Friday Bike Poster: silly plane spotting cyclist

cycle safety strips from the 1950′s

Seven launch their lightest bike ever – titanium carbon love fest

US bespoke brand Seven Cycles are launching a new road bike with a carbon fibre and titanium frame that’s their lightest ever.

The 622 SLX weighs 1kg in a 54cm frame size. It uses rider-specific carbon tubes joined using titanium lugs that are designed to be stiff and durable as well as adding a whole lot of style.

Seven Cycles already make frames that blend carbon fibre and titanium – their Elium SL and Elium SLX road models, for example – but they reckon the 622 sets new standards in that it retains the feel of a metal bike but in a lighter weight.

“We hear a lot of riders who love the road feel of our metal bikes wanting a lighter option, and we hear a lot of the people riding our carbon bikes express an interest in getting more road feel,” said Seven Cycles founder Rob Vandermark. “This bike is really for them. We wanted to maximize the positive characteristics of each material, and we wanted to do something with an almost sculptural aesthetic.”

We have to agree that the 622 is a good looking bike, those beautifully shaped lugs lending a classy air that distinguishes it from the crowd.

The 622 name refers to the materials used, six being the atomic number for carbon and 22 being titanium. It’s available as Seven’s ‘custom kit’ option which is a full bespoke service. You visit an approved retailer and order a bike that is sized specifically for you and comes with features of your choice. You get to choose the degree of drivechain stiffness you get, the amount of vertical compliance, the speed of the handling and so on.

Of course, a bespoke bike like this is never going to be cheap. You’re looking at £4,950 for the frameset. Youch! And then you’re going to have to factor in a lot more cash for the build – you’re not going to want to deck it out in kit from the parts bin.

What bits of my legs are used for cycling

Speaking to cousin colin the other day i was speaking about the benefits of riding with clipless pedals. I guessed that he might be losing up to a 1/3rd of his power by just using platform pedals … that was a guess so i delved a bit deeper …

this from triathlon resource

Improving your pedal stroke efficiency is one of the most effective ways to improve cycling performance.  The human body was made to walk and run, not to pedal a bicycle.  I have performed or supervised over 6,000 VO₂ Max tests.  The results clearly and consistently indicate that pedal stroke efficiency is a key limiting factor for performance athletes.  For example, an elite cyclist may produce 20% greater wattage than an intermediate, but consume only 8% more oxygen to do so.  In other words, the elite is only 8% fitter and the remaining 12% increase in wattage may be attributed to more efficient pedal stroke mechanics.

On a flat road, the momentum of the rider’s weight moving at a fairly high speed will pull him through dead spots in his pedal stroke, so on flat roads a powerful rider with excessive dead spots in his pedal stroke can “coast” through those dead spots.  At the slower speeds cyclists use to climb hills, the rider’s momentum is not so great a factor.  Gravity tugs continually and, without momentum to smooth over the dead spots, riding speed literally slows between each pedal stroke.  Much of the power generated by each pedal stroke is then wasted on accelerating back to the original speed instead of going faster up the hill.  If you are stronger on flat rides than on hilly rides, even when taking bodyweight into account, your pedal stroke probably needs some work.

Cyclists are often told to develop a circular pedal stroke.  However, the human body cannot produce a perfect 360-degree pedal stroke and even the most efficient cyclists fail to create power anywhere close to evenly throughout the circle.  Our research has shown that the greatest pedaling efficiency occurs by imaging pedaling triangles instead of circles.  Mentally breaking the pedal stoke down into the downstroke, the backstroke, and the upstroke and attempting to create power in three straight lines, produces the closest to a circular pedal stroke that a cyclist can create.  It also yields the greatest wattage for the amount of oxygen consumed.  Taking the time and effort to work on each of these three parts of your pedal stroke will pay big dividends on race day.

The Downstroke

Most of a cyclist’s power is derived from the downstroke.  Even a very smooth pedal stroke that lacks power in the downstroke is not efficient.

The quadriceps and the gluteus maximus muscles, two of the most powerful muscles in the body, both provide significant power on the downstroke.  One key to the downstroke is creating a long power zone by maximizing the period during which these muscles contract simultaneously.

Good cyclists lengthen their power zones at the top of the pedal stroke, applying pressure earlier in the stroke.  Less efficient cyclists try to lengthen their power zones at the bottom of the stroke, which only wastes energy.  We recommend concentrating on beginning the downstroke at 12 o’clock and driving diagonally down toward 3 o’clock.

Most of a cyclist’s power is released during the down-stroke.  This phase of the pedal-stroke, when performed properly, overlaps power output from hip extension (gluteus maximus and hamstrings) and knee extension (quadriceps).  Misunderstanding how power should be applied during the down-stroke causes many riders to lose this crucial overlap and overuse the hamstrings.

The second key to the downstroke is unloading pedal pressure before bottoming dead-center.  Since the downstroke is such a naturally dominant part of the pedal stroke, cyclists continue to push down even when the crankarm is at the very bottom in the 6 o’clock position.  Obviously this does not contribute to propulsion, but it does waste energy as well as causing muscular fatigue and saddle discomfort.  While even the best cyclists in the world fail to completely unload at bottom-dead-center, efficient cyclists come closer than less-skilled cyclists.  Working on this skill reduces wasted energy.  Transferring smoothly into the backstroke phase of the pedal stroke minimizes energy wasted at bottom-dead-center.  The key is attempting to begin the backstroke phase early.

