, but it was probably pre- Zwift’s Eric Min musing on his indoor training revolution. The idea behind this supplement, then, was both to remind us of the upsides to riding through winter and of some of the alternative ways to stay sharp through this period, away from the road bike. On p4, Trevor Ward, a man with a 12-month cycling season, talks up the benefits of winter cycling, and then rides a long way on the shortest day of the year on p16. On p6, we reveal the common mistakes of winter training and follow that up on p10 with alternative endurance sports for the colder months. Finally, on p22, we get to grips with the ultimate winter cycling discipline - cyclocross. John Whitney, Features editor WAGE WAR ON WINTER 2020
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BRAVOT Our man in the north, Trevor Ward, knows a thing or two about cold rides, given that he calls coastal north-east Scotland home. Here he makes the case for getting out into freezing temperatures this winter
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WORDS TREVOR WARD PHOTOGRAPHY ANDY MCCANDLISH
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once went to extreme lengths to beat the wind on my bike. I attempted to plot a route that made use of all available resources, man-made and natural, that were likely to offer me shelter from the prevailing south-westerly winds that regularly assault the land mass of Great Britain. I live on the north-east coast of Scotland, so know all about being pummelled into a sobbing wreck by relentless headwinds. Using my knowledge of the local roads and an Ordnance Survey map, I spent months constructing a parcours that utilised the protection offered by walls, woods, embankments, gradients and buildings. The closest I got was a 50-mile loop that spent the first 10 miles traversing hedgerow-lined lanes in a north-westerly direction before turning into the wind. The struggle of the next 10 miles of exposed terrain was alleviated by them being slightly downhill. By the time the road started climbing again, I was sheltered by a section of forest, some tall hedges and even the extensive and ornate masonry surrounding a local castle. It was an interesting exercise, but the net gains were so marginal as to be barely discernible. Forces of nature can’t be tamed, merely tolerated. Even if it had been a success, what would I do on the days it rained, or when the temperature plunged to sub-zero? Would I construct a route entirely beneath a canopy of tree branches? Or stick to industrial estates and the warmth generated by factories and workshops?
Despite my best efforts, I eventually realised I should be treating the wind as a friend, not foe. There’s a key passage in Tim Krabbé’s 1978 novel The Rider – about an amateur rider competing in a fictitious race in the south of France – that perfectly sums up the fine line between suffering and pleasure on the bike: “Instead of expressing their gratitude for the rain by getting wet, people walk around with umbrellas. Nature is an old lady with few suitors these days, and those who wish to make use of her charms she rewards passionately.” Admittedly, you may not feel as though you have been passionately rewarded as you wring out your sodden socks or thaw out your fingers after a typical winter’s ride, but there is a hint of truth in Krabbé’s words. Cyclists are more exposed to the elements than most other sports people, with the notable exceptions of sailors and mountaineers. We soon get used to the vagaries of nature and its extremes of heat, cold, wind and rain. Yet modern garment technology means the weather shouldn’t really cause us any real inconvenience. I can pack a waterproof or thermal gilet in my back pocket without it weighing more than a few grams, and breathable layers are designed to cope with fluctuating temperatures. Weather has been an integral part of our sport’s history and mythmaking. Bernard Hinault suffered frostbite after riding solo through a
“as cyclists, we are defined by the weather, never more so than during the long, dark months of winter”
Left Treat the weather like a friend, not a foe, and choose to commune with the extreme elements
snowstorm to win the 1980 LiegeBastogne-Liege race; Gerald Ciolek won the blizzard-hit 2013 Milan-San Remo after 65 riders had abandoned. Wherever there’s bad weather and a bike race, you’ll find a hero. (Unless, that is, you’re the British team who climbed off their bikes well before the finish of the 2012 World Championship road race in Florence because of torrential rain.) As a nation, we are already obsessed with the weather. As cyclists, we are defined by it, never more so than during the long, dark months of a UK winter. Where I live, rule number five of the Velominati’s ‘Rules’ – “harden the f**k up” – is a default setting. As Billy Connolly famously said, Scotland has just two seasons: winter and July (although even July is arguable). North of the border, layering up with tights, gloves, hat, overshoes and thermal jacket is a regular ritual for up to six months of the year. You learn to love winter riding. Okay, you learn to endure it. ‘Type 2 fun’ is how those hardiest of cyclists, the audax riders, describe their epic journeys, often in appalling conditions and usually involving taking shelter at an 'audax hotel': a bus shelter, church or disabled toilet. (Those aiming for the official title of ‘Round the Year Randonnéur’ have to do at least one 200-kilometre ride every month of the year.) There’s no denying, however, that the wind and the rain and the cold are best enjoyed in retrospect. As Krabbé writes elsewhere in his novel: “After the finish, all the suffering turns to memories of pleasure, and the greater the suffering, the greater the pleasure. That is Nature’s payback to riders for the homage they pay her by suffering.” WAGE WAR ON WINTER 2020
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WINTER TRAINING MISTAKES Don’t fall foul of the cold conditions f you’re looking to get the most out of your winter training, then you’re already going to be head and shoulders above those cyclists who go into hibernation come autumn, only to return in the spring once the temperature is back in double digits. Winter can be a tough time to be a cyclist, though — and that’s just the challenging conditions on the roads and trails. That doesn’t mean you should give up and join the fair-weather cyclists on the sofa. Here are 10 training mistakes to avoid between now and spring, along with advice on how you can overcome them.
