Thethrilloftheride

ROFor the AD

Portugal
Fast roads and fortied wine in the Douro Valley

Pitch perfect

ISSUE 18 ] FEB 2014 ] 5

Tweak your training to find more speed Is this Britains steepest climb? Unravelling the jargon of carbon Tradition meets tech at Wilier

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you cannot control the heart

De Rosa Bikes Feature Premium Brands from i-ride.co.uk

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Super Record EPS 11999 Frameset 6499

Protos

Super-Record 5349.99 Record 4799.99 Chorus 3999.99 Electronic Frameset 2999 Frameset 2799

SuperKing

Ultegra 11 Di2 3799 Ultegra 11 2799 Athena Carbon 11 2799 Veloce 10 2099 Frameset 1699

R838

105 10 1699

R848

Athena 11 EPS 4299 Athena 11 Carbon 2999-3999 Ultegra 11 2999 Frameset 1999

Merak

*Prices shown are SRP

De Rosa bicycles have been ridden to Grand Tour wins by legendary riders.

For more information, see:

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Prestige | Cycle | Brands

WorldMags.net TOO GOOD FOR ONE TEAM ALONE. KATUSHA AND THE MOVISTAR TEAM RIDE CANYON.

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One brand, two teams in the UCI WorldTour. Canyon will be the proud partner of teams Movistar and Katusha in 2014. Whether on the Ultimate CF SLX, Aeroad CF or Speedmax CF our pro-teams, including Alejandro Valverde, Nairo Quintana and Joaquim Purito Rodrguez, will go on the hunt for victories riding absolutely world-class bikes, teaching the competition the meaning of fear. Canyon UK | uk@canyon.com | UK Service Centre 0208 549 6001 | www.canyon.com

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WorldMags.net Mission accomplished

CUBE ZERO LINE REDUCED TO THE MAXIMUM

www.facebook.com/cubebikesuk

www.twitter.com/cubebikesuk WorldMags.net

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February 2014 // Issue 18

112
SPORTIVE: TOUR DE CONAMARA

Cyclist discovers a sportive in Ireland that bestows competitors with beautiful scenery then batters them with rain

The Wild Wild West

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AWAY FROM THE HORDES ON THE NORTH YORK MOORS

February 2014 // Issue 18

123

96
CARBON STRIPPED BARE

68 104
AN ITALIAN JOB AT WILIER

WHATS THE BEST WAY TO TRAIN?

NEW BIKES TESTED

GET YOUR CLEAT SET UP RIGHT

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17 Lead Out
UP FRONT

+ Boardmans latest AiR + Gear from LeMond, Thule, Strada and more + Customise your top cap in style + Q&A: British number one Yanto Barker + The fine art of perfecting your tyre pressure + How Bells EPS helmet changed cycling + Off road at Belgiums biggest cyclocross race + The inner workings of the bicycle light + Frank Strack on staying stylish in winter THE BIG RIDE: PORTUGAL

74 Souffrance

INSIGHT: SUFFERING

Cycling both demands and reveres suffering. Frank Strack reveals why the pros ability to cope with pain is the truest mark of quality. FOCUS: SHOE/CLEAT INTERFACE

104 Viva Italia

INSIDER: WILIER

Cyclist discovers that while Wilier has moved production to China, its heart is still in Italy.

80 Rules Of Engagement 86 Moor Is More

UK RIDE: NORTH YORK MOORS

Your contact point with the pedals is not much larger than a postage stamp but get it wrong and it will affect a lot more than just your feet.

Irelands Tour de Conamara is stunning when the view isnt being obscured by persistent rain.

112 The Wild Wild West

REVIEW

SPORTIVE: TOUR DE CONAMARA

52 Into The Valley

123 Bikes

Ridden: Cipollini Bond, Genesis Volare 953 and Canyon Ultimate CF SLX 8.0.

The hillsides of Portugals Douro Valley offer quiet roads and stunning views to discover by bike. Oh, and did we mention the wine? PERFORMANCE: ENERGY SYSTEMS

The North York Moors are less well trodden than many of Britains other national parks. Yet theres no doubt theyre near-perfect for riding. TECH: CARBON JARGON

Whatever your cycling goal, mixing aerobic and anaerobic training is the way to go. Heres why.

68 Start Your Engines

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96 Weaving A Tangled Web 138 Felix Lowe

LAST GASP Carbon comes with a host of confusing blurb. Cyclist separates the weave from the tow.

Where to find the stuff youve seen in the mag.

136 Stockists

BUYERS GUIDE

Eurosport blogger Blazin Saddles on why a battle for The Hour record will light up 2014.

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WorldMags.net IN YOUR DREAMS...

If you want style, Italian flair and heaps of street-cred you have to go for the best, the Very Best Of, that is. Recommended for racing and long distance riding, it is used by Italys No.1 Sportive team. Aeronautical carbon fibre, full internal cable routing, Di2/EPS compatible. Frame only. Frame: Columbus monocoque. Forks: Columbus monocoque 1 1/8 - 1 1/4". Frameset: Weight: 1360g. CD106 Italo Black. 2399.99 Check it out and ask for your FREE copy of the CycleKit catalogue at: www.chickencycles.co.uk
PHOTO: COURTESY PRO CYCLING

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February 2014 // Issue 18

Photo Kre Dehlie Thorstad

H
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Success in cycling means embracing the suffering that comes with the sport. Read all about it on p74

appy New Year and welcome to the first issue of 2014. Did you make a resolution? Not me. Several years ago I made a resolution to never make any more New Year resolutions, and it has been the only resolution that I have ever stuck to. The sense of freedom it provides me is palpable. Never again will I have to feel the guilt and sadness that comes around mid-year when I realise I still havent learned to speak Italian, or practised the guitar that sits gathering dust in my living room, or saved an endangered species, or worked out how to connect the printer to the wifi. By doing none of these things, I reason that I am merely holding fast to the promise I made to myself to never make stupid, empty promises to myself. I like to think that this demonstrates an admirable amount of willpower on my part. However, despite my somewhat cynical approach to resolutions, I cant help beginning each year with the optimistic belief that this will be the year I really sort my cycling out. In my head, I imagine the remainder of the winter spent getting in some serious base miles on frosty mornings. This will be followed by structured sessions of intervals and hill repeats in the spring, to be followed by a summer of smashing all my previous bests. It will all be planned and targeted using training zones and power readings. I will eat well, train hard, never miss a session, and embrace the hardship and suffering that will see me transformed into a lean, focused pedalling machine. This is the year that work, kids and injuries will not conspire to prevent me reaching my goals. I will be the fastest, strongest, lightest, most tenacious rider that I have ever been on a bike But Im making no promises. Pete Muir, Editor

If youre one of the squillion people who discovered a tablet device in their stocking this year, then youre probably wondering what the hell to do with it now. Its easy. Go to the app store, type in Cyclist, download the app (being careful not to be distracted by other, lesser apps), and then you can get the digital version of this mag for those moments when paper just feels too last century. Youll get video footage from the Big Ride and fully rotating pictures of bikes as well. Plus, free of charge, you can download a special Bikes app that includes all 39 of the bikes tested in the past year by Cyclist, featuring beautiful close-up photography and 360 rotating images.

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Photo Paul Calver

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Switchboard: +44 (0)20 7907 6000 Advertising: +44 (0)20 7907 6714 Subscriptions: 0844 245 6929 Staff email addresses: firstname_lastname@dennis.co.uk Cyclist, Dennis Publishing, 30 Cleveland Street, London W1T 4JD Web: www.cyclistmag.co.uk Email: cyclist@dennis.co.uk Facebook: facebook.com/cyclistmag Twitter: twitter.com/cyclistmag EDITORIAL Editor Pete Muir Deputy Editor Stu Bowers Art Director Rob Milton Production Editor Steve Westlake Staff Writer James Spender Staff Writer Peter Stuart Additional Sub Editing Michael Donlevy Additional Design Andrew Sumner Cover image Paul Calver ADVERTISING Advertising Director Sean Igoe Account Manager Chris Stowell Senior Sales Executive Jenifer Howard Managing Director Julian Lloyd-Evans PUBLISHING, MARKETING AND SUBS Publisher Nicola Bates Publishing Director James Burnay Direct Marketing Manager Holly Mills Marketing Manager James Young PRODUCTION AND NEWSTRADE Senior Production Manager Daniel Stark Newstrade Director David Barker Newstrade Manager James Mangan SYNDICATION AND LICENSING Syndication Manager Anj Dosaj-Halai Licensing Manager Carlotta Serantoni DENNIS PUBLISHING Group Managing Director Ian Westwood COO Brett Reynolds Group Finance Director Ian Leggett CEO James Tye Chairman Felix Dennis

To subscribe to Cyclist call 0844 245 6929 or subscribe online at cyclistmag.co.uk/subscribe

Copyright Dennis Publishing Limited. Under licence from Felix Dennis.
Origination and retouching by Mullis Morgan. Printed by Polestar Bicester. Distributed by Seymour Distribution. All rights reserved. Cyclist is a trademark and cannot be reproduced in the UK and Republic of Ireland without permission of Dennis Publishing Ltd. Cyclist is published by Dennis Publishing Ltd and is sold subject to the following terms, namely that it shall not without the written consent of the publishers be lent, resold, hired out or otherwise disposed of by way of Trade at more than the recommended selling price displayed on the cover and that it shall not be lent, resold or hired out in a mutilated condition or in any unauthorised cover by way of Trade or affixed to or as any part of a publication or advertising.

Get 3 issues for 5

Did you get a bottle of port for Christmas? This is where it came from. Portugals Douro Valley is the scene for this months Big Ride

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Cyclist is available for international licensing and syndication. Email carlotta_serantoni@dennis.co.uk

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storck-bicycle.cc

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BEST BIKE IN THE WORLD. AGAIN.

Rethink: is our way of nding better solutions to lightness, stiffness, comfort and performance, by looking beyond industry conventions. It has helped us create the best bike in the world 2007, 2010, 2011 and now again in 2013* with the Aernario Platinum Edition. Find out more at storck-bicycle.cc

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*Tour Magazine

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All the stu that makes you glad to be a cyclist

Just because hes handed over the reins from British Cyclings Secret Squirrel Club, doesnt mean Mr B hasnt been busy P Words JAMES SPENDER Photography DANNY BIRD

Something in the AiR

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BoardmanAiR

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Every part of the new Boardman AiR/9.8 is designed to cheat the wind, including brakes hidden in the forks, cables routed behind the head tube, and a smooth seal over the seat collar

The two biggest gains have come from the fork and from moving the cables from the side of the frame to behind the stem, cleaning up the airow
previous bike but has had tube junctions further smoothed, and to the seatpost, which now sports four clamp positions, allowing the rider to get further forward should they wish to adapt the AiR for triathlon or TT outings. The devils in the marginal details The two biggest gains have come from the fork and from moving the cables from the side of the frame to behind the stem, cleaning up the airflow, says Boardmans operations director, Andy Smallwood. Things like the seat collar dont make a lot of dierence because in that area the rider is moving so the airs pretty messy. But its all about adding the small things up. According to Smallwood, these small things add up to a bike thats 6-8 watts faster than the previous model depending on the wind angle gains that have been tested in the real-world. We researched the average wind speed across Europe and North America and found that it was 8-9mph. If youre riding at 2025mph with variable crosswinds, youre likely to encounter degrees of yaw between 5 and 20, dependent on speed, so thats what we test at in CFD [computational fluid dynamics] and the wind-tunnel. Historically the industry tests at 5 to 12. Moving forwards at speed Despite having done much of the work on the medal-winning bikes for the Olympics, Boardman is unable to directly copy designs made under the BC moniker. British Cycling

yclist reviewed the original Boardman AiR way back in issue two, with deputy editor Stu Bowers declaring that if I had to give Mr Boardman a pound for every significant fault I could find with this bike, hed be very poor and Id be quids in. Back then, aero road bikes were just taking off, so it was no surprise to see Boardman (ex-Hour record holder and champion of innovation) at the front of the pack. But never one to rest on his laurels (which are rather substantial; Boardmans clandestine Secret Squirrel Club designed the machines that wheeled Wiggins, Hoy et al to 2012 Olympic glory), Boardman and his crack team have revised the range for 2014, with the AiR/9.8 leading the aero charge once more. The design brief was to improve on our already Olympic-winning AiR platform [which the Brownlee brothers pedalled to gold and bronze medals last year] as much as possible. So although its clear to see one bike has

evolved from the other, there are more than half a dozen differences that make the new AiR aerodynamically enhanced, says Boardman. Most obvious of those changes is the brakes, which at a glance have seemingly disappeared altogether. The rear has been relocated under the bottom bracket and is now a direct mount dual pivot calliper in the case of Shimano equipped models, or TRP TTV in the case of those with SRAM. On the top-end 9.8 bikes the front brake has been completely subsumed by the fork (as distinct from the 9.0, 9.2 and 9.4 levels, where the brake is front mounted), with only the entry point for the custom-made sidepull cable giving away the callipers position. Elsewhere the cable routing has been given the full aero treatment, entering behind the head tube as seen on time-trial bikes, and likewise the seat collar has been buried into the frame and smoothed off with a sleek cap. Less obvious changes have been made to the frame, which looks very similar to the

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WorldMags.net Newgear

Heidi winter jacket, 163 Martine winter tights, 159 cafeducyclist.com

Caf du Cycliste winter gear

Although being seen in Lycra is more acceptable now than ever before, there are still many riders who want the benefit of technical clothing but have no aspiration to look like a pro. Its a balance that many brands have tried and failed to produce. Not so Caf du Cycliste. Its use of up-to-the-minute fabric technology gives its garments as much functionality as it does Cte dAzur style. The Heidi jacket, for example, uses polypropylene and polyester microfibres to take care of moisture wicking and comfort against the skin, and a quilted windproof front panel offers both protection from a biting winter chill and a unique aesthetic. Zipped shoulder vents are a neat and clever way to add some additional airflow if temperatures hike up, or you want to increase your effort level, plus an offset and locking front zip with three rear pockets (one zipped) further demonstrate Caf du Cyclistes attentiveness to real-world function. As a final touch, an audio cable route is provided internally too, although if you use it to listen to music while you ride, dont complain to us when you find yourself jammed in the wheel arch of a bus.

owns the intellectual property rights, hence there wont ever be Boardman-branded replicas of Wiggos Olympic TT bike. However, what Boardman has been allowed to take with him and use on the AiR are the processes and tools he used at BC. The knowledge I gained over the nine years I set up and ran the Secret Squirrel Club belongs to BC. But what I can use is knowing where real performance gains are likely to be found and where they arent. I also know the best tools to use the best wind-tunnels and modelling CFD tools, and importantly, the best people to work with. Because Einstein famously said, Never ask an expert to innovate, I seldom use exactly the same design team. You need regular doses of new thinking to get new perspectives. Watch these pages for a full review in the coming months. ] Boardman AiR/9.8Di2 (as pictured), 8,000; 1,600 (frameset). Boardman AiR complete bikes from 2,000. boardmanbikes.com

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695 AEROLIGHT
Lighter, faster, stronger

FRONT AEROBRAKE integration of the front brake caliper in the fork

Innovation through integration

LOOK once again smashes all boundaries of technology to offer a dream machine for the most demanding cyclists. Maximum integration that will produce endless miles of bliss. With a high level of integration and unequalled performances, the 695 is the world bench mark. Today, LOOK goes even further. Integrated Aerobrakes that are 20% more powerful, new adjustable Aerostem, new ultra light 1.5k carbon ber, HSC7 Aero fork, E-Post seat post and ZED2 crankset for an optimum power transfer, the 695 Aerolight is the ideal bicycle for the cyclist in search of excellence, aerodynamics and lightness. All information on lookcycle.com

REAR AEROBRAKE intgration of the rear brake caliper under the chain stay

Scan and discover the 695 AEROLIGHT video

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Distributed in the UK by Fisher Outdoor Leisure www.sheroutdoor.co.uk

NEW AEROSTEM STEM 100% carbon, better aerodynamic, lighter

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Check training monitor

225, checkmylevel.com
ccording to Check, one of the most performance-impairing things an athlete can do isnt under-training, but over-training. As useful as any session is, taking the time to allow your body to recover is just as important. Check believes this is something many athletes fail to do properly, ending up training despite being in a fatigued state, risking at best diminishing returns and at worst injury. So the Finnish company has come up with this handy device. On a very primitive level the Check operates like a reflex hammer, which doctors tap on the knee of patients to induce a reaction. But the Check isnt primitive. Rather its an advanced piece of kit that clips sensors to a digit and forearm then passes a small current between the two, thereby inducing a muscular twitch. The time it takes this twitch to happen is recorded and uploaded via Bluetooth to your Android or iOS device to be analysed by the supplied app and compared with your baseline measurements taken at device set-up time. A reading is then given which tells you whether or not youre in a fit state to train. In the right hands its a way to keep training ecient and injury-free. In the wrong hands, its the ultimate get-out clause.

500, saddleback.co.uk

LeMond Revolution trainer

The LeMond Revolution trainer has a career history as innovative and turbulent as the cycling legend from whom it borrows its name, although it was never shot by its own brother. It came out initially in 2010 but then disappeared in the midst of the sale of LeMond Fitness, only recently being resurrected by Greg LeMond himself and finding its way back onto the shelves. The smart bit is that you remove your rear wheel and mount the bike to the turbos own axle and cassette, which eliminates any loss of efficiency at the tyre/roller interface. Together with the air resistance unit, it creates a more genuine and enjoyable road feel. Its an innovation that has since been copied by numerous other turbo brands, and although the Revolution doesnt offer quite the same levels of data capture that some others do, and its louder than a Napalm Death reunion concert, the smoothness makes it worthwhile.

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Newgear

from 50, edencycles.com

G8 custom insoles
s consumers were getting fussier the sheer amount of customisable wotsits on the bike market proves it. No longer are we content with stock geometries, off-the-shelf paintjobs or basic fits. We demand to be treated like individuals, and companies such as G8 are heeding our cries. I spent a lot of time in the military and always had problems with my feet, says founder-president David Lee. I tried nearly every insole on the market and was never able to find anything that did the trick, but now I think Ive figured out the answer. Key to G8s philosophy is maximal power transfer but with comfort and support in a fully customisable package. The Archtech 2600 insoles (67.99) do this using a series of changeable arch inserts that can be clicked into place in multiple positions on the EVA sole, together with a cupping heel to keep feet in position. The Ignite (50) is heat-mouldable, and can be pre-formed around the foot in a matter of minutes using a hairdryer. Neither is cheap, but youd pay a lot more for a new pair of shoes.

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Zipp SL Sprint stem

199, sheroutdoor.co.uk
The words new, Zipp and carbon would usually get weight weenies choking on their rice cakes, but this time its the burlier sprinters wholl be itching to get their hands on (or bars in) the SL Sprint stem. Using Exogram technology borrowed from parent company SRAMs Red cranks, Zipp has gone all-out to create a strength-to-weight ratio that would put a Chinese weightlifter to shame. Despite its bulk, its actually fairly sleek as sprint stems go, and this 110mm model weighs a respectable 175g.

115, patterrn.com/shop
When a bunch of chaps from Brooklyn asked the world to give them $35,000 to create a rear bike light, incredibly the world said yes. One of many companies to have raised investment through the Kickstarter crowd-funding platform, Blink/Steady took that money and spent it on developing this unique rear light. Using a photosensor and accelerometers, it knows when its dark and when youre moving, and it turns on or off accordingly. Furthermore, it knows which way up it is, so position it one way to make it blink, the other to make a steady beam. The solid aluminium casing has an integrated mount that wraps around your seatpost, so the light is theft-proof too. If Steve Jobs made bike lights

Blink/Steady rear light

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Newgear

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Thule Round Trip Pro travel case

499.99, madison.co.uk
aking your bike abroad comes with its own set of problems. A hard case is best to protect your bike but takes up a lot of space when its not in use. A soft case can be stored easily but is more vulnerable to damage from cack-handed baggage handlers at the airport. And both options require you to re-assemble your bike awkwardly in a hotel car park. Thule (pronounced too-la) believes it has solved all these issues with the Round Trip Pro. In its deconstructed state, it folds down into a rectangular block weighing about 9kg and measuring 125cm x 30cm x 18cm small enough to stash under a bed. Then, when youre travelling, folding panels can be slotted into the sidewalls to create a stiffer bag. Its still not as tough as a proper hard-shell case, but it should take enough knocks to get your bike safely to your destination. The really smart bit, however, is the integrated bike stand. When your bike is packed away, the stand forms the internal framework of the bag, to which your bike securely locates. When you arrive, it can be removed and attached to a set of legs to create a nifty workstand, letting you replace the wheels and fiddle with the parts with relative ease. Thules director of business development, Michael Noer, says, Wherever you go, you know youll have an assembly stand, and it ends the days of leaning your bike on a dresser in a hotel room and getting the carpet greasy, or doing it in a rain storm up against a rental car. Its a smart solution.