Many cyclists begin the down-stroke late, at about 2 o’clock and direct their power directly downward.  This minimizes the overlap of the optimal torque ranges of hip extension and knee extension and may call the hamstrings into play excessively.  Since the quadriceps muscles are not activated properly, almost all the power must be produced by hip extension.  To accomplish this, the hamstrings must create a very forceful contraction.

In an ideal down-stroke, the power application begins early, at 12 o’clock, and is directed downward diagonally toward 3 o’clock.  This activates the quadriceps optimally and lengthens the overlap between the peak-torque production of knee extension and hip extension.  The quadriceps and gluteus maximus are the primary power producers and the hamstrings contract moderately.

The Backstroke

A moment of crisis arises during each pedal stroke when the pedals are at the 6 o’clock and 12 o’clock positions and neither leg is engaged in the downstroke.  While little power is generated at this point in the pedal stroke, creating as much as possible is critical, especially for climbing.  The goal is to provide just enough power to maintain momentum until the next downstroke begins.

Most cyclists don’t really have a backstroke phase, because their downstroke phase lasts too long.  We recommend trying to pull your heel back directly through the bottom bracket, beginning at 3 o’clock.  Obviously, this movement is impossible, since the crankarms don’t allow it, but attempting it triggers an early backstroke and minimizes wasted energy from pushing down at bottom-dead-center.  The downstroke is such a naturally dominant part of cycling that thinking in terms of prematurely pulling straight back actually produces a more circular down/back movement.  Attempting to pull back at 3 o’clock will not reduce the power of the latter stages of the downstroke.  The leg will, in fact, continue to produce downstroke power well beyond 3 o’clock.  However, attempting to begin the backstroke early prevents the downstroke from lasting too long and increases he efficiency of the stroke.

The backstroke is one area of the pedal-stroke where the hamstring muscles should be very active, because only knee flexion provides power in this range.  Relaxation during the ranges of the pedal stroke in which the hamstring muscles should not be used heavily (upstroke and downstroke) prevents fatigue and enables powerful backstroke contractions.

The primary pedal-stroke weakness of many riders is extending the down-stroke too long and starting the backstroke late.  This prevents the rider from unloading before bottom dead center and causes wasted energy pushing downward when the crankarm is moving directly backward.

The Upstroke

When you were first learning to ride a bike as a kid, what type of pedals did you use?  Like everyone else, you used platform pedals, which require different biomechanics than clipless pedals.  Have you ever made the effort to learn about the differences?

On platform pedals, how do you keep your right foot on the pedal while your left foot is pushing down?  You push down a little bit.  This is terribly inefficient, actually using energy and fatiguing the muscles to create negative power.  Since you began riding with clipless pedals, have you implemented changes in your power application?  Or, like many cyclists, even pretty good ones, do you still pedal the same way you did as a kid, only harder and longer?

At steady riding speeds, even the world’s best riders don’t create power on the upstroke.  The difference is that they do not create negative power, while most beginning and intermediate riders do.  The goal of the upstroke is to unload the pedal, lifting the weight of the leg, foot, and shoe off the pedal.  This allows all of the power generated by the opposite leg’s downstroke to be delivered to the rear wheel and provide propulsion.

Most cyclists create negative power during the upstroke, actually allowing the left leg’s downstroke to lift the weight of the right leg, foot, and shoe.  This negates some of the power generated by the downstroke. 

 

Efficient riders may actually produce significant upstroke power during periods of very hard pedaling, such as on very steep climbs.  During steady state riding, however, efficient riders simply lift the weight of their foot, leg, and shoe during the upstroke, but do not create power during this phase.  We call this “unloading”.  This aspect of pedaling is critical.  Consistent unloading on the upstroke is one significant difference between elite and intermediate riders.  Without correct unloading, the right and left legs actually fight against each other.

 

The movements of the upstroke are hip-flexion (lifting the knee) and knee-flexion (lifting the foot).  Since the hip-flexors are active only in this range of the pedal stroke, they should be the primary muscle contracting during this phase.  The hamstrings are very active during the backstroke and somewhat active during the downstroke, so efficient riders relax them during the upstroke.  Triathletes must also come off the bike with relatively fresh hamstrings in order to run well.

Attempting to pull up on the pedal through this phase places too much concentration on knee flexion and prevents hamstring relaxation.  The hip flexors, once trained, are extremely fatigue resistant.  They are only active for about 25% of the pedal stroke.  Obviously they can contract fairly powerfully without fatigue when their work to rest ratio is 1:3.

There are two keys to taking advantage of the fresh hip-flexor muscles and resting tired hamstring muscles during the upstroke phase.  The first is keeping your concentration on lifting the knee and not the heel or the foot.  If a cyclist lifts his knee powerfully, the foot and pedal will follow without contractions to bend the knee.  The second key is thinking of the upstroke as a diagonally upward and slightly forward movement, instead of an upward and backward movement.  Again, this places the emphasis on the hip-flexor muscles, which should be contracting, instead of the hamstrings, which should be relaxing.  When your pedal reaches the seven o’clock position, think of driving your knee up toward the handlebar.

this from Livestrong …

Cycling is an effective low-impact cardio workout, a popular sport and also a method of transportation for much of the world’s population. Whether you pedal a mountain bike up steep tracks, a track bike around a banked velodrome or a stationary bike in an indoor cycling class, the muscles that are used are much the same.