01 / Not having the right kit WORDS CHARLIE ALLENBY PHOTOGRAPHY ROBERT SMITH, GETTY
irst things first... Having the right kit is essential to surviving winter on the bike. While your bravery is admired if you’re still riding in a pair of bib shorts and short-sleeve summer jersey long into December, it’s a recipe for picking up illnesses – or, worse, hypothermia. A pair of bib tights should be a wardrobe staple come this time of year to keep the worst of the cold weather off, while your top-half
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“after a long season of cycling, the winter months are a chance to do something different”
choice will depend on the conditions: from a long-sleeve jersey on milder days to a waterproof and windproof jacket for when things get really bad. Covering your hands and feet with gloves and overshoes respectively will also keep your extremities warm, while a cap will keep the chill off your head.
02 / Wearing too much kit ou’ve now got all the gear, but that doesn’t mean you have to wear it all at once. While you want to be warm on a ride, there can be too much of a good thing — starting off snug and cosy can soon become a wet, soggy mess once a few miles are under your belt. Then comes the dreaded wind chill. To counter this, it’s best to wear a number of layers that can be added or removed as conditions change during your ride. Matt Bottrill, from Matt Bottrill Performance Coaching, swears by a gilet as a lightweight, easily stowable layer to keep the wind off your chest without overheating. “At this time of year, the weather can change and you can get cold quickly, so always have layers,” he says. “If you can keep yourself warm and dry, you’re more likely to have consistent training.”
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03 / Not planning ahead f you have a goal in mind for next season – whether it’s a challenging ride, sportive or race – winter is the perfect time to start preparing for the year ahead. While it might seem too early to be training for next season, the work you do now will stand you in good stead come the summer. As with any training, it’s best to construct a plan to help you focus on exactly what you want to achieve over the winter months, rather than doing sporadic sessions where there’s no progression. Each session should be part of a bigger jigsaw that leads towards your overall goal, according to Matt Bottrill. “While you’re training, you should be thinking about the next training day. I’ve always said that you want to plan two weeks in advance to sort out the structure of your programme.”
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04 / Not putting the bike on the turbo the night before f your winter training involves a morning turbo workout, this particular mistake can end up costing you a whole session, just by not doing something that takes a few minutes in advance. “If my bike’s not on the turbo ready to go, that session just doesn’t happen,” says Dr David Nichols, former WorldTour coach. “It’s about making it as convenient and easy to happen, and pretty much any excuse not to set the alarm and get on the bike is good enough not to do the session.” Set yourself a reminder in the evening to get your bike on the turbo and you’ll have one less reason not to do that morning workout.
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Above Sticking your bike on the turbo the night before means you'll be more likely to jump on come morning
05 / Not keeping your lights charged f you like to ride outside, rather than on the turbo trainer, you need to ensure your lights are charged in advance. It’s easy to think that ‘no lights’ equals ‘no training’, and therefore an extra hour in bed, particularly with the lack of daylight through winter. If you do muster the motivation to get out into the dark, remembering to charge your lights will reduce the risk of them running out mid-ride. A simple way to keep on top of this is to take the lights off your bike to be charged after every ride (or every couple of rides if your lights have a long battery life).
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“it’s easy to think that ‘no lights’ equals ‘no training’, and therefore an extra hour in bed”
06 / Riding too far from home hile it can often be tempting to discover new roads on long training rides, Matt Bottrill recommends sticking to tried-andtested routes not too far from home during the depths of winter. Being miles from the nearest bike shop or stood on the side of the road in the cold trying to fix your bike isn’t fun. Bottrill says he always rides circuits at this time of year for this very reason, never straying too far from home in case of unexpected mid-ride mechanicals. While this approach might not be the most interesting way to train, it does limit the potential for things to go wrong. If you do head off the beaten track in winter, make sure you have everything you need to stay well fed and watered, along with the essentials required to fix those common mechanicals.
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“stick to triedand-tested routes not too far from home in case of unexpected mechanicals” Above If you do venture further afield, make sure to pack food and tools
08 / Not eating properly post-ride
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iding your bike over the winter months can be a great way of keeping trim during the excesses that inevitably come with the festive period. But while it’s tempting to dive into a selection box or mince pie as soon as you finish your ride, it’s important to refuel your body properly with the nutrients it needs to start the recovery process.
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07 / Forgetting to hydrate hen riding in the summer, you’d never think of leaving the house on a long ride without a couple of bottles full of water.
So why should things be any different come winter? Sure, it’s not as warm, but you need to keep your body hydrated — you’re still working hard, even if your perspiration isn’t as obvious. “It’s one thing that gets neglected — when it’s not warm,” explains Bottrill. “We don’t hydrate. Also, once you’ve done your training sessions, especially if you’re using gym bikes, sanitise your hands so you don’t pick up infections.”
Below Don't be a winter warrior who burns out before springtime arrives
“It’s key to replenish your glycogen stores,” says Bottrill. “Once you’ve finished your training, take in your protein and carbohydrates.” You can always save the choccies for dessert…
09 / Not recovering between interval sessions f you’ve only got less than an hour for a training session, then a HIIT workout – where you intersperse short, highintensity intervals with short periods of recovery – is a timeefficient way of keeping your fitness up over winter. But it’s also important to factor in recovery time between sessions, due to their intensity and what they take out of the body. ”If you’re doing that day-in-dayout, you’re going to burn out really quickly,” says Bottrill. “If you have 30 to 40 minutes of training time, there’s a benefit, but you can’t do it every day. It’s not feasibly possible because you can’t hit that high intensity.”
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10 / simply Overdoing it lthough it might be tempting to try to get a real leg-up ahead of next season, it is possible to burn out before you’ve even got there. “We call them winter warriors,” says Bottrill. Instead, he recommends setting goals and working out a more structured plan that will help you achieve those objectives. After all, you want to get to spring ready to take your training to that next level, rather than having already arrived at your peak.