3T Pro torque wrench

89.99, i-ride.co.uk
Archimedes introduced the world to the notion of torque when he declared, Give me a lever long enough and a fulcrum on which to place it, and I shall move the world. At 190mm long 3Ts Pro torque wrench wont quite be the Earth mover the Greek mathematician had in mind, but it performs pre-set bolt-torquing tasks with aplomb, operating over a 3-15Nm range. It comes with seven hex and torq bits and case, plus 3T will even supply a certificate of calibration that you can frame for your wall. Eureka!

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1,500, airstreeem.com

Airstreeem Carbon Aero 50 SL wheels

he company with shares in the use of vowels has now released its flagship 50mm clincher into the UK market, and with colour-customisable graphics it looks set to be a contender for this years summer upgraders. At 1,500 theyre pitched against some stiff competition, but at a claimed 1,220g for the tubulars (thats 81.6 pence per gram) they offer some serious promise for the weight-obsessives, yet neednt be ridden by just the weenies themselves, thanks to the high spoke tension and home-brewed rims and hubs. We use integrated and glued spoke nipples, as opposed to external nipples, explains owner Stefan Probst. This, together with the asymmetric rear rim profile [shaped as such to offset the rear spoke dishing] means we can run 135kg spoke tension. To put that in perspective, its around 25kg more than a Mavic Ksyrium, meaning the Aero 50 SLs are incredibly stiff yet able to cope with rider weights up to 100kg. While Airstreeem, like any good wheel manufacturer, makes plenty of claims to be more aero than X or have better braking than Y, for us the real proof was in the ride they produced. During testing, acceleration felt exceptionally rapid, yet they also managed to carry speed like a deeper or heavier wheelset. For some, a major drawback will be the fact that theyre tubulars, but fear not, clinchers are on the way. Just dont expect them to be quite so light. Oh the trade-offs!

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330, mavic.co.uk

Mavic Zxellium Ultimate shoes

The yellow is pretty lairy but if youre spending over 300 on a pair of shoes, you may as well indulge. The Zxellium Ultimate has sat atop Mavics range of light, pricey shoes for some time, but this generation has undergone an impressive scale of redesign. The interior has been completely transformed to provide slipper-level comfort, while the carbon skeletal frame provides an improved level of stiffness and lightness. And dont worry they come in black too.

Exposure Strada Mk5

269.95, use1.com
Over the years, Britains bicycle industry has lost a fair deal of its manufacturing outfits, yet theres one area that still remains strong and thats the guys turning out high-end bike lights. Exposure is one such company, whose success can be seen through its burgeoning portfolio, headed up by the handlebar-mounted Strada. Now in its fifth generation, the 228g, CNC bodied unit beams 800lm onto the road for three hours, rising to 36 hours via the use of the pre-programmed modes, selectable through a switch on the unit itself or through the supplied wired remote. Manufactured in Petworth, Sussex, the build quality is second to none.

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Topcaps

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Magpies cant ride. But if they could, these are the shiny things those covetous birds would crave
t doesnt matter how good your bike is, you can always make it better: more shiny, more speedy, more custom. For years you could pretty much trick-out whatever you wanted, yet there was still something missing. That final piece? It was under our noses all the time the top cap. I think its the ultimate personalisation, says Kapz founder Khush Jabble, the man behind the worlds first fully customisable top cap service. Whether its a colour, pattern, an inspirational message when your legs are shot hey, weve even done one for parents with their kids pictures on customising your top cap is a way to set you and your bike apart. And if you dont believe him, just check out the pros this season. Chris Froome, with his typical charisma, had Go Froome etched into a gold top cap; Wiggo the mod target symbol; Alex Dowsett a Union Jack even Quintana had one that apparently said, Remember you only went out for some milk (this may or may not be true we dont speak Spanish). Sure, your top cap might not help you win the Tour, but it will definitely make you like your bike a little bit more. See p136 for stockists

Cap it all

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Q&A
Yanto Barker
Words PETER STUART Photography GEOFF WAUGH

Interview

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Having led Team UK Youth to a dominant year on the British scene while also running clothing brand Le Col, Yanto Barker talks about juggling speed and style

Cyclist: You finished this year as the top ranked Elite rider according to British Cyclings rankings was that a significant accolade for you? Yanto Barker: I think because theres no specific prize, the ranking tends to mean more to the people higher up the list, and being top of the list it probably meant more to me than anyone else. It signifies Ive been the most consistent performer. And it means a lot that I didnt just chase points at small circuit races with 2nd cats, but I got two wins at the Tour Series and a win at the Ipswich GP. Cyc: How do you feel about your team, UK Youth, disbanding after topping the domestic rankings? YB: It is ironic, but it also makes sense if you look at the broader details. The key was that it was a private team as opposed to a commercial team. It doesnt matter how well it does commercially, if the private funding cant continue then it doesnt make any difference if youre number one or number 10. Plus, when you finish top rider, top team and all of the riders have their best year, then youre going to have to do it all again which is a lot of pressure. Cyc: Team UK Youths owner, ex-F1 driver Nigel Mansell, has quite a reputation what was it like working with him? YB: Ive never come across someone as positively generous to the things he believes in as Nigel. You come across lots of wealthy people, but those that put their hand in their pocket and spend the amount he spent are rare. Having got to know Nigel I would say all of his success was inevitable. Hes as driven and dedicated an individual as Ive ever come across. He operated UK Youth as professionally as Team Sky. I look forward to seeing if that same approach will work for me at Raleigh next season. Cyc: With IG Sigma and Team UK Youth disbanding, is it tough times for the British racing scene?

YB: It does look bad if you isolate it from everything else thats happening. Whats important to recognise is that the sport and its popularity are not just about the racing. The racing element is healthy and strong even with these two teams stopping. Theres also a new team, NFTO, that has stepped up to UCI, so its not all bad. Looking at everything, were definitely on a positive trend. Cyc: How did you adapt your training to the fact that you own and manage your own clothing company, Le Col? YB: I did less! Alongside owning Le Col I also had a management position in the team so I basically had three full-time jobs. As a result, one of the things I work on in every single aspect of my life is being effective, and volume [sheer quantity of training] is an easy distraction that makes you feel good but actually is just diluting your effectiveness. My coach, Steve Benton, showed me how much more effective I could be. This seasons results were achieved by focusing on being effective in the areas that I was weakest. I run my business like that as well. I dont work 6am till 8pm every day. Thats not a good use of time for someone that needs to be looking at the big picture. Cyc: Youve had a slightly sporadic career could you tell us a bit about that? YB: I started cycling at 14 and by 17 I was racing for GB. My parents were very alternative and non-competitive in the extreme they sent me to an alternative school called the Steiner School where they dont believe in competition, which was difficult given my hyper-competitive nature. I came out of school with three GCSEs, no A levels, and I believed that was enough as I was adamant that cycling was all I was going to do I wasnt going to give myself an excuse to fail. At 21 I went to France for five years to race on the continent, but by 25 I realised that I hadnt got to the level that I had

Having quit racing once, Barker finished 2013 as Britains no1, and next year will be at Raleigh

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Interview

intended for that stage of my life, and was going to have to rethink. So I stopped, never to return Cyc: So how did you go from stopping forever to forming Le Col? YB: I always intended to start a business and start the rest of my life. I had no qualifications or experience so I looked at what I knew already. I was thinking about coaching, holidays and then kit. Clothing is such a big part of riding. It can make your ride wonderful or terrible by itself. Intuitively I thought it was good for me as there are ways of building a kit brand that dont need me to be there every day. Ultimately, though, I still had passion for the sport, which got me back into racing. Cyc: Does style play a role in your racing mindset? YB: Absolutely. As a rider you want your glasses

Because clothing is such a big part of the experience of cycling, when other racers look smart and they do things properly, that suggests to me theyre doing things properly in other areas of their life
to match your socks to match your cap to match your jersey and so on, because the smarter you look the better you feel and the more positive you are about training, and the better you ultimately perform. Because clothing is such a big part of the experience of cycling, when other racers look smart and they do things properly, that suggests to me theyre doing things properly in other areas of their life, which probably means theyre good. It was that thinking that I applied to an entire brand. Cyc: We hear youve made special shoes just to wear when youre on the podium is that true? YB: Yes it is! I was thinking about moving into shoes with Le Col. As a little luxury to myself I designed some boots in red, white and blue they were kind of a combination of Captain America boots and the Team UK Youth colours to wear on the podium. I remember when I first got them I wore them to a party and a woman came up and said, I cant stand your shoes. But I dont care theyre full-on and make no apologies. Cyc: Whats the hardest race youve ever done? YB: This years Ride London wasnt far off being my hardest ride ever. Ill never forget going up Box Hill at the end of three laps of Leith Hill in a group of 30 or 40 we were just going so fast. I felt so pleased to be there with guys like David Millar who I really respect. To be part of that, to be able to dig that deep, the hair on the back of my neck stands up just thinking about it. ]

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PARTICIPATE
Campagnolo Gran Fondo New York
Cycle in the city that never sleeps!
18th May 2014
Italian Gran Fondos, like the Nove Colli and the Maratona, grow in terms of popularity in the cycling world, and now you have the opportunity to cycle in one in New York! Just as runners grab the limelight in NYC for the Marathon, the Campagnolo Gran Fondo New York on May 18th 2014 will take centre stage in the City that never sleeps, and have up to 6,000 competitors from all around the World taking part over 160km and 2500m of climbing, so ranking up there with many European cyclo sportives like the Etape and Marmotte. Or participate in the once in a lifetime GFNY Bear on Sunday 18th May, a special one-time only 50 mile ride from New York City all the way to Bear Mountain State Park, to celebrate the 100th anniversary of the park.

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Cyclescience WorldMags.net

Whats your correct tyre pressure?

Words JAMES SPENDER Illustrations ROB MILTON

The moment you close the valve, your tyre pressures can start to uctuate, so the reading on the dial isnt necessarily what youre riding on. Cyclist engages full nerd mode to explain all

henever you see a shiny new bike in a shop, wed bet you cant resist squeezing the tyre to check the pressure. Anthropologists will tell you this a link to our horse-buying ancestors, for whom checking the condition of the horses shoes could make or break a sale. So for cyclists, tyre pressure is crucial. A handful of psi either way can affect performance. So what tyre pressure should you be running? And when your gauge reads 100psi in the hallway, what does that translate to out on the road? Tyre pressures are vital, says Team Skys lead mechanic, Gary Blem. You have to take into account rider weight, the type of tyre, the weather conditions and the length of the race.

Ian Stannard in a rainy Classics race on FMB tyres will be very different from Richie Porte on a sunny Tour stage on Veloflex. Taking the last point first, lets quickly deal with the question of tyre type. When pro mechanics such as Blem chat tyres, theyll be talking tubulars, which tend to have latex tubes. Latex is a much more porous substance than one might imagine and can leak substantial amounts of air over the course of a day. We monitor tyre pressure over training rides to see how much they lose, then adjust them, says Blem. Lets say we use FMB tyres in the Classics. These can lose up to 0.7bar [10psi] in a few hours. Then consider that we pump the tyres at 9am at the hotel, and the race starts at 12pm. We have to look at how the tyres

will perform from 9am to 4.30pm, so well often overinflate to compensate. Such pressure loss in butyl tubes (those common in clincher tyres) is almost negligible as butyl is less porous, he adds. Yet thats not to say the pressure of your tyres in the morning will be the pressure at the end of the day. Formula for success When inflating tyres with air, the tyre pressure should very closely approximate the ideal gas law, PV=nRT, says James Shingleton of bf1systems, the company responsible for the tyre pressure sensors on the Bugatti Veyron. Lets say we assume that n and R are constants [n is the amount of air compressed into the tyre, measured in moles, and R is the ideal

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and pressure is explained by Boyles Law, where P(initial) x V(initial)=P(final) x V(final). Lets assume that temperature is constant and the volume of a bike tyre is approximately 1.2l (based on the idea that a tyre is a perfect torus, and the volume of a torus shape is V=22Rr2, where r = radius of the tyres cross section, and R = radius from the centre of the wheel to the middle of the tyre). If we could exact a volume change of, say, 0.1l what might that mean for our 110psi tyre? Rearrange Boyles Law and you get the following: P(nal)=P(initial) x V(initial)/V(nal). So for our tyre, P2=110 x 1.2/1.1, which equals 120psi. Thats a big change in pressure. Yet it is predicated on a big but the idea that sitting on a bike compresses a tyre to the extent that its volume changes, by 10% in this example. In the case of most properly inflated tyres, the change in volume under load is negligible, says Drake. You might see sidewall bulge, but this does not equal volume change but shape change. So feel free to inflate your tyres while youre sitting on your bike. But if thats so, why would a 60kg rider usually run pressures less than a 90kg rider? And back to our original questions, what pressures should we be all be riding? Lower pressures provide a larger contact patch as the tyre deforms under load, so gives more grip, says Blem. But if its too soft it can increase rolling resistance and you run the risk of impact punctures [pinch flats]. However, if you overinflate the tyres then traction and comfort are often comprised. That means in practical terms a heavier rider will deform a tyre of a given pressure more than a lighter rider, which is why the bulkier rider runs higher pressures. The sweet spot is the point where traction is good but tyre deformation isnt making for sluggish handling, and pinch flats arent an issue over uneven roads, yet your tyres still offer enough pneumatic cushioning for comfort. So what is that figure? Ex-Vacansoleil-DCM mechanic Klas Douglas has a rule of thumb I take approximately 10% of the combined weight in kilos of the rider and their bike its a good benchmark from which to fine-tune. For a 70kg rider on a 7kg bike, Id look at around 7.7bar [112psi], with the front slightly less than the rear to compensate for the weight distribution of the rider. But after that, its down to experience. ]

P gas constant] and that the volume of the tyre [V] does not change [so no stretching or deformation of the tyre]. This therefore leaves P [pressure] and T [temperature] to change. Follow this to its natural conclusion and pressure is directly proportional to change in temperature, such that P(final) = P(initial) x T(final)/T(initial), where T is measured in kelvin, ie degrees C + 273, and P is measured in absolute tyre pressure, ie psi + 14.7psi: the pressure of the air at sea level. Lets consider your 110psi tyres are about to experience a temperature drop from 22C to 4C once you leave your house. Ignoring heat build-up from braking or friction from the road, the tyres once acclimatised will actually be running at 102psi. Not an inconsiderable difference. But should we factor this in? Kevin Drake, Specializeds tyre development and test engineer, isnt entirely convinced. No one wants to do the calculations, so having observed real world conditions we use the rule of thumb that a 5C temperature rise raises pressure by 1psi. So for most riders, temperature change isnt going to be a problem. Weighty issue The next thing to consider is weight, or specifically the effect of a load on a tyre. Lets look at PV=nRT again, says Drake. If nRT stays constant, P can only change if V does. This relationship between tyre volume

At Specialized we use the rule of thumb that a 5C temperature rise raises pressure by 1psi

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Scan to view the Live Ride 760 in action, or visit www.zyro.co.uk/minoura to see the full range of trainers

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Blazingtrails

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In the rst of our series on products that changed the cycling world, we head back to 1975, when Bell produced the rst EPS-based helmet
Words JAMES SPENDER Photography DANNY BIRD

Bell Biker

lmost anywhere you ride today Bell owners are giving one-another the familiar OK sign, signifying their common interest in safety, read the Bell Bikers original advert. It took the human species a million years of development before we could make thumb and forefinger meet naturally for the OK signal it makes good sense to help protect the control

centre that allows us to do this. While removing a hand from the controls to acknowledge another riders appreciation for safety could prove counter-productive, the reasoning behind the Biker helmet was sound. Bells founder, Roy Richter, had a lot of friends who raced automobiles and a few of his friends died in crashes, says Bells director of helmet product creation, Hilgard Muller. He knew that he wasnt going to get them to stop

Todays helmets boast polycarbonate shells, aero vents, X-static padding, thermo-formed SL roll cages but this is where it all began

racing, so he came up with his first [motorsport] helmet. Initially it was just a shell, but that evolved into a fibreglass shell with an expanded polystyrene [EPS] liner. That was 1957 and the helmet was called the 500-TX. He was the first person to use EPS in a helmet. So when cyclings popularity grew, the Biker was a natural evolution from our motorsport DNA. When it debuted in 1975 the Biker cost $30 (approximately 130 in todays money) weighed 468g and was revolutionary. Not only did Bell use the latest materials an EPS liner inside a Lexan shell (a type of plastic used in US policemens body armour), but the company set the scene for todays helmet safety regulations, developing its own crash tests to determine the level of safety the Biker could provide. An independent Consumer Product report that came with the Bikers packaging read: Bell has devised an intricate testing system to simulate and record a crash situation. In tests we witnessed, the Bell Helmet at one metre and six foot drops recorded 90G and 150G respectively. Experts in the field agree it takes 400Gs [to] cause serious head damage. In other words, the Biker offered unrivalled levels of protection compared with the leather hairnets and plastic or fibreglass shelled helmets of the day. And its secret was the EPS. Expanded polystyrene is amazing in its ability to absorb energy, and for how light it is, says Muller. Its made from little polystyrene beads that get injected into a cavity and are then subjected to pressure, steam and heat to expand and bond the beads. While the way we process EPS for todays helmets has evolved, the material itself hasnt changed much since the original Biker. Its almost unbeatable, and thats why helmet manufacturers still use it today. In Bells own words, the 1970s was the time to Protect your thinker, and the industry has followed suit ever since. ]

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WorldMags.net Precision, Redefined.

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Belgium is the spiritual home of cyclocross, and Koksijde is the race the Belgians love most. Grab your frites and beer and join Cyclist for a unique spectator experience
Words STU BOWERS Photography ROB MILTON

Koksijde

Dune biking

f youve got beer pulsing through your veins instead of blood and youd go to the ends of the earth to watch a bike race, youre probably Flemish. Passion for two wheels (as well as the local abbey-brewed beers) runs high in this part of northern Europe. Cyclocross is particularly close to Flemish hearts its practically the national sport so when the World Cup event, known locally as Duinencross (dune cross), rolls into the town of Koksijde (pr. kok-seeda), you can be sure of one heck of a party. Every sport has its monuments. Formula One has Monaco; tennis has Wimbledon; cyclocross has Koksijde. Ive been eager to come and see this

event for years, yet somehow Ive never managed to make the trip. At last, however, I find myself standing in the main arena, and two things immediately strike me. One, where is everyone? The place seems, relative to my expectations at least, quite devoid of atmosphere and spectators. And two, why am I so hot? This is Belgium in winter. Surely I should be up to the tops of my wellies in mud and shivering from cold? Not so today. The temperature is in double figures and the sun is suspended in a sea of blue above me, and theres no mud anywhere in sight. Why this patch of nondescript land, close to the North Sea on the outskirts of a military airfield, has become such an iconic venue is most likely due to a P

The finest cyclocross racers in the world come to Koksijde to battle the steep dunes and thrill huge crowds

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Eventual winner Niels Albert from Belgium making it look way too easy. And (right) a Fidea rider making it look appropriately hard

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Koksijde

P combination of it being right in the heart of the sports motherland and, especially as far as spectators are concerned, because the circuit is a brute. Weaving its way through the coastal dunes, the courses deep, sandy stretches and steep inclines up the dunes will force riders to regularly dismount, giving it its sadistic reputation and making for a spectacle not seen in other cross events. A few minutes walk and a short scrabble up a sand dune provides the answer to my first question. Weve found the crowds. In front of us the sculpted sand dunes create a natural amphitheatre through which the course passes several times. The crowds are already three deep at the barriers and the still November air is thick with the smell of fried chips emanating from the numerous frite vendors, with a side-odour of beer and cigarettes. This is one occasion where the visual treat outweighs the gastronomic. Frites and beer are the staples here. Theres a carnival atmosphere, with horns, cow bells and various homemade instruments being used to create the wave of noise. Spectators have jackets, hats, scarves and flags proudly bearing

the names of favourite riders or teams. Cycling stars in Belgium are treated the way top footballers are in the UK. Theyre heroes. And you can be sure the Koksijde course will provide a worthy winner. Im momentarily distracted from the action in the womens race by a man trying to negotiate six plastic cups brimming with beer up a steep sandy dune. He makes it unsullied. Just. The course may be a tough test of the riders skills but it clearly holds a challenge for inebriated spectators too. Beer and sand Many epic cycling battles have been fought in the dunes of Koksijde, perhaps fittingly given its close proximity to the beach at Dunkirk. There has been a race at the venue every year since 1969 and its always a popular destination for British fans. It hosted the World Cyclocross Championships in 2012 for which 40,000 fans crammed themselves into the dunes, and consumed over 30,000 litres of beer. The crowds are building all the time and the crescendo of noise peaks by the time the Elite Mens race takes to the course. You always know where the leaders are on the circuit by the wave of P

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Jonathan Page, US national cross champion, completes the final lap. He finished 31st, and by this point the spectators had left to cheer the podium

P sound that follows them, which also sends that pleasant shot of adrenaline up your spine as the worlds top cross riders pass right in front of you each lap. During a brief lull in the noise I overhear part of a conversation between an Englishman and a Belgian close by me in the crowd. If our king died on the same day as a bike race, the bike race would still be the front page story, the Belgian explains. That sums up the level of the passion you get when you visit a race like Koksijde. There are a number of Brits to cheer on, too, especially in the elite womens race with Nikki Harris making the podium. In the mens event, Belgian ex-World Champion Niels Albert takes the spoils to the delight of the home crowd. Racing over, the party doesnt appear to be diminishing as we make our way back out of the dunes. Judging by the numerous bins overflowing with empty cups, theres been enough beer downed to sink a battleship yet, rather refreshingly, Ive not witnessed even the slightest hint of any trouble. Its all good, clean fun, and for any cyclist who wants to experience the best that the sport has to offer, Koksijde should be on the must do list. ]

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THOSE T H AT KNOW KNOW

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ENDURANCE ACCESSORIES

SEALSKINZ.COM

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Technogram

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1

TOP TIPS FOR BRIGHT EYES

2 3 4
A) LEDs generate heat yet can be damaged by excess heat. More powerful lights should be self-dimming to prevent LEDs reaching harmful temperatures. B) When storing lithium based batteries (li-ion or li-polymer) for a long time (eg over the summer months), partially discharge them to around 40% and keep in a cool place. C) Lithium-based batteries prefer not to be fully discharged so keep them topped up. However, its not necessary to fully charge them every time charge cycles can be interrupted without detriment. D) IP ratings (Ingress Protection) indicate a lights level of protection from the elements. IP67 is a good benchmark (6 = no ingress of dust, 7 = no ingress of water in harmful quantity up to 1m of submersion).