Hip Action

Much of the power for cycling comes from the hips. The gluteus maximus and hamstring muscles contract to drive your femur or thigh bone downward. Meanwhile, on your opposite leg, your hip flexors — the iliacus and psoas muscles — contract to pull your femur upward. Using pedal cleats can help these muscles work more efficiently and allow you to generate more power. In addition, the muscles on the inside and outside of your thigh — the adductors and abductors, respectively — work to keep your hips properly aligned.

Knee Action

Your knees work very hard during cycling. It is often the muscles that cross the knees that you can feel working the hardest on a long sprint or climb. On the front of your thigh, your quadriceps contract to extend your knee and drive the pedals downward. The most active of the four quadriceps muscles is the vastus medialis located just above and to the side of your knee cap, although your other quadriceps muscles are also very active. On the rear of your thigh, your hamstrings work to pull your foot backwards. Cleated pedals or toe-straps allow you to exert a greater force when pulling the pedals backward and help to increase power transference.

Ankle Action

Active pedaling, also called ankling, is a technique used by cyclists to maximize pedaling efficiency by utilizing the muscles in the lower leg as much as possible. Pressing your toes down through the pedals uses your posterior calf muscles — the gastrocnemius and soleus. As one leg is pushing down, the muscles on the front of your opposite shin — tibialis anterior — pulls your toes upward. By using your ankles as actively as possible, you can increase your force generation, albeit only slightly.

Upper Body

When you are cycling on flat roads at a moderate pace, your upper body does not play a very active role. This changes when you get up and out of your saddle to climb a steep hill or sprint. As you increase the pressure on the pedals, your upper body is called upon to counterbalance the efforts of your legs. The main upper-body muscles used in climbing and sprinting are your biceps, triceps and latissimus dorsi. Located on the front of your arm, back of your arm and side of your back respectively, these muscles generate downward force so you can develop increased pressure on your pedals. In addition, the muscles of your core work hard to stabilize your spine and ensure that the efforts of your upper body are transmitted efficiently to your legs.

A sad day: Toys being sold – KLEIN ATTITUDE with Pace Forks and 2 wheelsets

Moving house and storage is going down so we are selling bikes – 3 0f them at least.

First Up The Klein

Attitude Race Aliminium Frame S/M 2002 – only 2.8lbs in weight. (which cost £980 when new)

There are two wheel sets with the bike – A rolf Propel lightweight race set shed with bling Schwalbe Fat Franks. Gearing is 32:14 on this set.

offroad wheel set is a mix (rolf Propel UST at rear with 32:16 setup) this is shod in a Larsen TT UST tyre

Front is a Michelin XC – slightly chunkier front tyre for both a bit of shock and really great grip. Hub is Hope Pro3 and the rim is a MAVIC 819 tubeless.

Pace RC31 forks

Pace RC31 rigid forks are some of the lightest fromt MTB forks around.

Klein’s legendary paint job with very few nicks and cuts ….

Broken apart everything will fetch 800ish and more on flea bay (where it is heading next) but would prefer to sell as whole …. £600 picked up or £630 shipped in UK

Obree at 100 ….maybe

Source telegraph:

It was dreamt up in the bath, designed on the back of a scrap of wallpaper, constructed in part from an old saucepan and put together on the kitchen table, but this is the bicycle its inventor hopes will reach the improbable speed of 100mph.

Graeme Obree, the former world champion cyclist, is building a new machine on which to mount an assault on the land speed record for pedal power.

The 46 year-old is due to make his attempt in September, on a long stretch of flat road, just outside the town of Battle Mountain, in Nevada.

After building up speed, he will be timed over a distance of 200 metres (656ft), in an attempt to be monitored by the International Human Powered Vehicle Association.

If he reaches his target of 100mph, he will not just break but smash the current record of 82.8mph, set at the same site, in 2009 by Sam Whittingham, a Canadian cyclist.

Obree’s new machine is being assembled at his one-bedroom flat in Saltcoats, North Ayrshire, in the kitchen which doubles as his workshop. He has already scavenged parts for the machine’s shoulder rests from an old saucepan.

“It is like choreographing and dancing to your own music,” he said. “To me it is a form of artistic expression. This will be everything I have to offer in terms of being a builder and rider. It’s a holistic approach. I’m using old stuff – recycling a bit of bike, reusing a bit of old chairing. It’s likeScrapheap Challenge [the television series] in a way.”

He said that designing the bike was largely done “conceptually” as he lay in the bath. Later, designs were sketched on the back of a large piece of torn-off wallpaper.

In line with this homespun approach, rather than assemble a vast support team for the project, Obree has just enlisted the help of his 18-year-old son, Jamie, to assist in building the bike.

They are also assembling a backup vehicle, which can be ridden by Obree if the main bike develops a problem. Otherwise, it will be used by his son. The only other team member is a manager, who is still trying to drum up support from sponsors for the bid, just four months away.

Obree’s belief that his design can potentially travel at 100mph is based on calculations that he describes as “back of the envelope physics”.