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WORDS JOHN WHITNEY PHOTOGRAPHY HENRY IDDON, GETTY
COMING If the inevitable big chill threatens to bring your winter to a standstill, cross-training provides an injection of fun and variety – and will make you a stronger cyclist without turning the pedals reg LeMond enjoyed cross-country skiing. Richie Porte likes to swim. For pros and amateurs alike, after a long season of cycling, the winter months are a chance to do something different. But this idea – cross-training – needn’t be the preserve of the off-season. You could be at the end of a hard spell of training, recovering from an injury, or want to improve your allround conditioning throughout the season. It’s just that winter is the most opportune moment to do so, with few events on the horizon and weather conditions lacking appeal. It’s not about doing something that will magically enhance your cycling. It’s about having the opportunity to recover from the rigours of a tough sport and trying an activity that is similar but not the same. It’s the differences that make the difference. “Cross-training can be helpful by allowing body and mind to recover following a long, hard block of training and racing, while preventing a big decline in general fitness,” explains Simon Jobson, professor of sport and exercise physiology at the University of Winchester.
“after a long season of cycling, the winter months are a chance to do something different”
Cross-training can be fun and challenging. LeMond, the three-time Tour de France champion, wasn’t exactly coasting with cross-country (XC) skiing, a sport that vies with cycling for where the highest V02 max values are found. If you think a bike sprint is hard, check out the race finishes from the Mark Cavendish of the XC skiing world, Petter Northug. It was a break from the grind of LeMond’s season, so in that respect it was regenerative. In XC skiing, similar muscle groups are worked but in different ways, allowing you to retain a level of fitness but resting from your bread and butter, building motivation for the new season. As well as being recuperative, crosstraining can be transformative. Doing nothing but ride your bike will create body imbalances, which can lead to over-use injuries in the long-term. “Most riders will benefit from a psychological rest at one or two points in the year, but most will be keen to limit the fitness losses that result from inactivity,” says Jobson. “The old adage ‘a change is as good as a rest’ comes into play, with crosstraining removing the relentless focus and, in many cases, stress required for regular structured bike training.” WAGE WAR ON WINTER 2020
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who can hike in the hills for a few hours could do it”. ‘Skating’ is a relatively newer development and involves shorter skis but longer poles, with more support for the ankles in the shoes. Technically, it’s more difficult, being devoid of classic’s parallel lines of movement, involving a synchronised movement of arms and legs, and requiring more upper-body strength. The surfaces are groomed, except on the downhills, and give you more freedom to change direction. Wax is again used, this time on the whole ski. At the highest level, choosing the right wax for the conditions is a ‘dark art’ – according to Nicoll – and often determines the winner.
01 / CROSSCOUNTRY SKIING or many cyclists enduring snowy winters, this is the sport to maintain – and enhance – off-season bike fitness. A fusion of aerobic conditioning, core strength, power, balance and coordination, it’s the ultimate alt-sport for roadies, with famous practitioners including Edvald Boasson Hagen and Fabian Cancellara. It uses the same muscle groups (quads, hamstrings, glutes, back and core) in fresh ways, requires good but not brilliant upper-body strength, is low impact and asks for similar balance and awareness as on fast descents. There are two different types: ‘classic’ sees skiers glide in groomed, parallel tracks, with a grip wax on the centre of the ski used for propulsion. According to Ed Nicoll, a cycling enthusiast and former British professional XC skier, this is the “easiest and most accessible introduction to the sport. Anyone
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“A fusion of conditioning, core strength, power and co-ordination, it’s the ultimate alt-sport”
Above Once you’ve mastered the skill set, XC skiing is a great crosstraining tool
WHY? Like cycling, XC skiing will stress your aerobic system, but works the
whole body like no other sport. It’s pretty low risk, too. Cancellara’s teams allowed him to do it, even though downhill and many other sports were banned.
WHY NOT? It’s not exactly accessible in the UK, and there’s a lot to learn to become competent. Roller skiing is a good substitute at home to learn the basics before you head onto the snow. Our photographer, Henry Iddon, can often be found on the promenade at Cleveleys doing just that (rollerski.co.uk).
GETTING STARTED... Try XC skiing out for a morning on your next ski holiday. It’s cheaper than downhill skiing. In Gstaad, where Cycling Plus tried it out (see opposite page), it cost 33 Swiss Francs compared to 51 for a day pass. It’s also worth paying for an instructor to show you the ropes. Be patient – skating on skis, in particular, is a hard skill and might not come quickly.
02 / SWIMMING nother whole-body exercise and one that will maintain the endurance needed for cycling. “I usually recommend activities like swimming as they feel, psychologically, a million miles away from cycling,” says Simon Jobson. “These activities provide the best chance of a full cycling mental detox. It’s very difficult to find non-cycling activities that stimulate the body in a way that maintains cycling-specific fitness. Therefore, I usually suggest activities that will maintain the physiological foundation of most cycling: endurance, aka V02 max.” Despite an increase in the number of pools in the UK over the past decade, there was a drop of almost 520,000 swimming activities to 4.2m in 2019 compared to the year before, according to Sport England’s 2019 Active People’s Survey that looked at people taking part in an activity at least twice in the previous 28 days. For cycling enthusiasts, it needn’t be one or the other, because swimming is one of the best off-thebike activities we can do. It’s low impact, improves flexibility, works as a cycling-substitute cardio workout and offers light resistance in every plane of movement. It’s also a good means of off-bike rehab; Trek– Segafredo pro Richie Porte swims to improve his recovery (see p14).
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“It’s low impact, improves flexibility, And works as a cyclingsubstitute cardio workout”
WHY?
“Swimming is the best sport you can do as a cyclist,” says triathlon coach and former pro cyclist Spencer Smith. “It just doesn’t beat you up like, say, running does. It engages the core and makes you work, but you can do it for half an hour and not feel like you’ve done 12 rounds with Mike Tyson.”