5 6 9 7

Theres a lot more going on inside your front light than dazzles the eye
lectroluminescence, microchips, ingress resistant toggles todays bike lights are a paragon of technological modernity. Plus, theyre the only part of cycling where doping is actively encouraged through a process where impurities are added to semiconductors such as LEDs to increase their conductivity. So whats responsible for all those lumens? The output of most high-end lights is regulated by a pre-programmed driver board (9) , which in the case of Four4ths Holy Moses light (pictured) helps prevent overheating when the LEDs (4) are being pushed to a massive 2,500lm brightness. (In this picture the LEDs have been ipped for illustrative purposes.) Minute screws (2) hold the LED board in place, while small plugs and wires (7, 8) connect the LED board to the driver board and the driver board to the switch (14) and power socket (13) . A metal disc (5) sits on the back of the LED board and helps conduct away heat. Spacers (6, 10) keep parts in position, while up front a collimated polycarbonate lens (3) focuses light into the desired beam pattern and is held in place by a retainer (1), which screws into the CNCd aluminium casing (11). The unit is powered by a cell or group of cells, which in this case takes the form of an external, rechargeable lithium-ion battery pack (15) . Rubber seals (12) protect the unit from dust and water.

Blinding performance

10 8 11

12

14

13

15

Pictured: Four4th Holy Moses front light, from 275, four4th.co.uk

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Musthave

GIRO AIR ATTACK SHIELD MONTANE PRISM GLOVES WorldMags.net

35, montane.co.uk These arent strictly designed for cycling, but we like them because they can be packed down into a stuff sack about the size of a bar of soap. At just 67g a pair and filled with cosy Primaloft insulation, they make ideal back-up gloves for chilly days.

180, zyro.co.uk Its aero to make you faster, and now its also uorescent so that everyone can see just how fast you are going. All it needs to finish the job is a siren, so people can hear how fast you ride as well.

PicknMix

A classy cluster of products to give 2014 a very welcome kick-start

14.99, syncros.com Despite the name, this is not a wallet for carrying class A drugs, but rather a whizzy little organiser for pump, tools, money, phone and bank cards. Just small enough to stash in a jersey, the Speed is a veritable Poppins for your pocket.

SYNCROS SPEED WALLET

from 18.99, splashmaps.net Theres still no substitute for a map, unless that map is bigger than an Americas Cup spinnaker and twice as sodden. Luckily the clever chaps at Splash Maps have concocted this range of scrunchable, washable, virtually indestructible cloth maps. Perfect for mopping up those Strava segments.

SPLASH MAPS

19.99, 2pure.co.uk No, Nathan LightSpur isnt an intergalactic miscreant from a sullied future, but rather a light-up clip that clamps to your shoe heel to signal to the world that you would like to see the future, so please dont run me over.

NATHAN LIGHTSPUR

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TheRules

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leave enough exposed skin to power three strip clubs for four days. Conversely, wearing long shorts and socks on stocky little legs will merge them into a single amorphic mass. Equally bad. The key to life is nding balance. Good taste dictates that the grippers of the bibs should land somewhere between the widest part of the quadriceps and the top of the knee. Under no circumstances should the bibs obscure the V made by your quads (you work hard for those, at least have the sense to show them off) or above the midpoint of your thighs. In other words, show as much cannon as possible without showing off too much. Also note that all riders before 1980 were in violation of this guidance for the inexcusable fact that Lycra and leg grippers had not yet become standard issue. Socks are also travelling up the shinbone and making distressing progress towards becoming knee-highs. Here again, the idea is to use the socks to maximise the appearance of your guns; the socks should come to rest at a point not more than a centimetre or two above the narrowest point of the ankle. (One point for consideration is that overshoes follow the same guidelines as socks, with the caveat that they should be as long or slightly shorter than the socks they are covering.) This leaves us with the challenge of determining the ideal length of the knee warmer. The main issue here is to avoid wearing them too long while ensuring they provide a modicum of warmth. After all, if your knee warmers come down to kiss the tops of the socks, you may as well be wearing tights, while having them just tuck in over the knee looks crap, is uncomfortable, and leaves your shins cold. The guidance here is that the bottom of the knee warmer must fall at the widest part of the calf, or a centimetre just below or above that point, depending on how curvaceous your calves are. This will enhance how massive your guns look while still providing insulation to an important group of muscles and joints. When paired to socks with an appropriate length, this will leave the perfect gap. (Google Images Flandrian Best for a photo of Thor Hushovd in the Rainbow bands demonstrating the perfect application of The Goldilocks Principle.) ]
Frank Strack is the creator and curator of The Rules. For further illumination, see velominati.com and find a copy of his book The Rules (Sceptre) in all good book shops. Email your questions to him at cyclist@dennis.co.uk

Mind the gap

Dear Frank, I wonder what your thoughts are regarding the allowable gap between sock and knee warmer. Its a regular debate between me and my equally pedantic cycling companions. Chris, by email Dear Chris Your question couldnt come at a better time, as we here in the northern hemisphere (you remember the one, the one where all the important stuff happens) are heading well into winter and face the staunch aesthetic challenges it imposes. This is one of the most complicated matters to get right, since it involves the length-trifecta of shorts, socks and knee warmers. Lets start with the basic concept known by the Velominati as The Goldilocks Principle. This principle dictates that any time aesthetic extremes are involved one should endeavour to find a balance between the two opposing forces. This normally

Winter brings its own set of sartorial problems, but luckily Frank Strack, protector of The Rules, is here to help
applies to sock and shorts length, but the increasing trend within the European peloton towards the longer jersey sleeves typically found on skinsuits has introduced them as an issue as well. I have the disadvantage of having a body type classification of spinnaker, wielding long, skinny legs capable of producing absurdly small amounts of power. This poses a considerable challenge when it comes to frame and kit fitting. My partner recently commented that watching me unfold myself from my bicycle is like watching a giraffe climb out of an automobile. The Goldilocks Principle helps ensure you optimise the t and position of your clothing in order to maximise how Fantastic you look in your kit. For example, given the length of my legs, if I were to wear Voeckler-short bibs, the length of my guns would be visually increased, which is something no one needs to see. The same goes for socks; when taken together, short socks and short shorts would

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Illustration Clear as Mud

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Into the

valley
Skirting the hillsides of Portugals Douro Valley, Cyclist discovers a haven of quiet roads, vineyards and stunning views. It would be rude not to sample the local fortied wine, too
Words TREVOR WARD Photography PAUL CALVER

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Portugal

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rchaeologist Antonio Baredes is driving the 4WD Jeep as if hes Indiana Jones being chased by a giant boulder. I nervously check my seatbelt and wonder if its something Ive said. Weve just been on a 30-minute journey down a bumpy, rutted track and across a riverbed in pitch-black darkness to the site of some 20,000-year-old Paleolithic rock drawings. Unfortunately for Antonio, a series of crude representations of horses and cows illuminated by torchlight has left us slightly underwhelmed. It comes at the end of a days cycling through Portugals Douro Valley, where more recent wonders, both manmade and natural, have left a bigger impression on us: the steeply terraced vineyards, baronial town squares, riverside railway and the broad, snaking Douro river itself. So Antonio gets his revenge by declaring imperiously as he wrestles with the steering wheel, Well, I didnt think much of your Stonehenge either. We should be on the last train back to our hotel, but our hosts Catherine Deffense and Martin Thompson of luxury tour operators Cycling Through The Centuries wanted to show us the areas newest tourist attraction. To be honest, wed have preferred a leisurely shower and a massage, followed by a hearty plate of arroz de cabidela (rice in chickens blood) and a bottle of the local vinho, but we were too polite to say so. The irony of the ancient rock drawings is that their discovery 20 years ago halted plans for a new hydroelectric dam that would have seen the Ca valley a tributary of the Douro flooded. That in turn would have had a massive impact on the surrounding roads that, for most of our ride today, have been unspoiled and empty. Our encounter with the prehistoric doodles, then, is actually a tting end to a spectacular days riding. Because of the topography of the region (steep hills, narrow valleys and a network of rivers all squeezed into a relatively small area) it proves impossible to map a loop that would be manageable in a day. So, in a first for a Cyclist Big Ride, we have gone point-to-point, plotting a route that will take us from Pinho, a pretty port

on a bend in the river, to the remote terminus of Pocinho, from where we will return to Pinho via one of the most scenic train journeys in Europe, offering views of the river not possible by road. And so it begins Our ride starts on the cobbled street outside the colourfully tiled faade of Pinhos picture postcard railway station. A quick check at the ticket office confirms that we have plenty of time to complete our 115km ride before the last train back. Martin will be riding with me while Catherine drives photographer Paul in the support vehicle. Martin is visibly excited about doing a ride that will be longer and more challenging than those he normally guides, and has his own vocabulary to express it: This is going to be truly pimp, he says. Despite it being an overcast morning, the glare from his legs is blinding. He shaved them at midnight last night after taking us to the poshest hotel bar in town and ordering a brandy for me, P

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Left: The climb out of Pinho takes us through a vineyard workers feed zone Previous page: Cyclist soaks up the Portuguese panorama high above the Valeira Dam

Portugal

Pass the port

Alij Parambos

Follow Cyclist s tour of the Douro Valley

Head out of Pinho and take the right fork signposted N322 to Alij. Keep on this road until Alij, which is a good coffee stop. From there, take the N212 in the direction of Tua until you reach the Douro river. Continue for about 3km onto the M634 and head uphill, through Ribalonga and Castanheiro before joining the N214 in the direction of Parambos. Turn right on to the M633, signposted Linhares, to the Valeira Dam. Cross the river and after about 8km, turn right towards So Joo da Pesqueira. Take the N222 for 13km then turn left to Custoiast. Go downhill for about 6km before turning right on the M541. This will eventually rejoin the N222 to Touca where you turn left onto the N324. Ride into Freixo de Numao, and turn right just before the cobbled square on your left. Leave the village and take a left signposted Castelo Velho. Ride to Santo Amaro and onto the N324 to Pocinho.

Pinho

Valeira Dam

PO

RT

UGA

Pocinho

So Joo da Pesqueira

Total distance 115km Total elevation 2,700m

Touca Freixo de Numao

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Half an hour up the climb we see a group of grape pickers coming down a stairway
P a port for Paul and a disposable razor and some shaving cream for himself. Martin, it is fair to say, is one of lifes sunny intervals on a cloudy day. Pinhos cobbles give way to smooth tarmac as we leave town and head up the hill towards Alij. This is the start of a climb whose gradient will hover around the 5% or 6% mark for the next 16km. Its not long before the road wriggles free from Pinhos clutter of buildings and we get our first panorama of the relentlessly undulating landscape and the crop that has made it famous around the world. If you dont guess it from the regimented rows of grapevines extending the length of the terraced steps cut into the hillsides, the names painted on the walls confirm that you are at the heart of the worlds port wine producing industry. Taylors, Cockburns, Grahams, Sandeman I will tick off all these familiar brands and more during the course of the day, every one of them evocative of childhood Christmases when a mysterious and dusty bottle would make its once-yearly appearance at the dinner table. Its the last week of September and the grape harvest is in full swing. Half an hour up this first climb and we see a group of pickers coming down a stairway to deposit buckets of grapes into the back of a 660cc Mitsubishi mini-truck before sitting down on the roadside wall and tucking into their sandwiches. Schist! says Martin, pointing to the terracing. For a moment, I mistake this for another of his bizarre superlatives. Yeah, its impressive, I say. No, he says, that rock you can see everywhere is schist. It gives the soil the properties that make this area perfect for vines to grow. Martin knows his stuff, having grown up in Portugal as the son of a British businessman who produced machinery capable of filling up to 20,000 bottles an hour with the Douros liquid bounty. However, I make a mental note to double check everything he tells me after he owns up to once convincing a group of US cycling tourists that Germany was the rice-producing capital of the world and that Eminem was albino. At this point in the ride, the first KoM points of the day are at stake and Martin is setting a blistering pace with his freshly-shaven legs and whippet-like frame. Im hoping that if I distract him with enough questions about the P

One day you'll need scuba gear to navigate the road down the Tua valley, where a dam is in the planning stage

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The cobbles continue as the road kicks up uphill and my eyeballs are being bounced around like maracas
P difference between tawny, ruby and vintage ports hell be forced to rein in the pace and I can surprise him with an attack at the summit. But all those pasteis de nata (extremely moreish custard tarts) I had for breakfast are starting to take their toll and Im forced to save my breath for pedalling and watch him disappear around the next bend. We skirt Alij, a handsome little town where well-fed quinta (port vineyard) owners come to deposit their profits while their workers buy cheap bread for their sandwiches. The road flattens out briefly before twisting downwards through the Tua valley (soon to be submerged as construction of a new dam nears completion) and head back towards the Douro river. For this stretch of the ride, the Toytown Japanese mini-trucks carrying buckets of grapes have been replaced by more menacing construction site lorries, but there are still enough clear stretches of road for us to burrow deep on the drops and enjoy the descent. A hairpin bend midway down presents us with a stunning view of the Douro as it arcs lazily between plunging vineyards. Martin is moved to new heights of lyricism: Thats super pimp right there between the cedars! Hes referring to a sign for Grahams which is perfectly framed by a couple of trees in front,

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Portugal

Far left: Vineyard country has multiple attractions, including tough climbs Left: Cyclist opts to leave the village of Linhares the hard way

By the numbers Because everyone

loves stats
distance in kilometres of the route

115

2,700
metres climbed

3
the terraced vineyards behind, the river to its side and the brightening skies overhead. Its just a shame about the two tourists and their ugly hire car parked in the foreground. We cross the Tua one of many tributaries that, anywhere else in the world, would be considered an impressive waterway in its own right and the road hugs the bank of the Douro for a couple of kilometres before turning inland and sloping upwards once again. Dont worry, says Martin, well be seeing a lot more of the river again soon. Something wicked this way comes After a few kilometres of a constant but manageable gradient, Martins cheeriness suddenly seems to fade away, and I guess rightly that there might be something nasty ahead. Were you going to warn me about this? I ask, suddenly forced out of the saddle by a 12% ramp after we leave the village of Ribalonga. Dont worry, its not long, is the reply. But when we reach what appears to be the crest after a few hundred metres, Im not encouraged by Martins next announcement: OK, thats stage one over. Stage two is just around the corner, and goes on for even longer at the same cruel gradient. Eventually the road flattens, but just when Im getting used to its smooth, downhill trajectory, Martin signals a right and we head into the village of Linhares which is full of signs pointing to various ruins of castles and chapels. I grab my camera from my back pocket to shoot some pictures, but we are suddenly on cobbles and the results will look as though they were taken inside a tumble dryer. Even worse, the cobbles continue as the road kicks uphill and out of the village. My abiding memory of Linhares is distinctly blurred thanks to my eyeballs being bounced around like a pair of maracas. The discomfort, however, is made worthwhile by what awaits us a few kilometres further on: the road plunges down to the Douro in a series of long, sweeping switchbacks that look as P

main courses (or parts thereof) consumed by Cyclist at lunch

lengthy sections of cobbles encountered

6 2

average gradient (%) of climbs

famous Rui Costas in Portugal

50,000
acres of vineyards in the central Douro Valley

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P though theyve been transplanted from the Alps. And they appear devoid of traffic. In fact weve hardly seen any other vehicles since the construction trucks of the Tua valley. The landscape gives a clue. The immaculate terracing of the vineyards is slowly giving way to more rugged farmland, including olive, almond and eucalyptus groves. The density of quintas is less here, so there are fewer vehicles transporting the harvest. The ribbon of road below shimmers in the midday light. This is going to be fun. Or, as Martin puts it: Super pimp! Of course, it only takes a glance across the river to remind us the hard work isnt over yet. We can see the road zigzagging up the lower slopes before straightening out and forming a diagonal line that seems to take forever to reach the top of the hillside. But well worry about that when we get there. For now its down on the drops for a thrilling ride all the way down to the Valeira Dam. The dam, one of five in operation on the river, was built in 1976 on the site of what had been the

Douros most formidable obstacle to shipping, the Valeira Cataract, a large block of granite blocking the canyon. When this was removed in a remarkable engineering operation at the end of the 18th century, it meant that vineyards could be extended as far as the Spanish border. As we cross the dam now, I can see evidence of the Douros other big money-spinner tourism. A huge lock, capable of lifting or lowering a 2,500-ton ship up to 35 metres, is used by a dozen cruise liners every day. Martin and I, meanwhile, have at least 600m to climb before lunch without any hydraulic assistance at all. Screen break The climb isnt as bad as it had appeared from the opposite side of the river. Once past those initial hairpins, the gradient rarely exceeds 6% for the next 10km, and we arrive in the town of So Joo da Pesqueira ravenous for lunch. I cant remember the name of the restaurant, but its opposite the municipal swimming baths and well worth seeking out. I demolish a huge ham and mushroom omelette, half of Catherines pizza (also ham and mushroom) and some of Martins spaghetti bolognese, and can vouch for the quality of all. The restaurant is also screening the daily Brazilian soap opera, A Guerreira, a kind of cross between City Of God and Emmerdale, which keeps Martin the quietest hes been all day. Reecting on the route so far, Im surprised we havent seen any other cyclists. If we were in the Alps or Mallorca these roads would be jammed with riders. Im sure new world champion Rui P

The descent into Pocinho offers the chance to let fly

We can see the road zigzagging up before forming a diagonal line that seems to take forever to reach the top of the hillside

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P Costa must have trained on these roads because he started his career only 100km west of here on the Atlantic coast, but when I mention his name to the locals, I get either a blank look or animated discourse about Portugals other Rui Costa, the former footballer turned Benfica director. Martins silence, meanwhile, is to do with more than just the sight of all those scantilyclad Brazilian soap stars on TV. He admits hes starting to feel the pace. While the rest of us have coffee, hes outside stretching under the shade of a tree. Ten years of guiding mixed-ability groups of American tourists with CTTC hasnt prepared him for one of Cyclists Big Rides, though in truth its more to do with the sinus infection hes been trying to shake off for the last week. We confer about shortening the route, but decide to stick to the original plan as the biggest climbs have already been ticked off. The ride out of Pesqueira takes us along a ridge that gives great views on both sides. Below us are neatly ordered vineyards, while above is the more anarchic domain of olive groves. There are also increasing numbers of strange, circular towers that look like turrets decapitated from castles. It turns out they are pombals, ancient pigeon coops unique to this part of Portugal, some of which are still used today by farmers in need of a cheap and easy supper. Its a lovely, post-prandial pedal along a

BH Prisma Tiagra, 1,200, bhbikes.com

I might have shaved a couple of minutes o my overall time if the frame had been a bit more aerodynamically-sculpted, and I might have got up the hills a touch quicker with lighter components, but in reality this entry-level carbon frame did a ne job of carrying me around a course in relative comfort and with surefooted handling. The MicroSHIFT shifters felt as prehistoric as those rock drawings in the Ca valley, but overall the bike performed its duties without incident, and it proved to be a solid partner for my Portuguese ride. BH Bikes, by the way, was set up by three brothers in Spains Basque country over a century ago. A BH Bike won the rst Vuelta a Espana in 1935 and has won six times since. Probably not using MicroSHIFT, though.