To reach that speed, he will be pedalling in a gear, which is around three times bigger than the top gear on a road racing bike. The pedals turn a chain which drives one set of gears, which then transfer the power to the rear wheel through a second chain, doubling the pedal power of a conventional bike.

A single turn of the gear will propel his bike around 30ft – compared with around 10ft achieved by a road racer’s top gear.

“You just roll it and go up through the gears. If you get into the top gear you are already doing 80mph,” he said.

The wheels are home-made but are the same size as those used on BMX bicycles, and the gears are from a conventional bike.

While he is confident that “the engine remains in decent nick”, the bid will be as much a test of engineering as physical strength.

His riding position, which will have him lying horizontally on his front, pedalling head first just a few inches from the road, is completely unlike the design used by Whittingham to set the existing record. The Canadian, like other speed cyclists, rides in a reclining position, with his head at the back of the bike, and his legs turning pedals at the front.

To maximise aerodynamics, Obree will also be surrounded by what he calls “the skin”, a carbon shell that is reinforced with bullet-proof Kevlar so that it does not disintegrate if he crashes. “It’s basically a torpedo – a land based missile,” he said.

One obvious problem is testing his new bike in advance of the record attempt. “We’ll just have to take it out onto the A78 and try it there – I’ll get a mate to drive behind me while I’m doing it,” he said.

If it was anyone else, there would be a temptation to dismiss the bid as complete fantasy. Obree, though, was the man who revolutionised cycling not once but twice.

In 1993, he broke the record for the distance travelled in one hour on a self-made bike that, amongst other used parts, contained the bearings of an old washing machine.

That design, which allowed Obree to ride in a similar position to a downhill skier, was subsequently banned by cycling’s governing body.

Rather than be cowed by the apparent injustice, Obree simply designed a new riding style, which became known as the ‘Superman’ position.

In 1995, he returned to win a second world individual pursuit championship. Yet this riding innovation, which was copied by his great rival Chris Boardman and just about every leading cyclist, was also outlawed.

His cycling career, as well as his long battle with depression, was dramatised in the 2006 film, The Flying Scotsman.

His described the motivation for his latest challenge. “I was thinking those medals in a drawer or what I have actually done are worthless unless I use it to inspire somebody.

“Before, I thought, ‘I have to get that hour record or I will feel terrible and I can’t bear to live with myself if I’m a failure’. Now I find myself in a win, win situation. In a lot of ways, my message would be more powerful if I don’t get this record because it’s OK to have a vision and just go for it. A lot of people don’t do things for the fear of ‘what if I don’t manage it’.

“My biggest fear is not crashing on a bike and losing some skin. It’s sitting in a chair at 90 and saying, ‘I wish I had done more’. I don’t know if I will break the record but I will give it the best punt I can.

“I’m inspired by the possibility of things, I’m inspired by the fact that we are dying, I’m inspired by my mortality.

“And, in any case,” he added, “having my nose to the wheel, going 80, 90 or maybe even 100mph across a road in America – that’s pretty exciting.”

Cycle around Arran – fekkin brilliant

Arran route and elevation profile

Sunday morning and the day breaks just as the weather app told me it would … bright but cold. So a quick dress and a scoffing down of some raw oats and I cycle down to the station to get the train that connects to the ferry to Brodick on the Isle of Arran. Arran is a bit of a mecca for cyclists, walkers, twitchers and climbers. This being a bank holiday it was busier than normal with about 30 bikes on the early ferry crossing over.
Last time I came down here I was very tired and slept most of the way on the train … but this time was bushy tailed and felt that the journey was a tad long. The problem with having only the space in my back pockets for things, so alas no reading material.
Departing the ferry it is a simple case of hang a left and keep the sea on that side of you for a clockwise circuit of the island.
Some cyclists opt for the road straight over the hill to Blackwaterfoot but I opted for the slightly longer route that takes you past Holy Isle.

onwards pushing to the south looking at some menacing clouds on the Kintyre peninsula that never came my way until I got to Blackwaterfoot and caught up with some of those cyclists that had taken the shorter route. The roads on Arran are a mixed affair … some sections including the extra south loop are actually pretty crappy in places.

Up the west coast is great – generally the wind is from the west or SW so this section is pretty quick – cruised up here at close to 30km/h.

The next good place to stop os Lochranza for a pic of the castle / a bite to eat / a trip to distillery or perhaps all 3 …. I did the castle as i wasn’t really hungry despite it being 2pm so started the climb out of Lochranza …. this is a pretty nice climb – I was in my lowest gear for the bottom but then was able to shift up a gear or two as the incline lessened and the two riders in front egged me on to passing mode.
Over the top the section os very rough then suddenly ‘sublime city’ there is brand new tarmac and the loveliest of sweeping descents that is buttery smooth and allows you to really fly … I hit 64.3kmh on this section which was very sweet …. not sure of the incline degrees but probably could only get a tad more next time. Not quite as steep as the one hill I hit in Shetland on the steel pinarello ….
then finally into brodick after 90km and 3h28? (26kmh average so something to aim for on my next attempt.)
I had missed the 2pm ferry so went to Bilsland the outdoor shop and sat down and ate a massive steak pie … the things that become fantastic after burning 2000+ calories (2239 according to Polar and 3000 on the Garmin)
Then the ferry home chatting to a lovely man who at 74 was burning around on his Flying Scot.