WHY NOT? A warning, though: not all swimming strokes will suit everyone. “If you have neck problems the hyperextended position of breaststroke with your head out
of the water can worsen your problem,” writes Jo McRae in Ridestrong: Essential Conditioning for Cyclists (Bloomsbury). “If you have instability in your lower back, or knee problems, you might find the hyperextension of the lower back with the breaststroke kick problematic.”
GETTING STARTED... John Wood, of Tri-Coaching, says: “If you can’t swim these distances comfortably, shorten the distances to fit your swimming ability – try 25, 50 or 75m swim intervals instead." 10 minutes easy swim 3x100m (usually 4 lengths), with 30 secs recovery, at steady pace 3x100m with 20 secs recovery 3x100m with 10 secs recovery 10 minutes easy swim
Escape to the (cross) countrY John Whitney dips his toes into cross-country skiing in Gstaad his was bringing a whole new meaning to the idea of cross-training. I wasn’t just cross, either. Rattled, frustrated, you name it. My naïve assumption that, because I’d downhill skied in the past, I would take to crosscountry skiing without much fuss, was in tatters. It was going to take longer than the single day I had to get close to picking up the technique. My teacher, Claude Frautschi, was an expert; photographer Henry wasn’t bad either, having finished the 54km Birkebeiner XC race in Lillehammer two years ago. I, meanwhile, was moving with all the grace of an inebriated daddy long legs.
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Below Swimming is a low-impact alternative to give your body a breather from the bike
We were in Saanenmöser, just up the valley from Gstaad, on prime cross-country track. I’d opted for skate skiing, the most popular with cyclists. The key to skating is coordination: Claude made the action – pushing the ski behind you at an angle and using both hand poles to propel forward (either with each ski movement or after every two) – look totally effortless. Unlike downhill skis, XC skis don’t have an edge to them that allows you to grip the snow, so controlling them is harder. Balance is also crucial, and you need to keep your body weight centred.
Claude insisted it was a very safe sport to practise, once you’re up to speed. “Torn hamstrings are the most common injury, particularly with cyclists who suffer from tight muscles,” My short experience of the sport barely scratched the surface, but it left me hungry for more as I’d have to learn the fluent motion before I got any aerobic benefit for cycling out of it. XC doesn’t have the exhilaration of downhill, but it makes you work for the endorphin rush that old hands get from it. And if that doesn’t sound like road cycling, I’m not sure what does.
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Recharging Porte Tour de France podium finisher Richie Porte talks about his swimming habits efore I turned pro, I was a swimmer. I’ve swum my whole career in the off-season and, when I can, during it. I’m not doing anything structured; it’s really as a release and a change from the norm. I’m into freestyle and bashing out a few hundred metres for recovery with a pull buoy [a foam swimming aid]. It’s good when the weather’s not so great and still works the cardio for an hour. I can just dip straight back into it, but for guys who’ve just been riding bikes their whole lives it will take a bit more perseverance. I’ve been lucky that the teams I’ve ridden for have encouraged me to swim. Cycling has so much tradition and they worry it’s going to build muscle up, but I’ve always had guys like Tim Kerrison [from Team
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Sky] and David Bailey [from BMC] who both came from swimming backgrounds and who understand you have to do a lot for that to happen. I’ve known plenty of cyclists who aren’t keen on anything but cycling. Mentioning no names, but there are guys here in Monaco who, for a 200m walk to the cafe, are still taking their scooters. Some think that if you’re not training, you should be resting. I’m from a different background; triathletes are notorious overtrainers! For amateur cyclists, especially those facing the UK's weather, swimming is an activity they can really benefit from. I just think it’s something different to riding the home trainer or doing a cold, rainy ride. There really are very few downsides to it.
Above No need for expensive equipment, just put on your trainers and run
03 / RUNNING erhaps the most popular cross-training activity for cyclists – and also the riskiest. If you have a weak core, poor flexibility or muscle imbalances – all common traits of cyclists who only ride their bike – then running, with its impact forces, as a cross-training exercise might not initially be for you, and certainly not in large quantities. Even experienced runners, returning to it after time away, have to be careful not to throw themselves in too hard, too quickly. Spencer Smith used to compete professionally in that sport, and for one season rode for the Linda McCartney cycling team: “I’d decided to turn pro in cycling in September the year before, and in December I went out for a run as a bit of cross-training – for about an hour, which, if I’m honest, should have been shorter. I woke up the next day
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“The key is not to overdo it. you don’t want to hurt your cycling”
Right See what your local gym has to offer for pilates classes
04 / PILATES nyone who’s ever tried pilates – this writer being one of them – might initially wonder where the benefit for cycling is, such is its often passive, gentle nature, particularly at the novice stage. Developed in the early 20th century by a German physical trainer by the name of Joseph Pilates, it involves stretching and manipulating your body into positions that can improve flexibility, strength and control through the body, particularly the core, with a big focus on breathing. It can be done in either a fitness setting or a clinical one as part of physiotherapy rehab. You’ll practice repetitive exercises, standing or on the mat, with pilates aids including elastic bands and foam pads.
A WHY? and felt like I’d been hit by a truck. The key is not to overdo it, you don’t want to hurt your cycling.”
WHY? The impact forces of running are a good thing, if you let your body adapt slowly, and can improve bone health. “Because of the lack of impact forces, cyclists are at risk of osteopenia and osteoporosis,” says Simon Jobson. “Adding some walking and/or running to the routine will likely offset some of this risk.” Being a competent runner also opens up the opportunity for other cross-training sports that require it, such as tennis. And with all your cash tied up in the money-eating world of cycling, running makes a refreshing change. You need a pair of trainers and, er, that’s it.