The riders ride

Above and right: Cyclist observes the imposing Valeira Dam, built in 1976, from near and far

Now the road starts to slope downwards and it seems the whole of the Douro Valley is spread out before us
smooth, sinuous road that is mostly traffic-free and rarely dips below 600m in altitude. The afternoon light is starting to turn golden much to photographer Pauls excitement and all seems well with the world. And then we get lost. Catherine makes a U-turn in the cobbled central square of what turns out to be the village of Freixo de Numo so that she and Martin can confer over a map. Soon they are in agreement: we are definitely lost and will have to ask for directions at the bar across the road. After a short pause were on our way again, this time following a little-used back road that takes us up to a largely barren plateau. O to our right is a lumpy track signposted Castelo P

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How we got there
TRAVEL The nearest airport to the Douro Valley is Porto, served by several airlines from the UK. To get to Pinho, take the Metro direct to Campanh Station (2.30, bikes free, 40mins), and from there take the Douro Line train to Pinho (10.75 single, bikes free, 2hr 30mins). There are trains every couple of hours, with the last two leaving daily at 15:30 and 17:15. Most are direct, some might require a change at Rgua. Sit on the right for the best views of the river. The last train back from Pocinho to Pinho daily is at 19:05, a single fare is 4.80, bikes are free, the journey takes an hour, and the views are spectacular. ACCOMMODATION Cyclist stayed at the Quinta de la Rosa (quintadelarosa.com), a working vineyard on the banks of the Douro offering spacious, comfortable rooms, a fine swimming pool and generous buffet breakfast from 95 for a double room per night. The set evening meals (25, inc wine) arent really cyclist-size portions, so youre better off making the 10-minute walk down the hill into Pinho where the excellent Cais da Foz restaurant (on the left, just before the footbridge) will serve you twice as much for half the price. Their suckling pig for 10 is superb. GUIDED RIDES Catherine and Martins company, Cycling Through The Centuries, offers guided or self-guided cycling tours around the Douro (and also destinations in Spain and France), taking in excellent hotels and restaurants. They can arrange luxury extras, such as visits to private vineyards or escorted trips to see the famous rock drawings of the Ca valley (which Cyclist is sure probably look much better in the daylight). Full list of tours and prices at cycling-centuries.com. BIKES There are no road bikes available to rent in the Douro. If you dont fancy taking your own, Cycling Rentals (cycling-rentals.com) stocks a range of road and touring bikes and will deliver to and pick up from any hotel or other address in Spain and Portugal. A typical price is 179 for a week, depending on your choice of bike and destination.

P Velho. This is a site supposedly dating back more than 5,000 years, but all we can see is an observation tower that, I learn later, has caused a spat between archaeologists and ornithologists because birds keep colliding with it. The road starts to slope downwards and it seems the whole of the Douro Valley is spread out before us. Somewhere in that crumpled blanket of a landscape is the river. And somewhere on its banks is our final destination Pocinho railway station. Curse of the cobbles Its a steep, twisting descent, with patches of loose gravel here and there, but we can enjoy every metre of it with unsuppressed glee because there isnt a vehicle in sight. Halfway down, however, as we enter the village of Santo Amaro, we meet a familiar hazard cobbles. I narrowly avoid ploughing into Martins back wheel as he slams on the brakes. We both stand up on our pedals and clamp our hands around our brake levers. Its a case of releasing the brakes in short spurts as we inch our way down what is quite a steep slope. We make it to a small square where the road levels out before climbing for a short distance. Just after the village church, the cobbles peter out and we can sit back down again and enjoy the final few kilometres of downhill. The home straight into Pocinho takes us past the towering, metal vats of a modern winery where the smell from the fermenting grapes slaps us in the face like a barmaids tea towel. Theres one more stretch of cobbles and we arrive at the railway station with half an hour to spare before the last train back to Pinho. Which is when Catherine announces her surprise and tells us we have a date with Indiana Jones ] Trevor Ward is a freelance writer whose favourite Indiana Jones film is definitely the one with the giant rolling boulder

Top: End of the line, waiting for the last train at Pocinho railway station Bottom: The descent into Pocinho with the railway line above

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ENGINES
Are you a plodder or powerhouse? Sprinter or sportiviste? No matter what youve heard about aerobic versus anaerobic training, it takes a little bit of both to power your efforts
Words WESLEY DOYLE Photography DANNY BIRD

START YOUR
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ts a conundrum thats as old as the bicycle itself: which goes rst, the lungs or the legs? However, the division between the kinds of energy that power your performance isnt as clear as it may seem at rst. The notion that youre blessed with one energy system that is more ecient than another, therefore making you better suited to short bursts or long hours in the saddle, is a myth. In fact the systems by which your body produces energy are all interconnected and whatever your goal, your training should reect this. P

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Performance b Energy systems

P So despite a familiar line being drawn between anaerobic and aerobic energy systems, the body actually has three different power pathways open to it: aerobic, anaerobic glycolysis and PCr/alactic. The first occurs in the presence of oxygen hence aerobic while the latter two dont, so therefore are both anaerobic. On a cellular level the energy our bodies run on exists as a molecule called adenosine triphosphate (ATP), says Xavier Disley, exercise physiologist and elite coach for RST Sport, and we only have about 100 grams of ATP in the body which only lasts for around two seconds. Its this store of ATP that the body turns to first when we put it under stress, using whats known as the PCr/alactic system. This system is involved in very high but very brief intensity efforts, says Chris Easton, lecturer in clinical exercise physiology at the Institute for Clinical Exercise and Health Science, University of the West of Scotland. That means any kind of effort lasting between one and 10 seconds, such as a standing start or track sprint to the line. Beyond those 10 seconds the body moves into the next xt pathway, which is anaerobic glycolysis. Essentially, this is the breakdown of glycogen stores (glucose) in the muscle to release energy. Like the PCr/alactic system, it doesnt rely on oxygen and again its only viable for a short period of time, up to four minutes at the most. This pathway would probably be relied upon mostly by track riders and climbers, says Easton, whereas the pathway most associated with road cyclists is the aerobic one. This is the name given to the system that breaks down the macronutrients the proteins, fats and carbohydrates that we eat in the cells energy-producing mitochondria

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to produce more ATP. As long as you continue to feed the body it can continue to break down fats and carbohydrates in the presence of oxygen all day long, says Disley.

Whatever your event, the aim of training is to increase force production from the muscle and improve your recovery
Training basics
How to target your energy systems
PCr/alactic system Very highintensity interval training going all out for very short periods of time (30-40 seconds) with active recovery of 15 to 180 seconds. Example I coach a track cyclist in the US and I give him modified Tabata drills to do, says coach Xavier Disley. He does 20 seconds with a high cadence over 130rpm at 170% of his VO2 max and then has 10 seconds rest. Thats repeated eight times, followed by 10 minutes rest, with the whole lot repeated five times.

Cycle specific It would stand to reason then that if youre a track cyclist or a sprinter youd want to tailor your training to focus on the anaerobic side and make sure those energy pathways are functioning as efficiently as possible. Conversely if youre a sportive rider youd nd the mode of training that best mirrors what youre going to be doing during the event. Whatever your event, the aim of training is to increase force production from the muscle and improve recovery from such efforts, says Easton. So specific training is almost intuitive when you look at how the systems supply their energy. To improve the PCr/alactic system, follow the basic principles of very high intensity interval training, maximal or supramaximal efforts. This means going all out for very short periods of time, says Easton. Highintensity work for 30 to 40 seconds followed by a recovery period of, depending on your goal, 15 to 180 seconds. Anaerobic training also works on the principles of highintensity training but using longer periods of work and recovery, usually between one and four minutes again at a very high intensity probably close to 90% of maximum. Aerobic training introduces the longer duration rides beloved of sportive and club riders two or three hours of continuous effort at 60-80% maximum effort. Despite sounding pretty cut and dried, it is of course nothing of the sort. The difficulty of translating all of this, says Easton, is that you also get beneficial effects on your aerobic system by doing the high-intensity work as well. Its not true to say you can only train one energy system at a time you can prioritise one over the other but any type of training will have beneficial effects across the board. Take a deep breath All cycling is biased towards aerobic performance, even on the track, says Disley. Chris Hoy had huge aerobic capacity, as does Jason Kenny. At competition level a rider would be expected to do their flying 200m sprint, and 45 to 90 minutes later theyre back sprinting, which, if they win, means theyll be repeating those efforts again. At the end of the day theyre knackered! If youre someone like P

Anaerobic system Again, high-intensity interval training at around 90% of your maximum output although with longer periods of work and active recovery, such as one minute on, four minutes off. Example I recommend a hideous session: 70 seconds as hard as you possibly can so youre literally doing a six-second sprint and then hanging on for the remainder, says Disley. Do this four times, each separated with 10 minutes of active recovery. It attacks all the energy systems while focusing on the anabolic glycolytic one, but you

need to go as hard as you possibly can from the word go if you dont you dont get the benefits. Aerobic system Longer duration rides, two or three hours continuous effort, 60 to 80% of your maximum output. Example A long steady ride has its benefits but you can increase those by adding an interval session while youre out, says Disley. Try the 70 seconds session on a hill, out of the saddle at 100rpm. The first 20 seconds is anaerobic the rest is aerobic.

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P Jamie Staff who just rode flying 200s or the first lap of a team sprint you may get away without having to hit the road, d, but for everyone else aerobic training is very important. Disley offers up the Wingate Anaerobic Test (WANT) as an example: Its a classic all-out 30 second test that uses an ergometer to measure things such as a riders peak power output, anaerobic work capacity and anaerobic fatigue. When you look at the results though youll see theres definitely some aerobic contribution even a 10 second sprint will have an aerobic element. Its difficult to completely isolate the anaerobic system during training theres always going to be a bit of crossover. While training for specific energy pathways appears to have benefits across all systems, its high-intensity interval training (HIIT) that gives the most bang for your buck. The body responds best to varied stresses, says Disley, and training in that way will give you better physiological adaptation. Riders who go out at 85% of their maximum HR week in, week out, will improve certain things but its not going to be as much as if they varied their range of power outputs and effort levels. Plus theres a practical reason for swapping at least one of those long rides for a quick HIIT session. Obviously the key point is you achieve results in far less time, says Easton. It might take you four times as long to achieve the results you get with HIIT from endurance training. Disley agrees: You get a lot of benefits from this shortterm anaerobic stuff, including increased metabolic rate and improved insulin sensitivity. You want to be insulin sensitive as it helps your body break macronutrients down

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for fo fuel. You see improved insulin sensitivity if you get people pe to do sprint efforts for a few weeks rather than just lo long aerobic sessions. The University of Birmingham ca carried out a study where subjects did four to six 30se second efforts for three days a week as opposed to 40 to 60 mi minutes of exercise five days a week and the improvements in insulin sensitivity were exactly the same. On One to another De Despite all this, theres still a school of thought that states th the best way to train for an endurance race is to hit that ae aerobic system full on and get the miles in. Disley admits th that most cyclists dont tend to use their anaerobic capacity th that much so why put yourself through painful HIIT se sessions if youre going to be cycling 100 miles plus? The point is to understand what the training is doing to ou our bodies, says Disley. It doesnt matter whether youre a track sprinter or someone doing the Etape du Tour, you ne need to look at what the training session provides rather th than what the training session actually is. For some, this may seem counter-intuitive but just because The Dragon ma Ride doesnt require half a dozen 30-second sprints at 170% Ri VO2 max doesnt mean sportive riders wont benefit from adding them to their training programme. Rather, look ad at what physical adaptations they provide and how they improve overall performance. im Interestingly, an Australian paper published in 2013 followed 174 cyclists and triathletes over the course of fo 30 years of training and found that, while their peak anaerobic power and anaerobic capacity decreased fairly an

Pro sessions

How science can help you train

The body reacts best to a variety of stresses, says Xavier Disley. So when it comes to training energy systems, you dont just want to work one or the other. A study at Norways Lillehammer University College compared the effect of two different methods of endurance training in professional cyclists. One group performed five sessions of highintensity aerobic training (HIT) in the first week, followed by three weeks of lowintensity training (LIT) sessions and one weekly HIT session. The second group followed four weeks of two weekly HIT sessions interspersed with LIT focused sessions. The study showed that the first group enjoyed superior adaptations in power output and VO2 max than the second group, despite similar training volumes and intensities. Amateur cyclists rarely have the time to do the long, steady miles, says Easton. So adding intervals could substitute a couple of long rides per week and give you similar adaptations. Plus, they are mentally easier and dont need the huge amounts of energy that several hours in the saddle do.

Adding a weekly interval session to your sportive training will give you myriad benets, and keep you ticking over during winter
dramatically over the years their aerobic power, in terms dr of statistical significance, didnt change that much. According to Disley this is due to those anaerobic pathways Ac becoming less efficient as we age, but the results also be reinforce the idea that even though the traditional HIIT re training no longer caused continued adaptations to the tr system it initially targets, it did in fact continue to benefit sy the aerobic ones. th Adding a weekly interval session to your sportive training will give you myriad benefits, says Easton. Its tr also the sort of thing that can keep you ticking over during al winter when you dont want to be doing a four-hour wi session on icy and dangerous roads. se With all this in mind its clear that even the longest club run or shortest sprint session will engage legs and lungs ru and everything in between. Anything over 30 seconds an will target all your energy systems all the way through, wi concludes Disley. Its not just off-the-mark power or sprint co speed or longevity, its a big continuum of all three. ] sp Wesley Doyle is a freelance journalist who managed to We engage all three energy systems while typing this feature en

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Sprint training isnt reserved for riders with green jersey or track ambitions. Every rider will benefit from regular forays into the red zone

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Suffering b Insight

Souffrance
No other sport demands or reveres suering in the way that cycling does. Are we just masochists or is pain somehow necessary for understanding and improvement? Cycling luminary Frank Strack gives a personal view
Photography KRE DEHLIE THORSTAD

(or theartof suffering)

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We eventually reveal our true selves as a manifestation of suering, of hard work, determination and dedication

ve never heard anyone espouse the virtues of splitting wood with a machete. Still, it was the only tool I had available, so I used it. It swung down fiercely and hit its mark with a precision that might fool you into thinking I have good motor skills. The blade cut cleanly through the log, and without the separating action provided by the bevelled head of a splitting axe, the two newly-created halves of the log had nowhere to dispense their energy but by travelling sharply upwards. This wouldnt have been a problem were it not for my face, which lay in the path of one of the halves. The resulting blow left my head feeling unusual; much larger than normal, and thicker too. I dont mind pain itself; in most cases it passes and leaves you with either a lesson or a memory that enriches your life in one way or another. What I dont like about this particular kind of pain is the lack of control. I had no alternative but to wait as the pain forged its way through my system of nerves. One might argue that I was in control of the events that led to the log cutting my forehead open, but that argument ignores my inability to control my stupidity.

The words pain and suffering are often used together, usually interchangeably. This seems a careless error; pain can expand beyond physical and into mental or emotional realms, but suffering is another thing altogether. The word suffering has its origins in the Latin words sub, meaning from below, and ferre, meaning to bear. To suffer is to endure pain that springs from within not simply to feel it, but to carry its heavy weight. On a map, our pain marks the waypoints, our suffering the route. Pushing the boundaries I am not a religious man, but I am fascinated by the worship of an enduring force that transcends the physical world. Every religion that Im aware of pays close attention to the process of suffering and the value it provides. Buddhism seems particularly keen on the subject, though it gets a bit of a push thanks to a failure of translation from Pali (a dialect of Sanskrit) into English. The Buddha didnt speak English, which means that I, who doesnt speak any dialect of Sanskrit, am required to figure out what he was on about. Thankfully, I have the internet at my disposal and dont need to rely on knowledge or research to sort the matter out. Dukkha, the word referenced in Buddhism and

All pictures from the 2013 Vuelta a Espaa Above left: Eventual Vuelta winner Chris Horner was unable to stand after stage 9 to Valdepeas de Jan Above: Rafal Majka makes hard work of removing his helmet after finishing 2m 38s down in the individual time-trial Right: Cancellara shows the strain after second place in the stage 1 team time-trial

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translated into suffering, refers to both physical pain and the stresses caused by impermanence or dependency. I like to study things to find a message that helps me become a better person, not necessarily to find its original intent. To that end, the Buddhist sense of Dukkha speaks to experiencing things without clinging to them. Everything changes, every experience feels different to every person. Embrace change, embrace the fluidity of the moment. Express yourself in the moment but dont let the moment define you. Suffering is measured by our ability to endure Dukkha. In this sense, suering represents a kind of control where we actively participate in how we experience pain. That element of choice, what psychologists refer to as the locus of control, is part of what allows us to feel pleasure through suffering. Having a choice unlocks our sense of control and through that unfolds an avenue of personal discovery by which we might learn something rudimentary about ourselves that we might find a kind of salvation. Like Michelangelo wielding his hammer to chip away fragments of stone that obscure a great sculpture, we turn our pedals to chip away at our form, eventually revealing our true selves as a manifestation of suffering, of hard work, determination and dedication. P

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P A glance at the images on these pages will show just how deep into the well of suffering the pros can go. Theirs is a world where the ability to suffer, to push the human body to its physical limits and then keep going by sheer force of will, is the commodity by which they earn their wages. It has always been thus, however the connection between suffering and winning has become more refined in recent years. Back when the Tour de France began in 1903, the route was 2,428km over just six stages, for an average of 405km per stage. By comparison, the 2013 Tour was 3,404km over 21 stages for an average of 162km. In 1903 the bicycles weighed upwards of 15kg and had only two gears, plus riders werent allowed any outside assistance or they risked disqualification. When compared to those pioneers of bicycle racing, its easy to assume that todays pros are soft and pampered, with their superlight bikes, 22 gears and teams of mechanics and doctors in attendance. However, to quote Greg LeMond, It doesnt get easier, you just go faster. Back in the pre-war years, bike races were as likely to be won by elements of luck and circumstance whether or not your bike fell apart or you fell off a cliff as by fitness and determination. These days, with mechanical and medical issues minimised and training and tactics standardised, often the only difference between the winners and the wannabes is the capacity to endure the agony of the race better than the next man. The quality of a cyclist is measured by their ability to suffer; the ability to suffer comes from the sensation that we may somehow control the pain. To ride a bicycle is to enter a simplified world where we can more easily find control; we are dependent on nothing but our own willingness to do the work to become better. Every time we choose to bear the burden of the pain we inflict upon ourselves, we build our capacity to suffer. Put in the work at one end, and a better cyclist emerges from the other. ] Frank Strack is a founding member of the Velominati and protector of The Rules (see velominati.com). He is also a monthly columnist for Cyclist see p48

Words cannot hurt me

The pros understand all about suffering
I sometimes used to sit on my bike, weeping with the pain. Eddy Merckx Everybody tells me that I never look as if Im suffering. But, when I watch videotapes of a race, I always remember the pain I had to endure. Miguel Indurain Cycling is suffering. Fausto Coppi Shut up legs! Jens Voigt Cycling is so hard, the suffering is so intense, that its absolutely cleansing. Lance Armstrong One thing that cycling has taught me is that if you can achieve something without a struggle its not going to be satisfying. Greg LeMond Cyclists live with pain. If you cant handle it you will win nothing. Eddy Merckx

To ride a bike is to enter a simplied world where we can more easily nd control

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Niklas Arndt (right) and Carlos Betancur (below) slowly come back to life after stage 20 to Alto de lAngliru. Rain, fog and 5C at the finish line made a hard stage on paper utterly brutal Below left: Warren Barguil shows off some well-earned road rash on the podium in Castelldefels after winning stage 13

Suffering b Insight

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All the power you produce is transmitted through your cleat/pedal interface. Get it right, and everything clicks

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Cleat position b Focus

Rulesof engagement
Whichever pedal system you choose, achieving the optimum cleat alignment will raise your performance and prevent injury. But its not as easy as it sounds

Words DAN DUGUID Photography DANNY BIRD

n the words of that James Weldon Johnson song, Dem Bones, Toe bone connected to the foot bone; foot bone connected to the leg bone; leg bone connected to the knee bone and so on. The song is actually based on spiritual and biblical references rather than being an anatomical lesson, but little did Weldon Johnson know he was providing cyclists with sound insight that is particularly relevant to the issue of cleat alignment. There are three points of connection with a bike: foot to the pedal, buttocks to the saddle and hands to bars. Each interface is affected by the others so when it comes to bike fitting, wheres best to start? Fit experts generally agree that the pedal and shoe interface is the most important, as its the most dynamic and also the start point of the kinetic P

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Focus b Cleat position

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P chain. The alignment of your foot on the pedal has a knock-on effect, as the song implies, up the chain to your knees, hips and back. This is why its vital to get it right. Todd Carver, fit and education officer for bike fitting system Retl, says bluntly, If the cleat setting is wrong, everything upwards will also be wrong. In other words, if the cleat is shifted it will most often necessitate a change to saddle position, which will likely necessitate a change to handlebar position. So we always start with the cleat. Phil Cavell, director and senior analyst at Londonbased fitter Cyclefit, is also an advocate of fitting the foot first and puts the importance of properly aligned cleats into perspective: The power from your biggest muscle groups is being pushed into an area about the size of a postage stamp. So the way the foot interacts with the pedal is undeniably critical in the delivery of power. Cavell has an interesting analogy: The foot is prince while the pelvis is king, implying that anything done to the alignment of the foot will effect things more critical higher up, and could shift a riders position on the bike. Do it yourself? With potential gains to be had both in terms of comfort and performance with correctly aligned cleats, how can you ensure the best set-up for yourself? In most cases, its best practice to have the pedal spindle bisect a line between the first and fifth metatarsal head, Carver says. Thats what we call industry neutral. For those of us without a medical degree, the first metatarsal head is the main knuckle of your big toe (that forms the ball of your foot) and the fifth is the corresponding knuckle of your little toe. If you were to draw a line between the first and fifth metatarsals, the pedal spindle would sit just below the mid-point of that line (see box

When should you swap your worn cleats for new ones?
Cleats wear out. Not just as a result of riding your bike, but also from walking in them, so be sure to check them regularly. The engagement or float shouldnt initially change too much with wear and tear, says Specialized BodyGeometry FIT technician David Alexander, at least until the lip/engagement area of the cleat is significantly worn. However, given that the body of the pedal has the bulk of the cleat in contact with it, as the cleats wear, they can often begin to rock, giving way to adverse knee tracking or discomfort. Any sign of these irregular pedalling mechanics can result in a subsequent injury. As soon as you recognise any unwanted or unexpected movement, this is a sure sign that you need to replace the cleat. If you wish to preserve the life of your cleats for as long as possible, try not to walk in them, or if you must walk short distances then use protective cleat covers.