Monday Bike Style: family history

Love this old photo of a young couple with their bikes

Joint the Hunt in London

On the 6th May Toyko Fixed are very proud to be hosting the UK’s first ever fixed gear Criterium at Hillingdon Cycle Circuit, a closed 0.9 mile race track in West London.

It will be an action packed weekend full of riding and festivities. Make sure you get down for the race and come and party with us afterwards at Look Mum No Hands. We have Roller Racing at Hillingdon and LMNH in the evening so everyone who isn’t competing in ‘The Hunt’ can still get involved and get the blood pumping.

Details Below

Toys for the Two Wheeled Set (and the well heeled)

It doesn’t matter what you ride or how you ride, this is the time of year when the bike biz incites your lust for new stuff.

Whether you ride in shorts or a skinsuit, with hairy legs or shaved, in chunky shoes or carbon kicks, there is almost certainly something in the bike mags that’s got you drooling. There was so much good stuff at the Sea Otter Classic we needed a bib. Everywhere we looked, we saw something that had us reaching for our wallets.

Here’s a small sampling of the stuff that made our list.

Pactimo, Day of the Dead Jersey

If you’re looking to stand out from the pack – and what cyclist wrapped from head to toe in what their friends affectionately call “Spandex” isn’t – look no further than Pactimo’s limited-edition designer jerseys. The Denver-based outfit works with a laundry list of designers, some of whom actually have cycling backgrounds, to deliver wearable art that works.

“You can show up on a ride with something completely different than anybody else has,” said Karl Heidgen, VP of Custom Sales. “Keep it different.”

Pactimo’s been making gear for eight years, and started with a simple idea: Focus on custom kits for individual riders, smallish teams and their private label business. The designer gallery is an opportunity to engage their growing customer base without the hassle of going into the retail space.

The vibrantly colorful Day of the Dead kit designed by Arlene Pederson is available in a jersey with a matching bib for men and jersey/shorts for women. Other designers who’ve worked with Pactimo include Gregory Klein, Kristin Mayer and Miguel Paredes.

Want one? Better move fast. Each design is limited to 100 pieces.

$100

Colnago C59 Disc

If there was ever any concern that disc brakes would look like hell on a road bike, check out the Colnago C59 Disc. We couldn’t take our eyes off it. It’s a thing of beauty.

Colnago took the C59 and redesigned the chainstays and fork to compensate for the force of braking moving downward from the traditional brake locations. What the bike gains in weight beefing up the frame and fork has been matched (almost) by the weight saved by running discs over traditional road brakes. Look for the weight to keep falling as the technology improves.

So far Colnago isn’t saying whether we’ll see the C59 Disc as a frameset or complete bike, and it definitely did not mention price.

Smith Pivlock V2 Max

Pivlock shades may not be the trendiest-looking shades, but if you prefer function to form, Smith has you covered.

The Pivlock was designed specifically for athletes, which means you can keep your eyes on the road regardless of what the terrain throws at you. They feature an adjustable nosepiece to keep ‘em where you want ‘em and three sets of lenses: clear, rose and dark. Changing lenses is a snap, too.

They come in a variety colors and are available in the smaller Pivlock V2.

$159

Moots MX Divide

Moots is no Johnny-come-lately to the big wheel game. It arguably was the first to the table a dozen years ago with the YBB 29er, and it’s upping the ante with the MX Divide.

“Our goal was to build a really well-balanced cross-country and recreational bike,” said company president Rob Mitchell.

Moots drew from its long history of lustworthy mountain rides when designing the MX Divide. It is one oversized titanium tube after another, beautifully welded by builders who can only be called craftsmen. The front triangle joins the rear end via a carbon link, keeping weight down and stiffness up. The ride is plush throughout its four inches of travel, with minimal bobbing.

We can’t wait for Moots to send us one for a thorough and thoughtful review. (Rob, you still have our number, right?)

$4995 frame

Patterson Transmission

If you have been thinking about a belt-driven commuter bike but concerned about being locked into a bike with meager gearing choices, stop worrying. Patterson’s just doubled your choices.

The Transmission is a two-speed planetary crankset, with internal gearing equivalent to 28- and 45-tooth chainrings. The crankset has been available in a chain version for about a year, and the new belt drive converter lets you run a Gates carbon drive. It couldn’t be easier, too.

“It’s like a Mr. Potato Head,” said Sam Patterson, who invented it. “You can yank one piece off and slide another one on. Super simple inside.”

Dave Lev of TI Cycles used a belt-drive Transmission on the rig that won “Best Experimental Bike” at this year’s North American Handmade Bicycle Show. We saw a few other manufacturers chatting Patterson up at Sea Otter, so you’ll probably see them showing up on other rides soon.

$299

Cardo Communications System

Trying to chat up your riding buddy can be a frustrating experience. Even chatting up the stoker on your tandem can be a challenge. It doesn’t have to be.

Cardo has been making motorcycle Bluetooth communication systems since 2002. You can see where this is going – the company has designed a helmet-to-helmet system specifically for bicyclists. It can accommodate three riders, and with a range of half a mile, they’ll hear you complaining about the pace before you fall off the back for good.

Once they’ve dropped you, you can pair your headset to any Bluetooth device so you can listen to your iPod or call home and ask for a ride.