WHY NOT? Running might prove a refreshing addition to your training schedule, but the physiological benefits are limited, according to Jobson. “Experience tells me that there is
only limited fitness cross-over. If you’re just going for general endurance conditioning, a more ‘whole body’ exercise will provide a bit more bang for your buck”.
GETTING STARTED... “I’d suggest 20-30 minutes,” says seasoned triathlete Spencer Smith, “but broken down. Do 3 minutes on, 2 minutes walking. The ‘on’ minutes shouldn’t be too hard, around 60-70 per cent effort.”
It’s almost as beneficial as a form of mindfulness than a tool for physical improvement, which as a break from chasing cycling goals makes for a nice change. And its “isolated, focused exercises where movement is slow and deliberate can be easier to follow for cyclists whose overall movement skill can be low,” says Jo McRae.
“as beneficial as a form of mindfulness than a tool for physical improvement”
WHY NOT?
That positive could also be a negative for cyclists, who might find the slow, calm progress a turn-off. It can also be expensive to join a class, which is essential to be able to follow an instructor’s movements.
GETTING STARTED... Join a class. Gyms (fitness) and physios (clinical) offer classes. In the former, you’ll sit in front of an instructor who’ll guide you through movements and breathing. With the latter, you might get prescribed exercises specific to your needs. WAGE WAR ON WINTER 2020
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THE LONG SHORT IT...
& OF
WORDS TREVOR WARD PHOTOGRAPHY ANDY MCCANDLISH
WE DIDN’T LET THE SHORTEST DAY OF THE YEAR GET IN THE WAY OF A DECIDEDLY LONG RIDE FROM EDINBURGH TO GLASGOW t’s just after eight o’clock in the morning of 21 December and we are standing shivering at the end of a pier beneath the Forth rail bridge, waiting for the sun to appear. Members of the local lifeboat crew walk past carrying a human torso. Closer inspection thankfully reveals it to be a plastic one for use in firstaid demonstrations. “Where will the sun come up?” I ask one of them. “Over there,” comes the reply, pointing to a dark promontory jutting out into the river. The sky is already starting to turn a dull amber glow in that direction. It’s time to clip in. Sunrise here in South Queensferry will officially be at 8.42am. Our plan is to race the celestial orb across Scotland and arrive in Helensburgh on the west coast before it sets at 3.46pm. We are riding from sunrise to sunset on the shortest day of the year: what could possibly go wrong? If anything does go wrong, at least we’re in good company. Dr Robin
I
Hoyle is one of the bosses at Glasgow Science Centre and a trained member of his local mountain rescue team. While he doesn’t possess the power to stop the Earth rotating on its axis and grant us a few more minutes of daylight, he is at least able to explain the physics that govern the winter solstice. And he can also build us a snow hole should things really get out of hand.
Guided tour The Doctor (“Please don’t call me a boffin. Us scientists hate that. It trivialises what we do”) also proves handy when it comes to local knowledge, providing a running commentary on each of the various engineering wonders we pass during today’s ride. The railway bridge above us, for example, is a UNESCO World Heritage site, putting it on a par with the Taj Mahal and Great Wall of China. Less impressive is the gauntlet of smoke-billowing stacks we ride through at the sprawling petrochemical complex of Grangemouth, which is more Coronation Street than Blade Runner. It’s a relief to emerge into the relatively fresh air of the towpath of the Forth-Clyde Canal. WAGE WAR ON WINTER 2020
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It’s a case of gritting our teeth and grinding up through the gloom
Shortly after this, we are confronted by the sight of two giant horses’ heads looming out of the mist as though they’ve just burst up from the Earth’s core. This is my first view of The Kelpies and the utter absurdity and beauty of these 30-metre-high sculptures of mythical water horses almost sends me wobbling into the canal. I regain my composure and edge slowly nearer. Robin goes into full-on science mode about the materials and construction process, but I’m more interested in the imagination that produced them. We stop for a coffee in their shadow and I learn that local sculptor Andy Scott was inspired by the story of a Clydesdale draught horse called Carnera that, during the 1930s, pulled a wagon for local drinks company Barr, the producer of Irn Bru. Carnera was supposedly the largest working horse in the world. Before crossing the canal and re-joining the towpath, Robin has to 18
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sort out a problem with his rear brake disc. It’s during this brief interlude that I discover his scientist’s opinion of ever-changing bike technology is refreshingly blunt: “I don’t understand why anyone wants to spend thousands of pounds on a super-lightweight or aero frame when they could just lose a bit of body fat if they want to go faster.”
Lock, stock... About a mile further along the canal is the Falkirk Wheel, another spectacular feat of modern engineering – although this one is more functional than fantastical. The world’s first and only rotating boatlift connects the Forth-Clyde Canal with the Union Canal 30m above us. Previously, the latter could only be accessed via a set of 11 locks that took all day to navigate. Robin launches into a lengthy explanation of how each lifting operation uses only the same amount of energy as boiling eight
Top left Time to synchronise watches as we prepare to ride to the sunset
kitchen kettles – it’s the weight of the water that provides the impetus. Fascinating, of course, but to be honest, by this stage I'm freezing and keen to get pedalling again. For the rest of the ride, the wonders will be natural rather than manmade. It’s only after we have shaken off the last vestiges of urban development that Robin, who arrived for today’s ride suffering from “the lurgy”, reveals he needs “some juice”. Glaswegians appear to be under the collective belief that calling all sugary drinks ‘juice’ gives them a healthy veneer. I notice for the first time that Robin’s bottle cages are empty – he forgot to pack his bidons. I have a full, untouched water bottle on my bike, but there’s no way I’m sharing it with Dr Phlegm. Out of sympathy, I tell him I won’t take a drink myself until
The utter absurdity and beauty of The sculptures almost sends me wobbling into the canal
Left The mist made for some tough going Below Robin proves to be a mine of information on the infrastructure
Local Knowledge Distance: 73 miles/118km Grade: Moderate. The middle third is the toughest. Crow Road is the longest and steepest of the climbs Download: komoot.com/ tour/269296118 GETTING THERE
he’s able to have one. He is eventually resuscitated by a can of Red Bull at the foot of the day’s big climb. As the road climbs towards the Carron Valley, we seem to have shaken off the grey, sepulchral gloom of the morning. There is even a patch of blue sky and a brief sensation of warmth, but it is short-lived. From the highest point, we can see tendrils of mist snaking up through the valley and snuffing out views of its reservoir. We have no choice but to descend into its icy grasp. Sadly, this is where we shall remain for the rest of the ride.