Time for a change?

You can learn a lot from watching your feet strike the ground as you walk
overleaf). This means the pedal spindle should be just behind the ball of the foot when youre clipped in. Cavell echoes this thinking and suggests actually drawing a line across the sole of the shoe to represent the desired position between first and fifth metatarsal to help in the process of fitting a cleat once the shoe is off your foot. In addition, its important to look at the angle of your foot un-weighted, which is best done by sitting down and lifting your leg up, supporting its weight with your hands, so the lower part and importantly the foot can fully relax. This will give you an idea of the natural angle of the foot and the best way to orientate it for pedalling. Its important not to fight against your bodys natural position. In other words your feet dont have to be facing straight ahead to 12 oclock. If your natural position is heel in or heel out then let the cleat position replicate this. You may need a friend to help with this. P

Sprinters sometimes set their cleats further forward to gain more leverage from the ankle joint

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OBSESSION
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P You can learn a lot about how your body functions from watching the way your feet strike the ground as you walk, especially when climbing stairs, Cavell says. The body is at its most efficient when you are climbing stairs; cycling is merely a bastardised adaptation of this.

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The specialist fitter Having established the norm, simply fitting cleats in the middle of the adjustment range wont necessarily result in the optimum position, and could even cause problems. If all this sounds too much like a minefield, visiting a fit specialist will ensure theres no guesswork. A qualified fitter not only offers a great deal of experience and accuracy but a good fitter will certainly be looking at the bigger picture and the overall affect on the body, while also considering your riding style. Cleat placement can depend not just on your bodys parameters but what you are asking of it, Carver says. There are times when we do adjust cleats to be forward or back from a neutral position for certain riders. For instance, a sprinter who desires more peak power may set

Regardless of the pedal system, cleat tting still requires a good degree of attention to detail
his/her cleats further forward to increase the leverage from the ankle joint. On the other hand, a rider who desires more efficiency for long steady-state efforts such as big climbs may bias the cleat rearward to reduce the foot leverage and reduce the work of the ankle joints. So does cleat placement affect power? It does not substantially alter peak power, as typically what you gain in one area you lose in another, Cavell says. We see torque and cadence changes, whereby a more rearward foot position [cleats forward] usually pushes cadence up and puts less pressure on the muscles but a forward mounted foot [cleats back] will increase torque generation. Cavell explains how with every fit he follows the philosophy reflect, correct, performance enhance. First we simply measure the length and width of the foot. From here it gets more technical, with the length of the arch being measured, then the heel to the first metatarsal and finally the arch height. This height is measured when weighted through standing and then unpressured to measure the amount of arch drop. All these measurements help to build a complete picture of the foot. The change in the biomechanical chain from being pressured to unpressured can highlight the need for interventions such as a custom insole to increase comfort as well as performance by supporting the medial arch and allowing a greater percentage of power to be transferred. Cavell also explains that someone with a high arch when un-weighted can increase foot length through the arch collapsing, pushing the first metatarsal head forward.

Foot pronation will also have an effect, Cavell says, being either varus [big toe up] or valgus [big toe down], with both potentially having the adverse effect of causing the knee to move laterally during pedalling. What we might consider to be relatively small irregularities can have larger consequences on fit and performance, so even once cleats are in the correct position there may still be some tweaks necessary. A qualified fitter can use wedges or shims to align the leg to improve efficiency but due to the many biomechanical factors to be considered, this is not something that riders should attempt to do themselves. Inverting or everting [tilting] the foot by adding wedges has the potential to cause injury, warns David Alexander, a Specialized BodyGeometry FIT technician. Given that wedges and shims are placed between the sole and the cleat itself, it is necessary to replicate the cleat placement on any other pairs of cycling shoes too. With so much to assess and potentially adjust to find the optimum cleat position it becomes obvious why theres an advantage from talking to a qualified fitter about your pedal/shoe interface. Plus, they have access to sophisticated measurement and assessment tools. Pressure mapping, for example, is a relatively new technology being implemented at Cyclefit, providing the ability to record pressure distribution in both the shoe and on the saddle, allowing the technician to see in real time how the adjustments of the foot position affect things further up the chain. Sports scientist and bike fitter James Hewitt provides further insight into the benefits of working with pressure mapping: By combining pressure mapping with a power meter, it enables the fitter to analyse the pedalling motion, including how much mechanical work is needed through a pedal revolution. This is interesting stuff for an athlete, with potentially big performance gains. If the rider is not un-weighting the leg on the back half of the pedal revolution, it can resist the driving leg. For instance if the rider is pushing 250 watts on the driving leg but the opposite leg is resisting by 50 watts there is a lot of inefficiency in the pedal stroke. From here economy can be improved, leaving the rider fresher, workload lessened for the same output and gives watts for free. Linked into these numbers is the ability to tailor the cleat position for a specific purpose. Cleats can be placed for pure performance or complete comfort through reviewing the results of pressure mapping and power output together. But Cavell is well aware of the smoke and mirrors effects of some of the available technology. He is a firm believer that technology should remain the servant of the fitter and not the other way round, saying, The fitter should always be the one making decisions, through rigorous thinking and analysis, rather than machines. Pedal power All this begs the question, how much influence do the pedals you choose have on cleat set-up? Carver says, Regardless of the pedal system, cleat fitting still requires a good degree of attention to be paid to the details. Most cleats rotate, shift laterally and adjust fore/aft. This is true for any three-bolt pattern cleat such as Look, Shimano and Time. In my opinion it takes a skilled fitter [not bike mechanic] to accomplish this task effectively. If three-bolt systems can be problematic for the user,

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Pedal float allows a riders feet to change position as they go from seated to standing, but isnt used to correct poor cleat alignment

Cleat position b Focus

Toe the line

Correct cleat set-up and making adjustments

The current thinking on cleat placement is to position the cleat so that the pedal spindle bisects a line between the first and fifth metatarsal (the knuckles of the big toe and little toe). Phil Cavell of Cyclefit recommends actually marking the line on the sole of the shoe to act as a visual aid for accurate cleat positioning. Once the cleats are fitted, make only very small adjustments and preferably in only one direction at a time. For example, only move the cleat fore/aft and not laterally as well. Seemingly tiny adjustments will have a fairly noticeable effect and this way the changes can be accounted for, good or bad. Remember, you shouldnt be experiencing discomfort or worse, pain in the ankles, knees or hips. So dont be afraid to revert to the original set-up (marking the starting point with a permanent marker will help) or seek a fitters advice if you dont seem to be getting to the bottom of any potential issues. 1st Met Head Spindle 5th Met Head

Speedplay is different, says Carver. The three axes of cleat adjustment are independent of one another on Speedplay, he says, So the fore/aft adjustment is controlled by different bolts to the lateral and rotation adjustments. Its potentially easier for a rider to adjust these themselves at home. Alexander, however, doesnt necessarily agree, suggesting that ease of use and adjustability are often exclusive of each other. Depending on your mechanical knowledge, the pedals with most adjustment are often the hardest ones to set up. Still, any bike fitter worth his salt should be able to tell you which pedal systems are most suitable for your needs. Then theres the question of float the amount of angular foot movement allowed by a pedal/cleat which is something thats commonly discussed with regards set-up. It is often mistaken as a way of compensating for an inaccurate cleat placement, but Carver says, More float is not always better. Actually, riders do not need as much float as they think once a rider starts to pedal, the foot stays very stable. Float is needed more for a rider to change his or her foot position as they go from seated to standing positions or as the terrain dictates a change. But the amount of float needed for these instances should be no more than about 3-4 which is available with all pedal/cleat systems. What is clear from all of the fitters we questioned is that float is a misunderstood term, and that it should not be considered a way of achieving the foots optimal position. The correct procedure is to orientate the cleat such that the foot is ideally positioned in the middle of the float range, such that it still has freedom to move equally inwards and outwards from optimum. Ultimately, when foot comes to pedal, its clear that whether you are able to find the correct placement for yourself or you take advantage of the technical abilities of a fitter, correct placement of the cleat is vital to get the best out of your riding experience, in terms of comfort, injury prevention and performance. ] Dan Duguid is a freelance technical writer whose perfect float is a scoop of vanilla in lemonade

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Moor is more
The North York Moors may be less well trodden than Englands other national parks, but the riding on oer is as challenging as it comes
Words STEVE WESTLAKE Photography JUAN TRUJILLO ANDRADES

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he editor of Cyclist is evidently a man of impeccable character and judgement. The classy magazine you hold in your hands could hardly exist unless this were so [Is it pay review time again? Ed]. And yet, perhaps there is a seam of granite lurking beneath Pete Muirs immaculate exterior, because the route for the ride we are tackling today is his creation from start to finish, and its a devil child that begins immediately with a slog up the steepest road in Britain. Theres not even a hint of a warm up: its clip in, turn left out of the car park, 30% gradient. The Rosedale Chimney, as the near vertical stretch of tarmac is called, is one of only five climbs to receive a 10/10 difficulty rating in the book Britains 100 Greatest Climbs. Its a challenge to be anticipated and relished by any cyclist and Im fairly stoked, lets say, about having the chance to tackle it. But maybe five minutes spinning beforehand would be nice. The Chimney is actually steeper than the 1-in-3 signs say it is, chirps a cheery Christine, co-owner of the White Horse Farm Inn (Yorkshires Friendliest Pub 2012), which is located a quarter of the way up the climb our starting point for the ride. Youre not officially allowed to have public roads this steep for safety reasons, you see! she chortles as she lays down a hearty full English in front of me. Now, Christine seems like a genuinely lovely lady, but Im sure I detect a glint of mischievous pleasure in her eyes. The most amusing part of this whole scenario is that editor Pete is supposed to be attacking the route too, but due to an unfortunate incident involving some bicycle thieves we have only one steed available, and its in my size. So while I grapple with the Chimney and several other brutal climbs on todays ride, Pete will be joining Juan the photographer in the comfort of the car. On the rise Breakfast complete, the time has come to man up. I clip in, savour two complete pedal rotations on the at gravel driveway and then pitch my Trek skyward. The rst thing to be seen is a blue road sign reading, Rosedale Chimney Bank. Max gradient 1.3. Engage low gear. I obey, and begin my encounter with the North York Moors, A left bend takes me towards the rst of many cattle grids of the day, then along a short straight on which Pete and Juan overtake, engine straining and Juan grinning with glee and gesticulating encouragement. To the left is a postcard panorama of the Moors that, due the incline, I have plenty of time to enjoy, and for a second it distracts me from the imminent quad trauma. P

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Youre not ocially allowed to have public roads this steep for safety reasons

The Moors landscape is characterised by narrow, straight roads that either go steeply up or steeply down. And heather. And thistles. And sheep Left: One of the more gentle stretches of the Rosedale Chimney

Moors the merrier

Follow Cyclists route up hill and down dale

Starting in Rosedale Abbey, head south along Rosedale Chimney Bank. After 5.5km, turn left towards Spaunton Bank and Appletonle-Moors. Follow Headlands Road, turn right onto the A170 and then left onto Lime Road. Turn left in Little Edstone then right towards Great Edstone, taking the right as you leave the village. Turn right over the Rive Dove and right again onto Moor Lane, then left onto Ings Lane. In West Ness turn right and right again onto Station Road, towards the B1257. Turn right, then left to Oswaldkirk, Ampleforth, and Byland Abbey, where you turn right towards Kilburn. Turn right up White Horse Hill, left onto the A170, rst right and then left onto Cleveland Road. Turn right towards Hawnby and Osmotherley, heading north to Swainby. Cross over the A172, follow the loop then turn left onto the main road before taking the rst right o it onto Bank Lane, then left onto Mill Lane and right onto Raisdale Road which leads to the B1257 again. Turn left, then after 6km turn right towards Ingleby Greenhow. Turn right towards Battersby, then right towards Kildale, and right towards Westerdale. Cross the moors, at the T-junction turn right, then left for the run back to Rosedale Abbey.

Total distance: 130.4km Total elevation: 2,233m

Three Peaks Carlton Bank

Rosedale Abbey Osmotherley Rosedale Chimney Hawnby Spaunton Bank

White Horse Hill Ampleforth

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P Then its into the Chimneys two severely steep hairpin bends, the second of which exits, according to my Strava report later, into a momentary 56% gradient. That surely cant be right, but it is the steepest part of the climb, and only three minutes into this day-long ride my heart is pounding north of 170bpm and Im having to concentrate hard to stop myself panting like an overheating dog. The gradient eases to a more gentle 20% and I tap out towards the top, with Juans motor drive keeping pace with my pulse from the hillside. Its a hell of a start, but doing this climb so early has its benets. Its hard, but with box-fresh legs theres never any doubt about getting to the top. Chimney cleansing Now the road stretches ahead with a welcome slight descent that allows me to gather my breath and up the pace by a factor of 10. The surface is appalling however, a rugged collage of repair upon repair upon repair but it doesnt detract from the pleasure of getting some speed and distance in the bank. On either side is exposed moorland with purple heather in full bloom bisected by an empty, single-track road with zero trac stretching straight into the distance. It will become a defining image of this moors ride. After a few kilometres the roads rough surface suddenly becomes immaculate as I sweep through a lazy left-right over a small bridge at 45kmh. A ock of black sheep munching heather reminds me of the ale of the same name we were drinking at the bar last night. Its an idyllic scene, and the Chimney is all-but forgotten. Undulating countryside leads to the second

Trek Domane 5.2, 3,100, trekbikes.com

The riders ride

The remaining 80km of the route has a prole that looks like a saw-edge
This route is defined by severely steep climbs, twisty bits and equally steep descents with potholes and gravel as a constant threat and occasional stretches of poundingly rough road surfaces. All of which meant that the Domane's combination of efficient power delivery and supple-yet-stiff frame construction was ideal for the job. There were a few faster stretches on the exposed moors where the road surface was washboard rough and a bike with less vertical compliance might have ruined the ride, but the Domanes IsoSpeed link so loved by Fabian Cancellara for its cobble surfing capabilities ensured both comfort and drive were maintained effectively. The chunky bottom bracket and chainstays meant that valuable energy was put to maximum use of the umpteen climbs too. The fact Big Bear Bikes in Pickering had one in my size (54) was a massive bonus and made the ride a pleasure.

Above: Just as Cyclist is enjoying the view, Carlton Bank ramps up the gradient for a third time. It was last resurfaced in 1874 Right: White Horse Hill weaves up at 25% through steep hairpins shrouded by woodland

bump of the day, the picturesque Spaunton Bank, and after a few more kilometres were into the sleepy and isolated village of Appletonle-Moors where more sheep (white this time) lounge and nibble on the grass banks between the road and sandstone houses, untroubled by residents or cars. It feels like something from another age a scene from Robin Hood. (You can see them on Google street view). Juan and Pete speed ahead to scout for locations further along the route and Im left to enjoy 20km of easy rolling farmland on the south east edge of the moors. This will be the

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only proper flat section of the day, so I treat it as a belated warm-up and take things easy. After a short stretch on the B1257 I turn off towards Ampleforth and past the imposing school, which boasts Laurence Dallaglio, Julian Fellowes, Rupert Everett, Antony Gormley and Touching The Void mountaineer Joe Simpson as ex-pupils. The village is also home to Ampleforth Abbey, which, according to Catriona McLees from the Tourist Board, brews the only monastic beer in the country. At 7% abv and with 90km still to ride, I decide against troubling the tipsy monks for a pint. The road zigzags up through Wass before the immense ruins of Byland Abbey loom up on the left, triggering my best 120-degree meerkat impression as I pass. Its no surprise to see Pete and Juan in the car park opposite, and Juan jumps out and makes me do multiple ride-bys of the Abbey (see p86). Im happy to oblige. We enter the National Park once more and then take an easy-to-miss right turn onto White Horse Hill. After 35 relatively gentle kilometres I feel ready for the next challenge, and here it is the second of todays 100 Greatest Climbs P

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The final run in to Rosedale Abbey is a welcome fast descent with a pint of Black Sheep at the end of it

Do it yourself
The 16th century White Horse Farm Inn oers a friendly welcome, a stunning location, comfortable en-suite rooms and excellent beer and food. Prices start at 80 for a standard double, rising to 110 for the family room. Ask for a room at the front of the Inn to ensure a serene view when you crack the curtains. Did I mention that its located on the steepest road in Britain? Maybe once or twice. (whitehorserosedale.co.uk)

Accommodation

Rosedale Abbey is plumb in the centre of the Moors so requires a car to get there. If you fancy a day trip (admittedly a fairly ambitious one), an alternative option is to switch the starting point to the west edge of the route and take a train to Thirsk less than eight miles from the moors. (From London, some direct trains take under 2h 10m.)

Getting there

To Catriona from the North York Moors Tourist Board for copious assistance and advice. Christine and all the sta at the White Horse Farm Inn were relentlessly cheerful and welcoming. Also Big Bear Bikes (bigbearbikes.co.uk) in Pickering saved the day by lending us the Trek Domane when our bikes were stolen the day before the ride. Friendly and professional, they rent carbon bikes for 45 per day.

Thanks

P this one rated a mere 7/10. The climb itself is steep and rewarding, and much more memorable than the famous White Horse figure cut into the hillside that gives the climb its name. It was created by a local schoolmaster and his helpers in 1857 to mimic the prominent landmarks in more southerly parts of England. According to Catriona it had to be covered up during the war so as not to give German bombers extra navigational help. We, however, failed to spot it from 20 metres away Pete sums it up. If the White Horse Inn is the friendliest pub, then this is Yorkshires most disappointing landmark, he says. We laugh but dont argue. On a clear day you can see it from the Dales! insists Catriona from the Tourist Board when I mention this to her later. High up on the moors now, the remaining 80km of the route has a profile that looks like a saw-edge. A fast 4km descent takes us across the River Rye and into Hawnby, which serves up a short, sharp 25% mid-village climb. Theres also a tea room here called The Tea Room, which the Cyclist team agrees not to mock.