$269.95 single / $469.95 pair

Yeti SB95

Spotting this at Sea Otter was a bit like catching a glimpse of Bigfoot – we’ve heard it existed, but never expected to see it.

Yeti’s big-wheeler is so hot the Golden, Colorado, company can’t build ‘em fast enough. And for good reason. This is a bike you can spend all day on, riding just about everything from technical twisties to fast fire roads. Built using Yeti’s very own Switch Technology and redesigned with the 29er platform in mind, this five-inch trail bike looks to be loads of fun. The SB95 has a low top tube providing ample stand-over height, it’s through-axle compatible and has short chainstays. This bike would be great for riders transitioning from a 26er.

“It’s pretty damn fun and it will make you faster on a lot of trails,” said Dave Ziegman, Yeti R&D/Test Rider.

Want one? The line starts behind us.

$2250

Kappius Hubs

How many points of contact are enough?

Russ Kappius kept asking himself this question, mostly because he didn’t think guys like Shimano have enough in their rear cassettes. He gave the whole design a serious rethink and came up with his own number. That number is 240. (even my favourite Chris King Hubs only have 45 teeth)

That’s an astronomical figure, given that the average rear hub has between 18 and 36 and even the incredibly awesome Industry Nine Hubs have 120. To accomplish this, Kappius redesigned the hub, clearing out the area beneath the cogset to install an oversize spline. That spline sits atop an externally mounted drive. We’re still wrapping our heads around it, but Kappius claims the system is stronger, with less play and better power transfer.

The goal was building a bombproof hub that doesn’t weigh a ton and is super easy to use. He appears to have succeeded; his mountain bike hub weighs 269 grams, and the cassette slips right on. No chainwhip or cog tool required.

And the sound? Oh, the sound. It’s like angry bees on steroids. We’re not sure our riding partners will like it, but we love it.

$699 rear / $299 front

Shimano Shadow Plus

Shimano is trickling down the rear derailleur stabilization tech from its flagship XTR mountain group to those of us without sacks of cash to spend on gear. The new Shadow Plus system promises fewer dropped chains, better control, less slap and a quieter ride.

What’s not to like?

Well, the tech carries a heftier price and a bit more weight than the current Shimano offerings. But they believe the advantages outweigh the drawbacks and the resulting shifting stability makes switching a no-brainer.

Of course, SRAM offers similar technology, called the Roller Bearing Clutch. So there is that.

Camelbak, All Clear

Few things suck more than having to drink nasty water or not being able to drink it at all. Camelbak is here to help with a UV system that purifies water in just 60 seconds.

It couldn’t be easier. The UV bulb is built into the cap. Pour in water, turn the indicator on, swirl the whole thing around a few times and wait. An LCD screen tells you when you’re good to go.

Camelbak says the system eliminates more than 99.9 percent of bacteria, viruses and protozoa. Yummy!

$99

Danny Shane, Cross-Hybrid polo

Danny Shane’s been making jerseys for about two years and introduces the Cross-hybrid polo, a top designed to be worn after you get off the bike. A fashion piece, if you will.

Each jersey is infused with white ash, produced by burning bamboo, and said to be breathable, light and stink-resistant. We tried one, and everything Danny Shane says is true. These jerseys are comfy. And plaid. Very, very plaid.

“We’re really inspired by the European cycling culture,” said sales manager Christian Beer. “Argyle has been popular, but nobody has done the plaid before.”

Intense Hard Eddie

Intense made its rep building big-travel bikes for the downhill set, so it’s a surprise to see it wandering into hardtail, 29er territory. Hard Eddie is a bike those of us who aren’t into big air can love.

Hard Eddie frame comes in at impressive 2.7 lbs, with 135 mm, 142 mm or single-speed rear dropouts. Regardless of whether you’re building a lightweight single speed or put a freeride rig with 100 mm of travel, you’re covered. This is a smoking-hot package from a bike company with legit cred.

$1889 frame / $430 rigid fork

Teva Links Mid

To anyone who was actually around in the 1980s, the thought of Tevas being at all cool may seem wrong on many levels. But the company has come out with a freeride mountain-specific cycling shoe that is, dare we say it, fashionable and functional.

The Links Mid is, as the name suggests, a mid-height cut of the brand’s popular Link mountain shoe. It’s got flexible armor across the toe, a sole designed to play well with pedals and something called ion-mask technology to make them waterproof.

Light, comfortable and stylish? Yes. Seriously. Look for them by the end of May in any color you like as long as it’s black.

$120

2013 Giant Anthem X Advanced 29er

The number-one-selling full suspension bike in Giant’s stable gets a revamp for 2013. The top-of-line version now has a carbon fiber front triangle and is lighter, stiffer and sexier.

The Anthem X slimmed down and stiffened up. Giant claims the new frame is 7 percent stiffer up front. The headset is the super-beefy Overdrive2, and the impressive girth of the downtube makes it appear the Anthem will take anything you throw at it. This is one stunningly attractive race-ready ride, with a claimed weight of 23 pounds.

It’s also insanely expensive. The range-topping Anthem X Advanced 0 will run you $8,900.