The Crow Road over the Campsie Fells is one of Scotland’s classic road cycling climbs and is where Robert Millar put in the hard training miles on his way to becoming the first Brit to win the King of the Mountains jersey at the 1984 Tour de France. I’ve reassured Robin that we are ahead of schedule so can afford to take the 5km ascent at an easy pace. The steepest ramps – nudging doubledigit gradients – are at the bottom, while the rest of the climb is a tiresome drag full of false crests and crushed hopes.
Nothing to see here At the top of the steepest section, there are usually impressive views of Ben Lomond and other peaks, but the mist has wiped these out, so there are no excuses for photo-stops. It’s a case of gritting our teeth and grinding up through the gloom. At the top, there is the briefest respite from the chill when the mist lifts, but no sooner have I
The nearest mainline railway station to the start in South Queensferry is Inverkeithing, a 20-minute bike ride away on the other side of the Forth. Alternatively, take a local train from Edinburgh to Dalmeny. There are regular direct trains from the finish in Helensburgh back to Edinburgh.
WHERE TO STAY The South Queensferry Premier Inn is a 10-minute ride away from the start and Dalmeny rail station. The hotel offers spacious rooms and has a bike-friendly policy – you can keep your bike in your room. It also offers cyclistfriendly breakfasts: from continental buffet to full-cooked English or Scottish. Rooms from £29. premierinn.com
FOOD AND DRINK The Premier Inn has a Brewers Fayre restaurant. Or, there are branches of McDonald’s and Frankie & Benny’s nearby. The toasties and coffee were good at the Village Cafe in Blanefield. There are lots of places for a post-ride blowout in Helensburgh.
TOURIST INFO scotland.forestry.gov.uk/ visit/carron-valley scottishcanals.co.uk/ falkirk-wheel/ thehelix.co.uk/ things-to-do/thekelpies/
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optimistically put my sunglasses back on than we are entombed once more. The descent features an arrowstraight section usually taken at high speed, but today we embark upon it with caution and a thousand lumens blazing. We arrive in the village of Blanefield just after 1pm with twothirds of the route completed. I calculate that this allows us 50 minutes for lunch and, when we arrive at an empty cafe where the owner greets us with a friendly welcome (“Sit down and I’ll bring you the menus”), I sense the stars are in our favour. I’m wrong. A couple of the cafe’s lunchtime regulars arrive and we are quickly forgotten. Eventually, the owner takes our order. Two panini and coffees, please. He disappears. Another couple of takeaway customers come in. They too are given priority. Then 20
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our host returns empty-handed with the news he doesn’t actually have the ingredients for our panini. It feels like being in Royston Vasey, of TV comedy The League of Gentlemen infamy: “This is a local shop, for local people”. Our schedule is now seriously under threat, and we are both ravenous. I start putting my gloves and helmet back on and say we are going to have to find somewhere else. I have no idea if Blanefield even has another cafe, but we are burning daylight waiting for food that may never arrive – or that may not even actually exist. The cafe owner panics. “I can do you cheese and ham toasties and coffees to take away?” “Okay, but we need them ASAP.” They eventually arrive, and we throw them down our necks there and then while our hapless host
Top left Descents are taken with care considering the road conditions Above left It’s a race against the clock to complete the ride in the available daylight
spends the next 10 minutes handwriting a receipt and phoning a friend for a VAT number. It turns out he wasn’t the owner after all, merely a relative doing him a favour. We clip in and almost immediately start another stiff climb up to a beauty spot called the Queen’s View. Needless to say, Queen Victoria’s favourite panorama of Loch Lomond has been obliterated by the mist. By the time we arrive in the lochside town of Balloch, we have fallen behind schedule to beat the sun. Then things get worse. With only 10 miles to go, the signs for the Loch Lomond bike path inexplicably lead us into the labyrinth of a Christmas market full of tree vendors and chestnut sellers. After circling the German kiss cake stall for an infuriating third time, I’m starting to get anxious, and Robin is feeling nauseous.
Time running out With mounting desperation, we press on in the direction of the main road – the notoriously busy A82. But before we reach it, and just after the Bird of Prey Centre, Robin spots a tiny blue sign sticking out from a lamppost: Loch Lomond Cycle Path. The final stretch of the bike path to Helensburgh is a carpet of thorns, twigs and other arboreal detritus. The last thing we need is a puncture so close to the finish, so I’m contemplating joining the main carriageway – an endless procession of motorists who have confused an imminent two-day public holiday with an apocalyptic event requiring mass mobilisation – when Robin tells me my back light has stopped flashing. It’s one of those button battery affairs and, sure enough, has died as a result of me being so presumptuous as to use it for the
last four hours. We are forced to stay on the bike path. With three miles to go and still no sign of the long, sweeping descent the profile on Strava had promised, we are catching up with another cyclist looming in the murk ahead. He’s weaving from side to side on an ancient sit-up-and-beg bike. I shout a warning that we’re behind. His erratic steering continues, leaving me with no room to squeeze past. I shout again, louder. Only when I’m on his back wheel do I see he’s wearing earphones. Surely our plans aren’t going to be scuppered by a Christmas drunk listening to Scandinavian death metal as he cycles home from the pub? The road finally starts going downhill and we arrive at Helensburgh pier exactly eight minutes before the sun is due to set. We find a bench and sit down,
Above right Journey's end at Helensburgh, but not the merest hint of a sunset in sight
looking west over the Firth of Clyde. We are confronted by a gun-metal sea and the same grey smudge that has haunted us all the way from the Firth of Forth. At the appointed hour – 3.46pm – the view remains exactly the same. There is no faint reddening of the horizon, no discernible dimming in the light. Everything is as drab and bleak as it’s been all day. A couple of labourers are packing away their tools behind us. We ask them the way to the railway station. “Two minutes up there.” They’d obviously overheard our conversation. As we ride off, they call after us. “Sorry about the sunset, lads. Merry Christmas!”