With the River Rye on our left, were now into a non-stop series of picturesque climbs and descents as we traverse across the path of the tributaries to the Rye, which have cut themselves deep into the landscape over millennia. A 20% sign indicates a fast and dangerous descent past farm entrances and sheep fields, with steep banks on either side that deposit mud and gravel into the road as it plunges down into Osmotherley. With the adrenaline from the descent still pumping in my veins we duck into The Coffee Pot cafe, which serves up a massive roast pork baguette crammed with enough calories to fuel me for the saw teeth to come. As I munch away, Pete and Juan discuss the pictures weve amassed so far. I think we need some more climbing shots, says Juan with a carefree smile. He wont be disappointed. First hill on the post-lunch horizon is Carlton Bank, the third of todays 100 Greatest Climbs (7/10), with an elevation gain of 200m over about 2km and featuring at least three severe kicks to test my resolve. The surface is terrible, but the view to my left is impressive enough to

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catch Juans attention. As I pass him on one of the steepest sections he calls after me, Can we just do that a couple more times, and get out of the saddle Im sure I catch Pete chuckling from the drivers seat. The next tooth of the profile saw is Clay Bank, a steady, laborious climb on the B1257, the only significant stretch of main road on the route. Then comes another gravelly, woody descent towards the final challenge of the ride. A cattle grid marks our re-entry to the moors proper and we approach whats unofficially known as the Three Peaks, a series of climbs culminating in the longest of the day. Laughing out loud Juan and Pete are out of the car ahead discussing the terrain as I pull up beside them. There are no decent flats here at all, are there? says Pete cheerily. Its bit like the housing shortage in the south of England, he adds, and they both laugh heartily. I simply look at them, and then turn to face the plunging and rising moorland ahead of me in all its undulating glory. And theres no

North York Moors

The moors are typied by long, roads stretching unwaveringly to the horizon

recovery in sight! says Juan, and they almost collapse with mirth. Funny guys. As Im steeling myself for the climbs, Juan is getting juicy about the scenery again and urges me to get out of the saddle and attack the next inclines. With 110km in my legs, any grimacing isnt feigned for the cameras, but an exciting narrow descent and sharp turn through a ford and an immediate kick up into a scenic climb is the most exhilarating section of the ride and fires my adrenaline once more for run to home. The final climb is a 4.5km drag with a couple of 20% sections that squeeze the last drops of power from my legs. If the signature view of an Alpine ride is a ribbon of harpins weaving into oblivion, the moors are typified by long, single-lane paths stretching unwaveringly to the horizon. Theres something deeply satisfying about the roads honest, arrowstraight trajectory, but it also allows no room for comforting delusions that the end of the climb might be just around the next corner. The last 5km is a high-speed descent back into Rosedale Abbey, before the short climb up the nursery slopes of the Chimney to the White Horse Farm Inn once again. Christine is there to greet us with a smile, and I feel like Ive achieved something special, as do my legs. In spite of the merciless start, this is a real gem of a route: properly challenging with at least 12 climbs worthy of the name, combined with dramatic isolation and charming village life. Id be happy to hop on the train and do it all again at a moments notice. Turns out Pete was right all along ] Steve Westlake is production editor for Cyclist and has only 97 of the 100 Greatest Climbs to go

Observant cattle check Steves sunglass arms are on the outside of his helmet straps

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Weaving a
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Words MARTIN GRAHAM Photography DANNY BIRD

When it comes to carbon, it can be tough to decipher the marketing blurb in the manufacturers catalogues, so Cyclist is here to unravel the mysteries of weaves, tows and moduli

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Carbon jargon b Tech

oure in the market for a new bike. Carbon, of course. Its the miracle material that offers stiffness and lightness in abundance and has changed the face of the bike industry. But which to choose? Every manufacturer makes claims that its carbon is somehow superior to its competitors, aiming to dazzle you with phrases such as unidirectional, ultra-high modulus and 1k weave. Its not always obvious what any of these terms really means or what they tell you about the bike you are considering buying. With very little regulation on how marketers use these phrases, it can be a minefield trying to decipher the jargon, so Cyclist has approached the experts to get the truth behind the sales pitch.

A question of quality Carbon fibre is made up of filaments. In simple terms, a carbon fibre filament is an incredibly thin strand made up mainly of carbon atoms (see box on p98 for more on how carbon fibre is produced). Thousands of these filaments can be bundled together to make a thread that is both very strong and very light. This can then be woven into a fabric, shaped to make tubes and components, and combined with a resin to make them solid. Hey presto a bike! But are there different qualities of carbon fibre? Alan Riley, general manager for carbon fibre in the UK division of Toray, one of the worlds biggest suppliers of carbon fibre, says, Carbon fibre is only strong in one direction so the alignment of the fibres is very important. Quality is about keeping the alignment very consistent, very controlled. A low quality fibre will be where the filaments of the fibre are frayed or broken, or where the tow width of the fibres varies from batch to batch. So how do you know if your bike uses high-quality or low-quality carbon? Fortunately the quality tends to be kept in check simply because there are very few suppliers of carbon fibre to the bike industry and, as Riley says, The quality of the final product reflects on us as a supplier. Toray, along with other global companies such as Mitsubishi and Hexcel, supply the bulk of carbon fibre to the major bike manufacturers and factories in the Far East, which means there wont be a huge difference in the P

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Ultra-high modulus bres are stier but tend to be more prone to breakage
P quality of the raw material from brand to brand. Treks composite manufacturing engineer, Jim Colegrove, says, Its like the [bike] industry doesnt want to say which fibre they are using definitively because in many cases their competitor is using the same fibre. Brands want you to believe that there are hundreds of options, but when it comes to the number of different fibres, there are really only a few. And Riley adds, No brands get exclusivity on carbon fibres. However, just because the quality of the raw material may be dependable, doesnt mean that all carbon fibres are the same. There are many different grades of carbon fibre and the main differences between them come down to the strange science of modulus. Attack of the moduli A favourite phrase of the marketing men is ultra-high modulus (UHM). It refers to a grade of carbon fibre that is very stiff and very light (and very expensive), thereby suggesting that the resulting bike will be exceptionally stiff and light too. But, as always, its not quite as simple as that. Our carbon fibres fall generally into three grades: standard, high and ultra-high modulus, says Riley at Toray. For example, M65 is what Pinarello uses [on its Dogma 65.1]. Its very high modulus and its a very, very expensive material that can run into the thousands of euros per kilogram of thread. Indeed, the marketing blurb for the Pinarello Dogma states, The Dogma uses the best carbon fibre available: Torayca 65Ton HM 1K with nanoalloy technology, but what it fails to mention is that the whole bike is very unlikely to be built exclusively from this ultra-stiff, ultra-light, ultra-high modulus fibre. Richard Matthews, senior engineer at Cervlo, says, We take great care in where we place HM [high modulus] material because higher modulus fibres almost always have lower strength properties than lower modulus fibres. Weight reduction almost always comes at the cost of robustness. However, clever laminate design and material choices can improve robustness with less weight penalty. What he means is that even though high and ultra-high modulus fibres are stiffer, they tend to be more brittle and prone to breakage that standard fibres, so their use has to be restricted to areas on the bike where load forces will not compromise the frame. Its down to the engineer to decide how much of each grade of carbon fibre to use, P

The magic black stuff

How carbon fibre is made
Alan Riley of carbon manufacturer Toray says, The raw material we use is acrylonitrile (AN) which derives from oil, which goes through a process that makes polyacrylonitrile (PAN), which is a sort of white fibre. LaRhea McBee, technical support engineer from Hexcel Composites, adds, In step two, PAN undergoes oxidation and carbonisation through heat treatment and stretching to form carbon fibre. The modulus of the carbon fibre is directly related to the final heat treatment temperature. As the temperature rises to between 400 & 1,200C, ordered microscopic crystals of carbon emerge, improving ordering and orientation of crystallites along the fibre direction, says McBee. The hotter the heat treatment, the higher the modulus, and its the cost of working at these intense temperatures that is reflected in the price of the highest modulus carbon fibres. Riley says, In the bicycle industry our business is mainly carbon fibre raw material thread. Thats sent to a weaver who makes it into a textile fabric, which goes to a prepregger [to add uncured resin], who sends it to a moulder who makes the frames.

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The word unidirectional isnt any kind of performance indicator
P and where to place it, to get the best balance of weight, stiffness and robustness in the finished frame. Its a view echoed by Craig Calfee of US-based bike manufacturer Calfee Design: Use of higher modulus carbon fibre will generally result in a lighter bike, all other things being equal, but it usually comes at the expense of toughness. If you can afford to own an expensive bike made with the more exotic materials, be prepared to afford the repair or replacement in the event of a minor mishap. So even though your prospective new bike claims to use UHM carbon fibres, its virtually impossible to know how much UHM is present in the frame or what effect it will have on the ride quality. Riley says, I suppose if they use it then they can say its UHM, but it should come down to whether the UHM actually adds any kind of mechanical performance to the bike. Otherwise you could just stick a patch on and say its a UHM frame. Colegrove adds, Making a bike that feels great is more than just simple stiffness-to-weight, so just quoting a fibre type isnt the answer. Another issue with ultra-high modulus is that it doesnt refer to a specific grade of carbon fibre, rather a spectrum of stiffness that will differ from supplier to supplier. So one mans UHM could be anothers standard grade. Until there is more transparency in the use of marketing terminology, it will come down to how much you trust the brand youre considering giving your money to. One direction The word unidirectional frustrates me, says Riley at Toray, because it isnt really any kind of performance indicator; it just explains the orientation of the fibres. All it means is that the fibres are put through the prepreg machine in just one direction, as opposed to being in a woven fabric. Unidirectional (UD) carbon fibre another favourite of marketing spiels is where the fibres are all laid along the same path before being bonded by resin in the aforementioned prepreg machine. As carbon fibres are strong in one direction only, this allows the sheet of carbon fibres to remain strong (in one direction) while keeping weight to a minimum. Woven fabrics have fibres running in different directions (usually perpendicular to each other), which improves robustness but adds bulk. According to Calfee, There is not really a time when woven is better than UD. Woven materials are used mainly

for cosmetics and to prevent splintering when cutting. The cosmetic side of woven fabrics is not lost on Riley, who says, Sometimes if people cant see the weave pattern they dont think its carbon fibre. However, Matthews at Cervlo believes there are times when it makes sense to accept the added weight of woven fabrics: They have some higher strength properties and more damage tolerance than UD. Its place is where there are abrupt changes in shape or on localised high-stress areas such as holes for cables. As with modulus, unidirectional carbon fibre offers performance benets only when used judiciously. Too much in the wrong places will make for a light but potentially brittle frame, and its no guarantee of a high-quality P

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Carbon jargon b Tech

COMPOSITES A combination of two (or more) materials used to make a new material with different properties to the originals. In this case, composites generally refers to the combination of carbon fibres with resins.

Jargon busting A quick guide to carbon terminology

PREPREG Sheets of carbon fibres impregnated with epoxy resin in an uncured (unhardened) state that can be moulded and layered by manufacturers to create frames and components. STRESS The engineering measure of the severity of a force in a specific structure. A one ton force is more stressful to a 1mm thick fibre than to a 100mm thick rope for example. The maths is easy: divide force by the area supporting that force to get stress.

MODULUS Measure of material stiffness defined by the stress needed to cause a material to stretch (or strain) by a percentage of its original length. Ultrahigh modulus carbon fibre is a term used to describe the stiffest available carbon fibre for bike manufacturing.

TOW A bundle of filaments that form a thread of carbon fibre. The term 1k tow means there are 1,000 filaments in the tow of fibre (a very fine fibre). Other tows include 3k, 6k, 12k, etc. The tensile properties of the tow remains the same if its 1k, 3k or 6k.

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In the wrong hands it can have a detrimental eect on the bikes performance
one of the deciding factors in how well a carbon fibre bike performs on the road. Colegrove says, Higher performance resins will give you better properties you get better toughening, you can also get the fibres held better in position so you get better load transfer of those fibres so they are very strong. You want those things working for you. And remember Pinarellos marketing statement for the Dogma? The nanoalloy technology that its referring to is in the resin, which was developed by Toray. Riley says, Our proprietary nanoalloy resin for Pinarello has sprays of fine nanoparticles in it that help to absorb shock. Its one area where resin can have an impact on performance. In a world where blinding people with science is the norm, resins offer a whole new avenue for the marketing men, so expect to hear a lot more about nanoparticles and their ilk in the future. Recipe for success There can be no denying that carbon fibre is amazing stuff, and that more money buys stiffer, lighter carbon fibre held together with advanced resins. But what is obvious is that having the best materials does not guarantee the best bike. As Riley says, In the wrong hands it can have a detrimental effect on the bikes performance. It has to be quality controlled at all times. The art and science of carbon bike building lies in knowing what types of carbon fibre to use, where to place them on the frame and in what orientation. Matthews at Cervlo says, Each frame has different requirements for cost, stiffness, weight and other performance targets. We always adjust materials and design together to meet those requirements. At Trek, Colegrove agrees that its not easy to tell the quality of a bike from reading the list of ingredients or even by looking at the bike itself: Its difficult because people cannot see what the quality of the laminate is from the outside. All you can see is a pretty paint job. You have to rely on your opinion of the company do you believe this company has good quality, good precision, good repeatability in their material selection, their engineering and their processing, and ask yourself, Do I feel good about the product that I am buying from company X? It means that no matter how impressive the jargon on the marketing brochure, the only way you can ever be certain of the quality of a bike is to get out there and ride it. ]

P bike. As Colegrove says, Importantly, the layup must be changed to take into account different material properties. Resins to be cheerful When it comes to marketing jargon, one area that is rarely given much fanfare is the resin. This is the glue that holds the floppy fibres together and which, once cured in an oven, makes the whole structure rigid. Colegrove has his own thoughts about why resins dont get much of a look-in: Its something the industry doesnt want to talk. Just the carbon fibres themselves are complicated enough. If all of a sudden we start throwing out that there are dozens of different resin systems, holy cow, now youve just entered a level of complexity that our industry just may not be ready or willing to accept. Epoxy resins certainly arent as sexy as lustrous black carbon fibre, which might be another reason why marketers dont pay much attention to them. And its true that a good resin will not make up for poor-quality carbon fibre the stiffness of the frame will still depend mainly on the modulus of the carbon fibre, as Cervelos Matthews says: Stiffness is dominated by the fibre properties; the resin stiffness has little overall effect. However, resin is a subject that potential bike buyers would be wise to take an interest in, because it can be

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Wilier may have moved most of its production to China, but the brands soul is still very much in Italy, as Cyclist discovers
Words PETER STUART Photography JUAN TRUJILLO ANDRADES

Italia
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Above: Frames on the painting floor, ready for assembly Left: An old steel Wilier frame that was built for the rigours of Paris-Roubaix

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Left: Most of the building may be done in Asia, but the final touches are still decidedly home-grown Opposite: For speed of development, Wilier builds its prototypes in a local factory

n Italy, everyone is a big dog, says Wiliers international sales manager, Claudio Salomoni, discussing the Italian bike industry as we drive to the companys headquarters in the Veneto region of northern Italy. Everyone is so strong; everyone is the best. Last year we fought each other so hard over where to hold our bike show that we ended up holding two shows on the same day, one in Padova and another in Verona. Hard-headedness is probably the one thing that hasnt changed in an industry where virtually everything else has. As we drive, Salomoni points to empty warehouses, reminiscing, Thats where we used to get our tubing that was once a frame factory. Nothing is as it was. The country with the greatest heritage in cycling can no longer rely purely on the prestige of its marques, and even the most traditional of Italian bike builders have had to modernise to survive. Changing pace In 1995 we made 1,000 frames per year. Now our number is 30,000, says Andrea Gastaldello, co-owner of Wilier. As a result, Wiliers headquarters is used less as a factory and more as a centre for assembly, design and prototype development. As with most of the

With steel, the production was here in Italy but you did not have the possibility to personalise the frame
high-end Italian brands such as Pinarello, De Rosa and Colnago frame production largely takes place in Asian factories. The increased competition and cost of mass-producing carbon frames has driven many smaller bike businesses out of the market. The Italian industry in the last 15 years has changed from a theatre of many actors to a theatre with few actors, Gastaldello says. There were once many small companies making steel parts and frames. Now with carbon there are four or five big players in Italy with the necessary reach and production capacity. For some, outsourcing carbon production to the Far East is at odds with the perception of home-grown artisan frames, detracting from each brands unique appeal. Yet, in reality, the opposite is true the carbon revolution has put power back into the hands of the manufacturer. Gastaldello says, With steel, the production was here in Italy but you did not have the possibility to personalise the frame. We had to get tubes from suppliers, Columbus or Dedacciai, and we couldnt make many changes from the basic material. With carbon the production is not here but it is our own product, it is a special product made by us and supplied for us, only for us, and people can recognise the Wilier frames from other brands frames. With steel frames it is not possible to do this. So the rooms that once housed welders now play host to CFD modelling computers and product testing. But Wiliers story is more than just a transition from steel to carbon. Its all history One thing hasnt changed over the century of Wiliers existence: it remains a family business, only with different families. First it was the Dal Molin family, today its the Gastaldello brothers, and in between Wilier has had a complex and turbulent history. Pietro Dal Molin founded Wilier in 1906, crafting steel bikes on the banks of the river Brenta at a time when a newly mobile public demanded transport. The name Wilier is an acronym derived from an Italian phrase meaning Long live Italy, liberated and redeemed. Business boomed, but it couldnt last indefinitely. Gastaldello says, After the two World Wars the company was very big, with more than 300 employees, but it struggled with the economic crisis of the 1950s and the arrival of motorbikes. Wilier came to an end in the post-war period, but in its place Wilier Triestina was born. It produced high-quality steel frames distinguished by their deep red copper tint, which became a trademark. A couple of the old bikes are kept in the Wilier museum at the companys headquarters, and they are indeed things of beauty the deep red hue P

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Wilier b Insider

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From its foundation in 1906 by Pietro Dal Molin to the present
1918 Pietros son Mario Dal Molin takes over business and begins nickel-plating Wilier frames 1945 Wilier Triestina formed, starting production of red copper-coloured steel frames 1946 Wilier Triestina pro team formed, headed by multiple Giro podium finisher Giordano Cottur 1952 Wilier Triestina shuts down after financial difficulties 1969 Wilier Triestina trademark bought by Gastaldello family 1979 Wilier provides bikes for Mecap Hoonved squad, but business still limited to local region 1989 Wilier expands throughout Italy and into Europe 1997 Wilier becomes bike supplier for Mercatone Uno team, headed by Marco Pantani. He rides a Wilier at the Giro dItalia, and wins Alpe dHuez stage of Tour de France 2001 Pantani rides Wilier K2 carbon frame, weighing only 1,200g for frameset 2003 Wilier begins long-lasting sponsorship deal with World Tour Team Lampre 2008 Alessandro Ballan wins the UCI World Road Championships in Varese aboard Wilier Cento Uno 2010 Chairman Lino Gastaldello is killed in bicycle crash in Italy in the same year Alessandro Petacchi wins green jersey aboard a Wilier 2011 Wilier introduces the Zero.7, one of the first mass-produced frames to weigh under 800g 2012 Lampre breaks contract with Wilier in favour of Merida. Wilier continues to sponsor Team Colombia 2013 Wilier introduces its first aero road frame, the Cento Uno Air

A century on two wheels

P is offset by the gleaming chrome down tube shifters and impeccable white decals. Its clear that even in a period of stunning bike design, Wiliers frames stood out. The golden (or rather copper) age didnt last long, though, as the craze for motorbikes and scooters continued unabated. The company had many financial problems and decided to cease activity, says Gastaldello. It was split into parts that were sold off separately, but they sold the brand name to my grandfather in 1969. Initially, Wiliers new incarnation made frames for local shops, but it began to gather momentum around the time the Gastaldello brothers Michele, Andrea and Enrico joined forces with their father Lino. Together with my father we started to develop the business in 1989, Gastaldello says. Until then the business was only developed in this region, but then we started to develop all over Italy, then Europe and then step by step we

us to develop our products. Its a team job between our family and the professionals. Its a process of discussion between us, the teams, the engineers and the supplier to see whether we are able to develop the product. To see the workings of Wilier in action, Gastaldello allows us the rare opportunity of sitting in on a design meeting. The brothers go over CAD designs of a new aero frame with engineer Marco, the technical expert behind all of Wiliers recent developments. Hes a material engineer, 6ft 6in tall, and very much at the forefront of the development process: In the last few years Ive worn out two passports travelling to China to spend time at the factories there. Marco sits at the computer and makes tweaks to the bikes design. One moment hes modelling airflow over the entire bike, and the next he has zoomed-in to manipulate the curvature of the interior of the seat clamp on a micro scale. From here, prototypes will