“The catch, if you will, with composites is obviously price, so we will continue to sell the aluminum version,” said Andrew Juskaitis, Giant marketing. “It’s the hand labor that goes into producing a frame like this. There’s no way around it. There is no way to automate it. This is something that takes a long time to build by hand.”

monday bike Style: pastel princess

Pedal on Parliament Edinburgh

pedal on parliament was amazing. Came across from Glasgow on the train

best kind of luggage

and then joined up with another Brompton rider who showed me a nice way down to Leith on the cycle path (old railway)

Joined up with a feeder ride in Leith

small leith feeder ride

then on to the park where the crowds got bigger and bigger

an hour before the start and already 1000 bikes

then a wait for the off

clogged meadow road

then down the royal mile

clogged pt2

and eventually to parliament where we could barely hear a word of the speeches on a feeble PA … but message to holyrood is strong if a bit silent …

FROM Pedal on Parliament SITE Just wow. When PoP thought of this we wondered if we might get 300 riders out. Then we raised our sights a little and started to hope we’d see a thousand. As we stood at the top of Middle Meadow Walk and saw the bikes come pouring in from all directions we began to think we’d started something big but we didn’t know how big until the head of the ride reached Holyrood while the back was still leaving the Meadows. The police’s conservative estimate was that 2,500 of you were out there pedalling on Parliament and we suspect it might be even more. In fact, we think that more people turned out to ride with us than have even signed the petition, showing the depths of feeling that was out there among people to see safer cycling.

There will be more as we digest all the great photos and videos, blog posts and testimonies that have been pouring in since the moment the ride started to assemble in the Meadows. We’d like to thank you all who turned out – not just for turning out but for being such a great, good natured and patient crowd. We’d like to thank the police for their assistance at a ride that turned out to be up to ten times larger than they were expecting. And, with a few grumpy exceptions we’d like to thank the people of Edinburgh for allowing us to have our moment in the sun – and in many cases, cheering us on.

Please, keep posting your pictures on our Flickr group and adding your stories on the Facebook group, keep tweeting them your videos and blog posts, and keep signing the petition(which will be up for a few weeks yet before we formally lodge it with the Scottish Government. And keep watching this space – we need to keep in contact because, for all the warm words from our politicians at Holyrood today, changing government policy to bring about the real changes needed to make Scotland a cycle friendly country. We’ll let you know what happens next soon, but for now the (exhausted) people who brought you Pedal on Parliament are going to have an early night…

Smirk – cycling helmets that you want to wear …..

Smirk Masks is the brainchild of Mirco Erbe, known to the world as Smirk. He started out as a graphic artist and became art director at a big German TV station before jacking it in and starting to make masks. He began the business a year and a half ago, taking early inspiration from hockey masks.

“We do masks for every performer, or whatever else you need it for,” says Smirk. “We also do custom masks. You can use all our masks to ride your fixie if you like, although that was just an idea we had to give the people the chance to look as cool as their bikes.”

 

manga rabbit

 

“Everybody likes the masks/helmets, more or less. It’s funny, each individual has their own favourite mask, but not everyone can afford one because it’s all handmade and we try to achieve the best quality. That means our masks are quite expensive… but worth every penny.” Prices start at 1000

Is 650b one winning step closer to being adopted …

The recent UCI XC world Cup stage win has really opened the debate about 650b wheels again …. So why would you care about 650B mountain bikes? Well, there has been a lot of debate about wheel size in the mountain bike industry. The basic premise of the wheel size debate is that we came to our current standard of the 26″ wheel somewhat arbitrarily. The standard of the 26″ wheel size was established long before mountain bikes came around. So nobody can say that 26″ wheels are and always will be the perfect size for mountain bikes.

If this all sounds familiar, it should. This is the same argument the 29″ wheel crowd has been using for years.

So you might wonder why we don’t actually know what wheel size we should be using. Well, in most cases it comes down to cost. It is very expensive to make new tooling for different size tires and wheels, so you can’t just try anything out whenever you want.

Then there is the establishment issue. Nearly all of the advancements in mountain bike geometry and technology have been based on 26″ wheels. If you just change the wheel size, nothing says that all of the old established standards with 26″ wheels will still work. As with most engineering problems, there are both positives and negatives to almost every option. So, new design optimization may need to take place for each wheel size.

So why 650B? The people behind the 650B movement claim that with 650B tires you get all of the same advantages of the 29″ movement (lower rolling resistance, better traction, smoother ride, etc.) with less of the disadvantages (geometry limitations, toe clearance issues, higher center of gravity, suspension travel limitations).

Much of this may be true, but as I always say, you should get out on a bike and see for yourself if it works for you.

One cool thing about these 650B wheels is that some fork manufacturers are now giving them the OK to run in their standard 26″ forks. This will take the 650B movement a long ways down the road to longer travel without other sacrifices.

I find the idea of looking into different wheel sizes appealing, but I think it may be a long time, if ever, before we as an industry can say what wheel size is best for any type of riding and any type of rider.

If we take the arguments of both the 650B and 29″ movements to extremes, we will end up with custom sized wheels, tires, and frames for each and every rider.

I think in the end here, the bike industry will learn some lessons from all of this and we may end up with some better options for different sized riders and different types of riding, but don’t expect wheels to go through a rapid evolution. There is way too much invested in the 26″ wheel for it to go away anytime soon.

wheels vs rock

From his interview – this answer sums up my belief in this topic …

Are there courses that the 29er is good for still?