We are confronted by a gun-metal sea and the same grey smudge that has haunted us all the way
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Content director Rob practises an array of CX techniques at Redbridge Cycling Centre
WORDS ROB SPEDDING PHOTOGRAPHY STEVE BEHR
SKILLS CYCLING PLUS CONTENT DIRECTOR GETS TO GRIPS WITH THE ULTIMATE WINTER CYCLING DISCIPLINE, CYCLOCROSS - WITH THE HELP OF FORMER WORLD CHAMP MIKE KLUGE ob, I think it would be most sensible for you to put these on.” I’ve just returned from the changing room in my Cycling Plus Lycra when Mike Kluge presents me with a set of mountain-biking arm and knee pads. Photographer Steve Behr is smiling conspiratorially. I’m confused. The three of us are at Redbridge Cycling Centre – or Hog Hill as it’s also known – on the north-east edge of London for, what I at least thought was going to be, a reasonably chilled-out, low-risk, Sunday morning of cyclocross tuition. Mike, the founder of Focus bikes and a former CX world champion, seems to have other ideas. And, judging by the look on his face, Steve is complicit. Reluctantly, I pull on the knee and elbow pads and we wheel our Focus Mares bikes out onto the circuit.
Needless padding?
if you’re experimenting, wear protection. go past the limits of bike, tyres and, let’s face it, talent and you hit the ground
This is the first time Mike and I have met, so I don’t think he’s making me dress up like an off-duty Iron Man because he’s heard that my one and only foray into cyclocross was, well, disappointing. It came in
autumn 2017 and I finished second to last. But the only thing that got hurt was my pride, so why am I padded up? “It’s like a second brake system, so that you don’t stop with your knees and elbows,” laughs Mike. “Seriously, though, wearing pads helps you find the limits of your bike and tyres.” Basically, Mike’s saying that if you’re experimenting, wear protection. Go past the limits of bike, tyres and, let’s face it, talent and you hit the ground. Complementing your helmet with knee and elbow pads means that you’re more likely to be able, and willing, to get back on your bike and go again. “Also, it means that you won’t be stuck to your sheets when you get up for the toilet in the night…” Mike even suggests that riders new to road riding should think about investing in pads. “For sure, people might smile at you,” he says, “but it can boost your confidence and, if you do fall, you won’t have to spend time away from your new hobby.”
Fight club It doesn’t take long for me to appreciate the extra padding. As we spin along Redbridge’s asphalt track for what I assume will be a gentle warm-up, Mike calls me over to WAGE WAR ON WINTER 2020
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ride by his side. The wisdom he’s looking to impart is, surprisingly, aggressively delivered. “Get closer. No, closer. No, even closer. Right, now lean against me and try to push me over…” Okaaay… Next thing, Mike and I are barging shoulders, clashing elbows and leaning our bikes in like Cavendish and Sagan at the end of a sprint. Needless to say, Mike’s an expert and has little trouble sending me veering off my line. It’s fun, but I’m not 100 per cent sure what it’s achieving. “In a race there can be lot
of contact,” he explains, “so learning how to stay on your bike, hold your position and not crash is vital. Also, this is a good way of reassuring yourself that bikes, tyres and riders can cope with a lot of rough treatment.” He’s right. Maybe it was the crash pads, but at no point during the argy-bargy session did I think the bike was going to slide from under me. It’s not something to try with an unsuspecting riding buddy or someone you’re passing on your commute, though.
Endo the world as I know it… Straight after the rough and tumble, I discover why Mike and Steve had been sniggering earlier. As Steve lines up his shot, Mike grabs the back of my saddle. “Clip both feet in and grab your front brake hard.” I do as I’m told and all of sudden Mike hoists
Above A bit of (pre Covid) argy bargy: good practice for the rough and tumble of racing
up the back of the bike. I find myself nose down and screaming just a little bit. “Now, let go of the brake.” I do. Mike releases his hold on the saddle and the rear of the Mares clunks back to earth. Once I stop crying, Mike explains that “if you lock your front wheel and the bike tips forwards, you have more time than you think to prevent a crash”. That is, should you find yourself heading over the bars because you’ve locked up, the best thing you can do to avoid arriving at the scene of the accident is, actually, to relax and release the front brake. If you’ve not flipped too far forward and there's still weight over the rear, the bike and gravity can still save you. “Don’t panic, release your brakes and you might save your arse,” says Mike. I’ll try to remember this nugget of advice the next time I’m heading for a broken collarbone.
if you find yourself heading over the bars, just relax and release the front brake
Left Appearing at a theatre near you – the Rod Hull and Emu of cycling
Brake the habit Of course, not sending yourself arseover-tit in the first place is probably
the best form of injury prevention, so brushing up on your braking technique is a great idea. “The best way to stop quickly is to keep in contact with the saddle,” says Mike. “Place as much of your bodyweight as possible on the last quarter of your saddle and stretch your arms so that you’re sitting as far back as possible.” This is so that both wheels stay in contact with the ground for as long as possible to help you control your emergency stop. The main lesson from this stopping practice is the importance of the front brake. As you slow quickly, your weight naturally moves forward, no matter how hard you try and keep your butt clamped to the saddle. It can quickly end up doing 10 per cent of the retardation, so getting used to trusting my front brake has made a big difference to my stopping confidence. And, of course, I now know, theoretically at least, what to do if the front brake works too well.