In the last few years Ive worn out two passports travelling to China to spend time at the factories there
started to sell our products all over the world. Today we are represented in five continents. Over the years the brand has struck up associations with various pro riders, including 1998 Tour de France winner Marco Pantani. He became close friends with Lino Gastaldello, who was a prominent figure in the pro cycling scene. Pantanis aluminium bike still sits in the Wilier showroom, and Gastaldello pulls it enthusiastically from the showroom wall. We were the first brand in Europe to use Easton aluminium tubes, which helped us achieve very light weights, he says. Although Wilier has no presence in the World Tour pro peloton today, it continues to innovate with designs and materials in its hunt for more weight savings. When the brand released its rst carbon monocoque frame in 2001, it weighed only 1,200g, a landmark for the time. Ten years later, in 2011, Wilier was one of the rst brands to dip below the 800g mark for a mass-production frame with its Zero.7. Those 400g saved over a 10-year period speak of a laborious process of design and rened production methods, all thanks to the work done here in Veneto. Whittling Wilier We need between 12 and 18 months to develop the products from their beginning, says Gastaldello. We have engineers and some graphic consultants who work with often be developed in Italy for further testing. Its important for us to keep a theatre here, and a theatre in China, Gastaldello says. When Wilier needs to mock up prototypes, it calls on the services of local carbon frame builder Diego, whose factory sits inconspicuously opposite a tractor shed. Diego and his wife Romina (who are in a hot-blooded Italian shouting match when we visit) design frames for local shops as well as for their own brand, Visual. I am fighting against China but I am proud to be a link between past and present, Diego says. Salomoni adds, Theres 25 years of knowledge here, and he can do anything. True to his self-image as a link between the past and the present, Diegos factory is a charming mix of old-fashioned artisan frame making and modern production methods. A team of women weaves carbon strands and wraps sheets of carbon around the frame bonds. Once the pieces are secured in place they are put into Diegos archaic walk-in oven. A full frame needs 120C for 90 minutes. It needs to be right, otherwise the resin will not melt if the time is too short and the carbon will deform if it is too long. When there is a carbon frame-making factory just down the road, its easy to ask why Wilier doesnt keep all its production in Italy, but Diego puts things into perspective: We make 1,200 aluminium frames and only P

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Top: Wiliers first aero road frame, the Cento Uno Air Above: Historic Wiliers line the showroom Left: Marco Pantanis custom Selle Italia Flite saddle sits atop the aluminium Wilier on which he set a record time up Alpe dHuez in 1997

P 500 carbon frames per year. The process is slow, he stresses. Despite outsourcing the manufacturing of its bikes to China, Wilier is keen to highlight how much control it maintains over the production process and the importance of maintaining strong relationships with its supplier. Gastaldello says, We produce a shape and all this information is generated by us and developed with our Chinese supplier, then we decide together which kind of carbon fibre to use, and which kind of laminate. We spend a lot of time working with the supplier to get everything right. Wilier places similar importance on its relationship with component manufacturers, despite the homegrown hostilities. Campagnolo is in Vicenza so we are very close, says Salomoni. Now we have more interaction than the old days. Before, Campy was number one; now its all, Excuse me, please can we do something together? If they want to do something new, they need the frame maker to follow with something different as well. Such cooperation was crucial in developments such as the BB86 bottom bracket system, which Wilier claims as its own innovation. Along with R&D, Wilier still prides itself on putting the nal touches to its highest-end frames. Assembly of the Cento Uno, Cento Air and Zero.7 still takes place at the Veneto factory. We have 40 people on the assembly line, more or less, and much of the painting still takes place at a local paint shop. Similar to Diegos frame factory, the paint shop is in an industrial complex, surrounded by empty buildings, and owned by Ricardo, a veteran of the trade. Its skilled work, he says, and the only painters trusted with decals are the most experienced of the group all of whom are women. Its a family business going back to before the Gastaldellos takeover of Wilier, and that artisan heritage is clearly something Wilier still values. Brave new Wilier A century of heritage, it seems, serves only to bring new challenges. We have always had many competitors here but now it is our competition from foreign countries that has become most important, Gastaldello says. The art of Italian frame making has certainly changed the theatre, as Gastaldello continues to describe it, is now being acted out for a global audience, against international competitors. But as Wilier proves, heritage and technology can still come together to produce a worldclass performance. ] Peter Stuart is staff writer for Cyclist and is considering outsourcing his work to China

Before, Campagnolo was number one; now its all, Excuse me, please can we do something together?
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Tour de Conamara b Sportive

The

wild wild
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Irelands west coast is among the most beautiful places to ride when you can see it. Cyclist digs in for a fast, soggy sportive
Words PETER STUART Photography GEOFF WAUGH
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is a day for the washing, not the drying, says the smiling receptionist as I leave the Station House Hotel in Clifden to head to the start of todays ride through Irelands emerald realm of Connemara. Shes not wrong, its raining pitchforks. Yesterday was my first experience of the country. We arrived to a cloudless sky and I could hardly contain my awe at the beauty of the west of Ireland, and particularly the rugged scenery of the Connemara region. As we neared the coast, I was eagerly awaiting riding in the sunshine through an unspoilt natural landscape. No such luck. I push my bike out into mist and rain, and curse the knowledge that only 50 miles away in Galway they are apparently enjoying one of the finest days of the year. But as Im soon to discover, theres more to Connemaras charm than a spate of rain can undo. Lure of the Badger The Tour de Conamara (Irish spelling) kicks off from a car park in central Clifden, on Irelands Atlantic coast, where 3,000 riders are huddling in the rain, with the crowd snaking back through the towns roads. At the front of the group is the main attraction of the day fivetime Tour de France champion Bernard Hinault. Hes come for the fishing, explains event organiser Mark OConnell. The last few years weve put him up in Zetland House, which is great for fishing, and hes been quite content to spend all of his time here on the lakes. The Badger is evidently a piscivore. I manage to squeeze my way through to him at the very front of the horde, desperate for a word with one of my heroes, but quickly I gather

The details

Ride the Emerald Isle

What Skoda Tour de Conamara Where Connemara, Ireland Next One Saturday 24th May 2014 Distance Choice of an 80km route or 140km route with 579m ascent. Price 45 (40 with Cycling Ireland racing licence) Sign-up details tourdeconamara.com

Right: Bernard Hinault looks happy enough on the start line, but he doesnt put up with the conditions for long

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that Hinault is as French as they come and he doesnt speak a word of English. Regardless, the Irish riders throw compliments his way at full volume, which he meets with a slightly puzzled acquiescence. I manage a brief exchange of my own in some pidgin French, along the lines of il fait pleut and cest tres mal. Despite the furore, Hinaults in very good spirits and as the starting whistle goes, everyone is jostling for a place on his wheel. The huddle of riders quickly separates into club groups and packs of riders on matching steel vintage frames. Its testament to the event being aimed more at love of the ride types than pure speedsters. OConnell explains, We see this as a relaxed and friendly event, and thats one of the reasons we dont do official timing. For those that want to treat it as a race, theres Strava segments set up throughout.

As we roll away from the start I get talking to a group of riders struggling for some air time with Hinault. They are from Gas Pipes Touring Club united through their shared love of steel Colnagos and one member, Kev, tells me, We come every year. The course is fast and f***ing beautiful. Shame about the weather. The Gas Pipes team is one of many to have signed up for tomorrows team time-trial, which covers 40km and is offered to all participants of the sportive. The pack starts to string out, and I sprint ahead to stay warm. Heading south, we skirt along coastal roads and cross over Salt Lake. Its not long before the rain proves too much for Hinault, who switches onto the main road to head back home. With around 130km left and no sign of a let-up in the weather, I decide that it may be better to get things tied up quickly. I see a fellow English rider, Henry, who I spoke to last night, P

Its not long before the rain proves too much for Hinault, who switches onto the main road to head home
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The riders ride

Specialized Venge Comp, from 2,500, specialized.co.uk

handling precision offered by the Venge. It also garnered a lot of attention from fellow riders even amongst the vintage beauties all around. The 105 groupset is solid but lacks the smoothness and precision of its pricier brethren, and it would be the next logical upgrade after the wheelset. For those looking for a long-term, upgrade-hungry partner with the ability to pitch itself against the very raciest of rival brands, the Venge Comp is an ideal choice.

The Venge Comp was launched as an entry-level solution to owning Cavs bike. For this excursion we thought it a good opportunity to experiment with the spec, swapping out the wheels for an aero set more befitting the frame. The Venge proved to be blisteringly quick thanks to its aero profiling and stiff layup, but what it gives in speed it takes away in comfort. On the Irish roads I suffered the very first saddle sore of my cycling life, but that was a small price to pay for the speed and

Despite being further from the coast, there is still precious little shelter to be found on the plains of the more inland sections

P shoot ahead alongside a black-clad Cervlo rider, so I sprint to catch the back of them, with a Parlee rider called Chris following on my wheel. And so the pain begins. We have completely abandoned the relaxed aspect of the event and before we know it weve lost sight of anyone behind us, although the thickening fog is as much to blame as our speed. Chris quickly grows tired of the antisocial speeds and settles back to the pursuing group, leaving the three of us to push on. Given the unsustainable pace were maintaining, though, I have a feeling well be seeing him again. The first 20km skirts predominantly along the coast, and as patches of fog clear were briefly given a glimpse of some craggy rocks and quaint white farmhouses that separate us from the vast Atlantic Ocean on our right. A few rays of light pierce through the fog and bounce off the water, making for a view that compensates momentarily for my soggy state. But between holding desperately onto Henrys wheel and navigating the inconsistent roads there isnt much time to appreciate the scenery. Irish roads have a reputation for being heavy and potholed. Route planner Padraic Quinn said to me that morning before we took to the road, Be wary, because four hours of cycling here is worth five hours anywhere else. Its not that the roads are badly maintained (if you discount a stretch in Ballyconneely where pointing to potholes becomes futile in what seems like a minefield) but they have a harsher surface to P

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P them. Aboard my ultra-stiff Specialized Venge Im really starting to feel the resonance. Another factor that saps energy is the winding nature of the Irish roads. Theyre narrow and incredibly technical reminiscent of a tight criterium race. The event claims to have only 579m of climbing, yet the constant rolling and twisting of the roads means Im forever braking then sprinting back up to speed to keep pace with the others. After 25km we pass through the village of Roundstone where supporters are already lining the road, peeking through hefty waterproofs and umbrellas, and we get a couple of encouraging cheers. Its a first for me to be at the very front of an event, so I savour the meagre cheers and secretly pretend Im leading out a Spring Classic. A break in the fog allows us to appreciate the scenery as we begin to roll away from the coast and toward lumpy plains. Connemara is characterised by a mixture of wild colours, with yellow shrubs and barren red marshes creating sharp contrasts with the green of the fields and grey of the crags. Occasionally we spy one of the regions famous Connemara ponies, a breed

that is said to have swam to shore from sunken Spanish Armada ships in the 16th century. As we pass the 50km mark we reach the routes first feed station a town hall filled with a wide variety of fruit, food and energy drink. It also offers some well-needed indoor relief from the rain, but unfortunately my small breakaway of riders shows no desire to slow down, so I pass up the luxury of sustenance and we plough on. The sensation of pins and needles is starting to spread through my limbs. Heading back toward Connemaras more lakebound territory Im struck by lady misfortune, as I hear the air hissing violently out of my front tyre. Remarkably, the other two agree to stop and wait, and while I waste seven or eight minutes of our hard-earned lead, I learn that our black-clad companion is called Cyril. After fumbling with a valve extender and a spare inner tube, I manage to get back to action. Painfully aware that Ive set everyone back by a signicant chunk of time, I get to the front and put in a sizeable turn. Its not long before were into vast wild fields with not a sign of civilisation to be found. I comment that my speed reading seems to be

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hovering around the 20kmh mark when we had been comfortably above 30 before. Its a hill that you cant see, responds Cyril in a thick Irish accent. At this point, Henry, who has been leading the charge, starts to drop behind us. Ive popped, he confesses, and instructs us to shoot on ahead. So now we are two. The invisible hills continue, and coupled with the heartbreaking transition from tailwind to headwind, Im increasingly seeking shelter on Cyrils back wheel. I feel completely drained. My lack of food and chills from the tube change seem to be brewing the perfect storm of a bonk. A long, fast descent leads inexorably to another shallow climb. Im finding it increasing difficult to match Cyrils speed, and it feels like Im pumping on wooden quads. Salvation comes in the form of another puncture. Ive never been so happy to hear the hiss of air from a tyre.

My lack of food and chills from the tube change have brewed the perfect storm of a bonk
Above: The hostile weather merely enhances the drama of the rugged landscape. (Repeat this mantra for the next 100km) Above right: After going all out at the start, Pete battles the bonk Above centre: The lure of the food station is compelling

I pull over and shout to Cyril that Ive flatted while motioning to him that he should continue without me. I try to look suitably frustrated at my dire luck, but its wasted. Cyril doesnt even look round as he pounds on the pedals and disappears into the distance. The slow way back Despite taking a full ten minutes to replace my inner, I am still completely alone on the road (Id been rather hoping that the next pack would have caught up by now). I climb back on and ride directly into yet another gruelling low incline out of Leenaun and onto a road that skirts along an inlet of water. My early attempts at heroics have left me drained, so I plod along and make more effort to appreciate the scenery, which has revealed itself from the earlier mist. As I gaze at the ocean and the ragged backdrop of mountains, I content myself with the thought that if I had to ride anywhere in the rain, Id rather it was in the wild beauty of Connemara than on a scary Alpine pass. Just as Im pontificating, the silence is interrupted by the noise of an engine as Geoff, P

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The course only features 579m of climbing, but with weary legs the final undulations are tough

With the tranquil setting totally at odds with my shrieking muscular pain, I let the group go
P our photographer for the day, rolls alongside on the back of a motorbike. Gosh, youre really steaming along arent you! he laughs, poking fun at my increasingly stagnant speed. Id watch out, theres a grupetto on the way, he says as he speeds ahead to get some shots of the coastal road. True enough, the pack of riders we left behind some 100km ago has evidently judged its pace better, and are efficiently chaining back to me. They roll up and quiz me on the location of any riders out front. Despite the noncompetitive nature of the event, its clear that there are still many riders with an interest in crossing the line first. Chris, who we left behind at the 20km mark, meets me with a jovial expression, and gives me a push to get me back into the middle of the group. We skirt along Kylemore Lough, one of the most picturesque points of the day. Across the water its clear enough to make out Kylemore Abbey, an 18th century monastery set into the mountains. With the tranquil setting thoroughly at odds with my shrieking muscular pain, I decide to let the group go. There are only about 20km left, but it might as well be 200. The remainder of the course features a slightly downhill undulation for almost 15km followed by a nasty little ramp of about 30 metres. Hauling myself to the top, I see the 5km sign and begin to find some comfort as I make my way through the cruisers of the 80km route. We pass the marshy beaches of the westerly shore once again, and take in the beautiful vistas from the Sky Road. As I pull into the finish at the Station House Hotel Im in an animalistic hunt-and-gather state, but realise I dont have the cash to buy myself some much-needed food. Chris sees my pain and hands me a fiver (I later make amends at the bar). I walk over to the burger stand, buy the biggest burger on oer and inhale it in a matter of seconds as the world comes flooding back to me. Despite the rain and my fatigue, I know that Connemara will be a region that I look back on fondly. Its unique, spindly roads and untouched scenery have made for one of the most dramatic and distinct rides Ive ever done. And, considering my wasted state, I couldnt be happier that its lacking a mountain or two. ] Peter Stuart is staff writer for Cyclist and has only two speeds: full-gas and stop

Wind your own way to Connemara

TRAVEL The nearest airport to Connemara is Shannon, unless you have a private jet small enough to fly into Galway airport. Aer Lingus flies from London for around 100. From there the best way to travel to Clifden (start and end point of the Tour de Conamara) is car rental, as local buses and trains are available but scarce. Alternatively, take a ferry to Dublin and drive to Clifden. ACCOMMODATION The ride begins from the Station House Hotel, which makes it a great place to stay. Its the largest hotel in Clifden, and is as cycling-friendly as they come taking no issue with in-bedroom bike storage. The rooms are spacious and the food is plentiful. The accompanying pub also makes for some excellent aprs-velo. THANKS Many thanks to Mark OConnell and Padraic Quinn, organisers of the event, for a stunning route and for taking every step to accommodate all competitors. Quinn also runs a clothing company, Velotec, which provides excellent branded kit for the event.

How we got there

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For car buying advice, would you go to petrolhead Pete?

No, for real-life, no-nonsense, buying advice go to Carbuyer
We wont just tell you what it is like to drive a car, well tell you what it is like to own. Well reveal the running costs, explain what might go wrong and you can find out what existing owners think. So for information thatll help you buy your perfect new car, theres only one place to go.

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STILL LIFE PHOTOS DANNY BIRD RIDER PHOTOS JUAN TRUJILLO ANDRADES, DEBORAH MALIN

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Magura complements efforts to minimise drag from frame and fork

This month we have a Brit, a German and an Italian vying for your attention
Cipollini Bond p124

Genesis Volare 953 p128

Canyon Ultimate CF SLX 8.0 p132

f this were an episode of highbrow game show Blind Date, the voice of Our Graham would boom out over the studio with a quick reminder Will you go for Bike Number One, whos a hunk of all-Italian muscle and is strictly For Your Eyes Only? Or will it be Bike Number Two, who is a picture of cool British refinement with a heart of pure steel? Or perhaps youll choose Bike Number Three, the classy German wholl show you a good time for a price thats right up your strasse? The choice, as Graham would say, is yours.

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Cipollini Bond

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Do you expect me to talk, Goldnger? No Mr Bond, I expect you to ride!

Words JAMES SPENDER

THE SPEC Model Cipollini Bond Groupset Dura-Ace 7900 mechanical Deviations None Wheels Ritchey WCS Apex Carbon 46mm Finishing kit Ritchey WCS Price 2,600 (frameset). 5,675 bike as tested Contact paligap.cc

heres a part of me that thinks it would be far too obvious and clichd to reel out any more 007 related puns, but given the outrageously flamboyant film that aired at the Bonds launch where a slicked-back Mario Cipollini flew helicopters, out-pedalled evil-doers and fondled women in a manner that would make Roger Moores eyebrow proud I think Im permitted to indulge myself. So despite the Bonds distinct lack of ejector seat, it nevertheless has a licence to thrill, although it might leave you a little shaken and stirred in the process. Now pay attention, 007 As a 62, 82kg sprinter, Cipollini was strong, and as a shaven-chested lothario, he was quite the pusher of the sartorial envelope. Its no surprise, then, to find that the Bond is unapologetically overbuilt in its engineering, and unashamedly striking in its looks. The head tube is a vast wedge of carbon that far exceeds the width of its

oversized bearings, with the fork doing its best to continue this theme as it grudgingly tapers towards the dropouts. The main tubes are similarly heavy set, exhibiting a reassuringly bassy knock when struck, as opposed to the timid-sounding tick that more highly strung carbon frames often make. However, its the chainstays and bottom bracket shell that really steal the show. In terms of surface area there are certainly BB tube clusters that provide a bigger paint-shop canvas, but when it comes to heft and stature, the patented Atomlink chainstay/BB interface on the Bond is a class leader. Instead of using a monocoque construction as elsewhere in the Cipollini line-up a technique where the frame is essentially made in one piece the Bonds designers have chosen to construct the frame in four distinct, bonded (geddit?) parts: the main triangle, seatstays and left and right chainstays. (The engineering pedants will be screaming that monocoque doesnt necessarily mean one-piece, but were not going to argue with Cipo). P

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ROUTING The Bond can cope with both mechanical and electronic routing, thanks to the changeable bungs at the entry/exit points. Notice the UCI approved sticker from day one this was designed to be raced, as it was under the Vini Fantini team in 2013.

The head tube is a vast wedge of carbon that far exceeds the width of its oversized bearings

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TUBE SHAPING The cutaway seat tube is in keeping with current aero norms, but also allows the Bond to have a tight wheelbase despite the wide profile tubes.

P In itself this isnt unusual; a lot of manufacturers make frames in similar ways. This is as much to keep costs down as anything else, since its cheaper to throw out a constituent piece that doesnt pass quality control than it is to bin a whole frame. For the Bond, though, this technique means something more. The cynics out there might well cry marketing, and to an extent theyd be right one could easily imagine Cipollinis henchman plotting just how to separate their latest creation from the competition but delve a little deeper into the frames construction and the reasons become clear. Where other bonded frames stick chainstays onto a complete BB shell (think straws stuck perpendicular to a toilet roll) the end of the Bonds chainstays finish up in circles that locate either side of the BB shell, like a socket wrench over a nut. Of course a circle-on-circle joint like this is apt to turn about itself under load, so Cipollini has moulded in two pegs on either stay that locate jigsaw-style into corresponding recesses on the main triangle. This approach affords the Bond a very rigid joint indeed, and lends itself to providing plenty

of surface area to accommodate the beefy chainstays. Clever stuff indeed, but does it really work? Stiff very stiff The Bond is pitched as an aggressive sportive bike so has pretty racy angles (73 head tube and 73.3 seat tube for a 56cm) but a generous 152mm head tube (compared with 73/73.5/127mm for Cipollinis out-and-out RB1000 racer). However, where other more upright bikes might err towards comfort, my first decent sprint showed that the Bonds crosshairs are defiantly trained on stiffness. Initially the pedalling platform felt solid but not exceptional. Hard stomps on the pedals resulted in appropriate zings of speed, and rough roads made themselves felt up the ovalised seatpost not uncomfortable as such, but often slightly jarring. But when I gave it my best stem-nosing Cav kick the Bond suddenly came alive, albeit in a somewhat disconcerting manner. At times, with my weight over the bars and driving hard side-to-side, the back wheel would skip momentarily off the road surface. It was proof, if any

WHEELS Ritchey WCS Apex wheels do a decent job of carrying speed, and certainly dont let the side down where stiffness is concerned.

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With my weight over the bars and driving hard sideto-side, the back wheel would skip momentarily

was needed, of how direct the power transfer was from bottom bracket through the stays and ultimately onto the tarmac. Laterally stiff is an understatement. Named after your father perhaps This is not the first time Ive come across a bike like this, and those readers with photographic memories will recall that the Kuota Kuraro and Eddy Merckx EMX-525, which I reviewed in Cyclist issues 10 and 11, had similar if less pronounced traits. But where the Kuraro skipped about in a sometimes less than predictable fashion, and the 525 more or less held it together through very balanced fore/aft weight distribution, the Bond exudes a turbocharged urgency that would have Connery clutching his toupee. Of course rear wheels skipping off tarmac at speed isnt recommended, so Im at pains to point out it wont happen further down the rev range or once youre aware and compensate accordingly. But nevertheless it is a ringing endorsement of the Atomlink construction, and an active reminder of just what youre riding. This is a Cipollini, no mistake. ]

The detail
The Bond employs the BB386 bottom bracket standard. At 86.5mm wide the BB shell is not quite the widest on the market (that would be the 90.5mm BB90), but it certainly helps in the stiffness department, providing wider-stance bearings and a larger platform for the chunky chainstays. Special mention goes to the Challenge Criterium open tubular tyres. At 320tpi they are incredibly supple, but their real trick is the construction. Being bonded not vulcanised means the profile has a roundness more akin to a tubular, and means the tread rubber stays naturally soft and tacky. Although admittedly not my choice for commuting or winter hacking, they and other open tubulars from the likes of Challenge have a ride quality that regular clinchers just cant match.

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Genesis Volare 953

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Its built from Reynolds steel but this bike is far from traditional. Its a bona de modern-day racer

Words STU BOWERS

THE SPEC Model Genesis Volare 953 Groupset Shimano Dura-Ace 9000 Deviations None Wheels Shimano RS81 C35 Finishing kit Genesis alloy Price 2,250 frame and fork. 5000 as tested Contact genesisbikes.co.uk

hen carbon flooded the bike industry like a tsunami, it sometimes felt like steel bikes were heading for extinction. But whether its a sign that the industry is beginning to tire of the woven stuff and is in search of new exciting avenues, or its just a case of what goes around comes around, steel is enjoying a resurgence, in its stainless form at least. Last year I greatly enjoyed testing Condors Stainless Acciaio (in Cyclist issue 3) and fellow tester James Spender was full of admiration for Modas Intimo 953, featured in issue 9. The stainless steel Genesis Volare 953, then, is not as unique a beast as you might think. What gives it its individuality is the reason for its creation. Forget romantic notions of whiling away miles in a gentlemanly fashion on an elegant steel upright, the Volare 953 was created for one purpose to race. Its job is to dispel ingrained ideas that if you want to compete at the top level you have to be on carbon.

Home advantage Tubing provider Reynolds has heritage in spades but that is not what this bike is about. The man heading the project for Genesis, Albert Steward, explains that much of what went into the design was proprietary, and cutting edge stuff for steel. Pretty much the starting place for the frame was the 86.5mm wide bottom bracket shell (Shimano BB86 Press-Fit). This gave us the breathing space and clearance needed to spec 24mm round chainstays (very beefy by steel standards) without having to ovalise or crimp them for chainring clearance. They have been pinched slightly on the inside for added tyre clearance but the main benefits are obviously the size and the shape. A round tube is much better at resisting flex and torsional twisting than any other shape. This gave us the basis for a super-stiff pedalling platform. Achieving the levels of stiffness required for a topend race rig was only one half of the battle. With the P

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FINISH One of the beauties of stainless steel is it doesnt corrode, so it can simply be polished and left in its raw state for all to admire.

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It might be nearly a kilo heavier than the lightest carbon frames, but I simply wasnt aware of this out on the road
Madison Genesis professional race team geared up to compete on this bike in their debut season, an acceptable overall frame weight was required too. The convenient expertise of Reynolds engineers, situated just a few hours drive from Genesiss Milton Keynes base, means a very close working relationship to create the perfect 953 stainless steel tubeset. All the groundwork (drawing, butting, swaging and development) of the tubes, much of which is custom for the Volare project, happens in Birmingham. But to keep costs in check the actual assembly takes place in Taiwan. Its a shame, Steward admits. This project has a real hands-on, British-engineered feel and wed have loved nothing more than to have the tubes welded in the UK too, but the complexities of working (especially in TIG format) with 953, along with other economic factors, meant that this just wasnt viable. Weight not, want not To tackle the weight issue, Reynolds has butted the tubeset down to an almost tinfoil thin 0.4mm in places. This is possible thanks to the unparalleled tensile strength 953 offers, where even at these meager thicknesses its still incredibly strong and highly impact
FRONT FORK Enve's Road 2.0 carbon fork is the go-to option for many brands making metal frames. Its slender, light and stiff, complementing the frame effectively.

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BOTTOM BRACKET The bottom bracket shell of the Volare is an exceptionally tidy piece of engineering, with neat TIG welds and the bearings completely concealed.

GENESIS b Bikes

within the Volares immense 44mm diameter head tube, and overall the performance is easily comparable to that of top-end carbon frames. Despite steels reputation as a forgiving material, I actually found the Volare 953 fairly harsh to ride, but I guess this is to be expected when so much emphasis has been placed on stiffness, and the main protagonists in its design were pro riders, whose sights are firmly set on performance over a little discomfort. Make no bones Some people describe stainless steel as being similar to titanium, even aluminium, in terms of ride feel, but Id say the Volare is far racier than any ti frames Ive ever ridden, and its a much more inspiring ride (with heaps more durability) than most lightweight aluminium frames. If anything its closer to the feel of carbon in many respects. Stainless, more specifically 953 stainless, sits in its own category, and if you can look beyond the grams its definitely got a lot to offer, not least because it looks superb. The fully external cable routing, rarely seen these days, is perhaps the only hint at something more traditional on the Volare 953. I dont consider that to be a negative it certainly makes maintenance a lot simpler. If I was to change anything, I would probably seek out a bit more comfort by slotting in a carbon seatpost, and with the 27.2mm diameter of the seat tube, this should be easily achievable. Some might also argue the own brand finishing kit is not entirely desirable on a 5K build, but thats just snobbery its functionally spot on. ] resistant. Steward suggests the target for frame weight was around 1,500g, but the final production frame (the third generation) that I tested ended up a little portlier, at just over 1,700g. Heres the thing it might be the best part of a kilo heavier than the lightest carbon frames on the market, but I simply wasnt aware of this out on the road. The Volare defies the stats in terms of its sprightliness and willingness to deliver speed, even when the road is pointing upwards. Thats despite testing it with Shimanos RS81 C35 wheelset, which is not the lightest to grace a set of scales despite being a solid all-round performer. Theres an endearing crispness to the way it rides thats hard to compare to any other frame material. The 953 frame delivers a kind of ping that reminds you youre riding something metal, not composite. The stiffness in the pedalling platform is aided by the formidable combination of the wide BB shell and the industry-leading DA9000 chainset. Add in the exceptional Enve Road 2.0 tapered carbon forks, housed

The detail
Steel as a material is inherently very strong, but 953 is massively stronger than any steel wed previously used to build a frame about one third stronger than 853. says Genesiss Albert Steward. The head tube is a sizeable 44mm in diameter and houses a tapered 1in to 1in Enve Road 2.0 fork, so its no wonder the front end of the Volare 953 remains exceptionally firm beneath any level of effort you care to throw at it. The top tube is swaged by Reynolds and bi-axially ovalised meaning it connects horizontally at the head tube and vertically at the seat tube with the aim being that the opposing ovals will counter the different forces acting at these key junctions.

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Canyon Ultimate CF SLX 8.0

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With Canyons direct sales approach you wont get to fondle your new bike before you buy it, but it could save you money

Words STU BOWERS

THE SPEC Model Canyon Ultimate CF SLX 8.0 Groupset Shimano Dura-Ace 9000 Deviations None Wheels Mavic Ksyrium Elite S Finishing kit Ritchey WCS, Canyon VCLS Post 2.0 Price 3,199 (+66.74 for optional VCLS seatpost) Contact canyon.com

rice is always a consideration for any bike buyer, no matter how deep their pockets. Saving cash without compromising on your dream spec is an alluring proposition, and Canyons business model helps make this a reality. The company supplies direct, in effect cutting out two parts of the usual supply chain the distributor and the bike shop meaning fewer people need to make a buck on the sale. This allows Canyon to pass on the savings directly to its customers, with the result that, comparing like for like, Canyons prices are extremely attractive. This is a serious bit of kit for the money. Ive tested wheelsets costing more than this entire bike, and its hardly a basic spec the Dura-Ace 9000 gruppo alone retails at almost 2k. Clearly though, there are a few concessions to make with this approach to bike buying. Until you stump up your cash you cant get a hands-on feel for the product and youll only have web images to go on. Plus, when you shop online you dont get

the support that you would from your LBS, so youd better be handy with an allen key. Canyons UK manager, Alex Palmer, claims this sales model is here for the foreseeable future. Its a hugely important part of our business, he says, and not many high-end road brands can compete with us on value when we can ship direct from Germany. But he does concede there is now growing competition from brands such as Rose (coincidentally another German manufacturer) jumping on the direct to consumer bandwagon. Palmer also hints there may be more opportunities to road test Canyon bikes next year, with regular dedicated consumer demo days across the UK and a significant presence at the popular cycle shows. Box fresh One thing that will always instil confidence in an online purchase, especially where bikes are concerned, is quality packaging. As I unboxed our test bike it became P

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SEATPOST Canyons split VCLS Post 2.0 does exactly as its abbreviation suggests (Vertical Comfort Lateral Stiffness) by offering just the right amount of compliance under your backside to take the sting out of rough roads without loss of pedalling performance.

This is a serious bit of kit for the money. The Dura-Ace 9000 gruppo alone retails at nearly 2,000

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Canyons split seatpost exes visibly under big jolts, taking the sting out of road shocks
P clear that Canyon makes every effort to deliver your new steed in A1 condition. The custom-built box is more than impressive, including an internal wooden and cardboard framework that practically bulletproofs it. Other nice touches worthy of mention here are that Canyon also supplies a torque wrench (admittedly only a basic one but better than nothing) and one of the most comprehensive owner manuals Ive ever encountered, offering advice on everything from regular maintenance to the best way to fit mudguards, and even packing tips for taking it abroad. So, to the road. Not one but two pro teams will have the Ultimate CF SLX frameset in their armoury next season, with Movistar joining Katusha on Canyons roster. My expectation, then, was for a swift thoroughbred ready to take on the worlds most challenging races. And I was far from disappointed. The lanes in deepest Dorset where I do most of my testing throw up a wide variety of challenges, not least a lot of steep climbs where the Canyon immediately showed its character and it impressed. Its low mass (6.9kg in size 56cm including pedals) and unyielding, boxy construction unite with Mavics stalwart Ksyrium Elite S wheels to give you an endearing shove in the back on the hills, such that I found myself actually looking forward to the next climb. When pulling aggressively on the bars, the front end held rm. There were times, particularly at slower speeds, when I felt the front was slightly twitchy but thankfully, once it was pointed downhill, those thoughts vanished and the Canyon felt very level-headed, stable and with a good amount of feedback. That was a blessing on rides when the road surfaces recently have been as slick as buttered eels. Canyons engineers have done a good job of balancing the Ultimate CF SLXs stiffness, by which I mean that its solid feeling is delivered consistently from front to

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CABLING Gear cable entry points have been designed so that the cable wont rub the paintwork. Its a small but worthwhile detail.

CANY0N b Bikes

back. All-round stiffness can often result in a harsh ride, but thats not the case with the Canyon. My posterior remained agreeably unbruised on even the most potholed roads, and I credit most of the smoothness of the ride to the optional VCLS 2.0 seatpost. Im fast becoming convinced that a forgiving seatpost of sorts holds the key to combining comfort and performance. Its something that has been adopted by Trek on its highly rated Domane, and by Cannondale with its new Synapse, and in my opinion other manufacturers could benefit from taking a similar approach. Canyons split-design VCLS Post 2.0 flexes visibly under the biggest jolts, taking the sting out of the road shocks with no discernable loss of power transfer or compromise to performance. Yes, the top tube and seat tube may be attened to provide a more forgiving ride, but I reckon that they account for only a tiny percentage of what the post achieves in terms of comfort. Its denitely a worthy upgrade (67 additional cost) if you want the extra-smooth feel, especially as its only 220g, so theres no significant weight penalty over a standard seatpost. Taking on water One of the unique features on the Canyon is the locking headset, which, by making adjustment independent of the stem, means theres no need for a top cap (left). The result is a big hole that allows you to peer down inside the fork steerer, which is fine most of the time, but you need to be mindful when riding in the rain or washing your bike because the steerer will fill up with water. Another aspect that caught my eye was the gear cable entry points. Im a big fan of attention to detail, and the fact that Canyons engineers have carefully positioned the cables not just for minimal friction but also such that the cable will never rub the frame is a welcome addition. All in all, the Canyon is an impressive package, and despite the brands relatively diminutive stature against the giants of the industry, Id expect to see the Ultimate CF SLX 8.0 showing a few of those boys a clean pair of heels in races this coming season. ]

FRONT FORK Canyons One One Four SLX fork (top), provides ample comfort while its lateral rigidity is superb. This is at least in part thanks to Canyons VCLS technology, which according to the technical spec includes a mix of basalt and carbon

The detail
The seatstays flow around the seat tube and make a direct connection with the top tube. Aside from looking really neat, this aims to bring dual functional benefits increasing the lateral rigidity of this tube juncture while also helping to better disperse the vibrations coming up through the rear triangle. When the seatpost is playing such an active role in your overall comfort its hard to say how much of an effect this is having on the latter, but as far as the lateral stiffness of the back end is concerned the Ultimate CF SLX frame will not leave you wanting.

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Where to nd the stu youve seen in this issue
Cap it all p28
Carbon-Ti top caps, 19.99 evolutionimports.co.uk Chris King top caps, 14.99 evolutionimports.co.uk Hope top caps, from 4.99 hopetech.com Kapz top caps, from 14.95 kapz.co.uk

Start your engines p68

Bell Gage helmet, 159.99 zyro.co.uk Oakley Radarlock, 195 uk.oakley.com Conquest Performance 2 jersey, 81.25 conquestcyclewear.com Conquest Performance 1 bibshorts, 91 conquestcyclewear.com Pearl Izumi Mens Elite Road Shoes 3, 159.99 madison.co.uk

Moor is more p86

Bontrager Oracle helmet, 139.99 bontrager.com Lazer Solid State SS1 sunglasses, 44.99 madison.co.uk Hincapie Edge jersey, 89.99 evanscycles.com Hincapie Edge bibshorts, 99.99 evanscycles.com Pearl Izumi Mens Elite Road 3 shoes, 159.99 madison.co.uk

Bikes p123
CIPOLLINI BOND Giro Aeon helmet, 199.99 zyro.co.uk Oakley Radarlock Path glasses, from 195 uk.oakley.com Etxeondo Feather jersey, 119.99 zyro.co.uk Etxeondo Feather bibtights, 169.99 zyro.co.uk Louis Garneau CFS-300 shoes, 300 evanscycles.co.uk GENESIS VOLARE 953 Giro Atmos helmet, 129.99 zyro.co.uk Oakley Radarlock Path glasses, from 195 uk.oakley.com Le Col Mizuro B5 jacket, 249.99 lecol.net

The wild wild west p112

ZeroRH+ ZW helmet, 90 veroli.co.uk

Le Col Mizuro B5 bibtights, 159.99 lecol.net Sportful Windstopper Pursuit Tech glove, 53 c3products.com Shimano R320 shoes, 299.99 madison.co.uk CANYON ULTIMATE CF SLX 8.0 Specialized S-Works Prevail helmet, 160 specialized.com Oakley Radarlock Path glasses, from 195 uk.oakley.com Castelli Gabba Windstopper LS rain jersey, 185 saddleback.co.uk Castelli Sorpasso Windstopper bibtights, 160 saddleback.co.uk Castelli Diluvio 16 overshoe, 35 saddleback.co.uk Castelli Lightness Full Finger glove, 35 saddleback.co.uk

Into the valley p52

ZeroRH+ helmet, 90 veroli.co.uk Oakley Radarlock Path glasses, 195 uk.oakley.com Assos SS.Corporate S7 jersey, 129 yellow-limited.com Assos FI.Mille S5 bibshorts, 169 yellow-limited.com Gore Tech mitts, 34.99 goreapparel.co.uk Assos Mille High Summer socks, 13.99 yellow-limited.com Sidi Ergo 3 Carbon shoes, 249.99 highonbikes.com

Oakley Livestrong Straight Jacket glasses, 130 uk.oakley.com Capo Pursuit jacket, 53.96 nordiclife.co.uk Specialized RBX Sport bibshorts, 79.99 specialized.com Castelli Rossa Corsa 6 socks, 14 saddleback.co.uk Giro Empire road shoe, 199.99 madison.co.uk

Rules of engagement p80

Look Keo 2 Max CroMo pedals, 84.99 fisheroutdoor.co.uk Shimano Ultegra 6800 SPD-SL pedals, 124.99 madison.co.uk Speedplay Zero Chromoly pedals, 109.99 i-ride.co.uk Time Xpresso 12 Titan pedals, 229.99 extrauk.co.uk

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Last gasp b Felix Lowe

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one man, one bike, one hour would be ideal for someone searching for a new raison dtre while trying to bulk up to a career high of 4% body fat. Quicker than you can say, Who the hell is Ondrej Sosenka?, both Fabian Cancellara and Tony Martin stressed their interest in The Hour too, setting pulses racing as the cycling community envisioned the most exciting three-way standoff since the final shoot-out in The Good, The Bad And The Ugly. Sosenka, by the way, is the chap who currently holds the record after riding 49.7km in Moscow in 2005, although the little-known Czech riders amazing achievement comes sandwiched between a dodgy haematocrit result and a positive test for methamphetamine, so perhaps the real target should remain the 49.4km set by Chris Boardman in 2000, the first man to beat Merckxs distance since 1972, and only by a mere 10 metres. Its at this point that we should remind you of the different Hour records that exist out there. After Merckxs 1972 record, various riders during the 80s and 90s came armed with tri-bars, disc wheels and innovative aerodynamic positions (including Graeme Obrees tuck position and Chris Boardmans Superman position), to the point where it became as much about the technology as muscle power. Where Merckx had to be carried off his bike while grimacing never again, Tony Rominger in 1994 clocked up 54km with a smile before promising to have another pop tomorrow. The result was that the UCI introduced two versions of the record an anything goes record, known as the Best Human Effort and currently held by Chris Boardman at 56.37km, and the true Hour, which must be ridden on a bike similar to that used by Merckx in 1972. The outcome? When Boardman bettered Merckx by 10 metres in 2000, he couldnt walk for four days afterwards. Thats more like it! Next year we want Wiggo, Spartacus and Big Tony wheelchair bound for at least a week after their attempts. Theres even talk of a simulcast event with each of their efforts taking place in velodromes in Manchester, Berlin and Grenchen at the same time. It would be the best reality TV programme in years outdoing an hour of Im A Celebrity any day. Any fool can eat a maggot in a jungle, but a triple helping of genuine old-fashioned agony would be worth setting the digibox for. ] Felix Lowes alter-ego, Blazin Saddles, is a regular blogger for Eurosports online cycling channel

here are many pleasant ways to spend an hour. You could share a couple of drinks with friends, relax with a good book, take a walk in the country or you could bury yourself in an abyss of pain and suffering while scribing lonely circles around a track in an attempt to travel further by bike in 60 minutes than anyone before you. Eddy Merckx, who held The Hour record for 28 years from 1972, described the pain of riding it as very, very significant. Michael Hutchison, one of Britains most successful time-triallists, who twice failed to break the Belgians record, described the torment as like pushing a nail through your hand. Its little wonder, then, that serious attempts on The Hour are as rare as fat Tour winners and that the record has only been

A new battle for one of cyclings oldest accolades could turn out to be the highlight of 2014. Felix Lowe examines the allure of The Hour record
broken twice in the past 40 years. But, just like London buses, you wait an age for someone to step up and announce their intention to tackle The Hour, and then three turn up at once. The entire World Time-Trial Championships podium has thrown its combined hat into the ring. First Bradley Wiggins, a bit lost now that Sky has a new Tour-winning golden boy, told an Italian magazine that he wanted to write a new glorious page for British cycling that didnt involve slurring his words, antagonising team-mates or throwing Pinarellos into walls. Youd be forgiven for thinking that these days Wiggos perfect hour would involve riding his Lambretta round to cocktails at Paul Wellers house, but Wiggins is still a romantic at heart and the purist test of

Cometh The Hour

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