Ever-decreasing circles Once I’ve nailed stopping, Mike decides it’s time to improve my cornering. In a typical cyclocross race, you need to nail the tight turns without sacrificing speed. We head onto the grass and Mike starts whizzing around in tighter and tighter circles, at extremely lean angles and with his inside pedal virtually clipping the ground. I try to follow but struggle to match Mike’s compact rotations. “Push your weight onto the handlebar, choose a bigger gear and listen to the grass!” By loading up the bar, you’re doing the opposite of the braking drill – the rear wheel lightens and can, in theory, slide gracefully, speedwaystyle, as you turn. Selecting a bigger
Right Rob Spedding, under Mike’s guidance, hones his cornering skills Below right Bunny hopping is a key CX skill, as Rob “master of the lazy bunny hop”, learns
gear lets you hold speed through the corner and accelerate out of it. And the listening? “If you hear that the tyres are starting to tear out the grass, then you need to become a little more sensitive as you’re at the limit of grip.” It’s a dizzying, and surprisingly tiring, exercise, but if you can find a flat expanse of grass, it’s a lot of fun. Oh, and make sure that you don’t just go in one direction. We all have a favourite side where we’ll find it that bit easier.
“the key is getting on and off the bike while losing as little speed hopping as possible,” Here’s To navigate small obstacles shouts mike on a CX course, or out on
we stand up and shift our weight forward to lift the back wheel; and drill three combines the actions as we clear a log placed on the road. Jeopardy increases slightly with the addition of small cones under the log and an increase in pace.
On and off switch… “The key is getting on and off the bike while losing as little speed as possible,” shouts Mike as he manages to dismount and ‘resaddle’ his moving Mares in what seems to be a blink of an eye. In a cyclocross race – or upon arrival at the station – being able to gracefully and quickly leap from your moving bike is a crucial
the road, the bunny hop is an essential skill. I have to admit at being the master of the lazy bunny hop – basically pulling the bike into the air using my clipped-in feet. This isn’t the correct technique: the occasions where one, or both, of my cleats have unclipped show why. “It’s quite simple to learn if you start slowly,” says Mike. Drill one sees us riding along and repeatedly popping small wheelies; on drill two,
Crossing the road We realise that not all of you will be rushing out to race cyclocross, but much of what Mike tried to teach me is valid on the road, too…
Better braking Left Mounting at speed’s needed in the pacechanging world of CX
Being able to stop quickly and safely is an essential skill on British roads, so taking time
to finesse, or simply refresh, your braking technique in a safe, traffic-free environment is something we should all do from time to time – a bit like re-reading The Highway Code…
Finding limits We don’t necessarily
advocate all-in-bike wrestling, but finding a safe way to discover the limits of your bike and your skills isn’t a bad way to spend an afternoon. It’s surprising just how far you can push a couple of skinny tyres by whizzing around in circles.
Stunts aren’t silly Skills like bunny hopping aren’t just for racers or kids in BMX parks. Learning to skip over obstacles without falling off your bike can come in incredibly useful. Even if it’s just so that you can leap onto a kerb at a pinch point…
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skill. And it’s one that I feel the pads could come in useful for when I try it. As Mike explains the dismount technique, I’m certain I’ll end up on the ground, twisted among the spokes. “At the last moment, as you approach an obstacle swing one leg behind the saddle. You keep the foot you usually unclip first on the pedal and swing the other leg between the frame and that leg. Then put your foot down close to the front wheel, take your other foot out of the pedal and run!” Easy, right? Actually, it’s not as hard as it sounds, especially if you do it in slow motion at first and cheat a little by unclipping your ‘pedalling’ foot before starting the dismount. Getting back on is an art as well. “Get it wrong and it can be painful,” laughs Mike. “You don’t want to land on what in German we call the sacknut!” Quite. So, he says, the secret is to run, jump and rather than land, erm, plumb in the centre of the saddle, aim to contact the saddle thigh first. And use the swing of the leg to get you back on the bike without hopping along on your trailing leg. I wish I’d worn a cricket box as it takes several attempts before 26
WAGE WAR ON WINTER 2020
Above Whatever your ability, CX is simply great fun
finding success. After a few attempts, though, I was managing to, if not seamlessly, at least gracelessly get off and on in one movement.
Shouldering the burden The last move Mike wanted to show me was shouldering the bike. In theory, this is the easiest skill – just pick it up and put it on your shoulder, surely? It turns out that there’s more than one way to pick up and run with a Mares… The simplest method is to grab the bike by the top tube, hoist it onto your shoulder, wrap your arm around the head tube and grip the bar close to your chest. Mike, though, prefers to lift the bike by the down tube and onto his shoulder in one move. He then places his arm under the down tube and reaches around to grab the bar. Finally, he explains that you can simply slam on the front brake so that the bike flips forwards and you slide your shoulder through the frame. Apparently, this is useful when you’re tired…
it turns out that there’s more than one way to pick up and run with a focus mares cx bike
Redbridge Cycling Centre Thanks to Redbridge Cycling Centre for their hospitality. This purposebuilt facility in Hainault, Essex, is a brilliant place for cyclists of all levels. It has a road circuit, a mountain-bike loop and a BMX track with a selection of hire bikes available for use if you don’t have your own. For more information, visit redbridgecyclingcentre.co.uk
I can’t do this.
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