It depends on your riding style and how tall you are. I would say the most XC riders they are between 170-180 cm, and at that height the 29er is not the best size.  You are more between the wheels and not on the wheels. For all those riders 650B is the best choice. Also for acceleration you feel it is lighter you don’t have a heavy fork, everything is lighter so in my eyes for XC it is the perfect size 650B. 29er makes sense for tall racers, or if they are not riding that aggressive. I talked to a lot of other riders that are not riding Scott and they said that they want to have from their bike makers the 650B. Im sure in 2 years in the world cup, there will be more 650B bikes than 26″ and 29er.

via BikeMagic

Lat month at the start of the UCI World Cup, held in South Africa, with Swiss rider Nino Schurter opening up his account with a stunning victory. While Nino was sipping champagne after the race, the internet was alive with the news that he had ridden to victory on a mountain bike with 650b wheels.

2012 is threatening to mark the biggest upheaval in the development of the mountain bike since, and the debate is all about wheel size. From the beginning, despite a few brief flirtations, the mountain biking industry settled on 26in wheels, and in the couple of decades since we’ve been blissfully enjoying 26in mountain bikes. In recent years the subject of the best wheel size for mountain biking has risen to the top of the agenda.

Why are we even on 26in wheels in the first place? The reason the Repack riders used 26in wheels back in the 70s and not the more common 700c road wheels around was down to one simple thing: tyre choice. There simply weren’t suitable tyres for off-roading in the larger size. Cruiser bicycle manufacturer Schwinn however produced bikes using 26in wheels, which came shod with fatter tyres, much more suitable for blasting down the tracks those long haired guys were racing. In those early years mountain biking moved swiftly, and there was very little discussion about wheel size. 26in was simply adopted as it proved to work reasonably well. 30 years later and that debate is now raging.

In the years since the first mass produced mountain bikes, there’s been some who have held firm that 26in isn’t the best for mountain biking. 650B is claimed in some quarters to be the best size for mountain biking. It has long since been the solve resolve of French cycle tourists, but if we go back to 1951 we discover that a young group of cyclists, the Velo Cross Club Parisien (VCCP) could claim to have invented mountain biking. Only they never realised it.

They adapted their 650b touring bikes for off-road use  - there’s even YouTube footage of those early cyclists in action. Suspension forks were borrowed from mopeds and improved brakes and gearing were the main changes that allowed these pioneering cyclists to embrace the essence of mountain biking that we take for granted today. If this movement had gathered a little more momentum who knows how the sport might have developed. It could have been very different. Maybe we would all be riding around on 650b mountain bikes already?

Instead the industry continued with26in. Then, along came the rise of the 29in wheel size, in recent years we’ve seen an explosion of 29er bikes. 2012 really does seem to be the year of the 29er.  Gary Fisher pushed the concept of 29in wheels, larger at 622mm diameter than the 559mm of 26in wheels and 584mm of 650b.

The first manufacturer to attempt to bring a 29er to market was Bianchi in 1989, when it brought out a bike with 700c wheels and components like flat bars, thumb shifters and a triple chainset that we would recognise today as standard equipment. It didn’t catch on. By 1995 it was quietly dropped from the Italian company’s range. Gary Fisher, an early adopter and pivotal to the rise of 29ers, brought out his first big wheels bike in 2002.

Now, with the support of most US brands, 29ers are going global. European brands have been forced to follow suit, with 29ers featuring in the catalogues of most medium to large size companies. They’re creeping into more bike shops and more bike sheds and garages across the country, and more people are considering a possible purchase.

So 29ers are the future? Perhaps not, as a 650b mountain bike (a Scott Scale) has just gone and won the first round of the UCI World Cup. This sent shock waves through social media networks like Twitter over the weekend as thousands visibly recoiled in disbelief. Is the future now 650b?

Does 650b offer the best of both world?  That’s the question on many people’s lips. The handling could feasibly feel more akin to a 26in (as it’s only marginally better) but with some of the highlighted benefits of 29ers; increased rolling speed, momentum, smoother and more stable ride over rough terrain, more traction. Another advantage of the 650b wheel is the more vertically challenged people will be better able to get a good fit – we’ve seen some drastic solutions taken by sponsored riders forced to ride 29ers to get the handlebars low enough to replicate a fit they happily achieved on their previous 26in bikes. And we know how racers like to slam their handlebars and get as low as possible.

That’s largely a reason  Nino is said to have chosen a 650b from a choice of three wheel sizes. And of course there’s the weight advantage, there’s no getting away from the fact smaller wheels are lighter.

What does it mean for mountain biking though? Is there space for three wheel sizes, is the industry really wanting to offer the huge range of bikes that the three sizes would clearly need?

And do the public have the appetite for three wheel sizes? Is the industry gambling with people’s patience and money? Or is this leading us to have a debate about the size of our wheels that we’ve never properly had in our young sport.

What do you think?

PS

If you liked the video at the top here is the longer version – he seems to make absolon pay every time in the technical rock garden … greater skills …. bigger wheels …. who knows

Pedal on Parliament this saturday – come on and join in

Safer cycling and cities fit for people is an important issue for Scotland. Pedal on Parliament will be gathering cyclists (and anyone who wants to join them) from across the nation to cycle on Holyrood to tell our politicians that cycling matters. In February, up to 2000 cyclists gathered in London to cycle on the Westminster Parliament in support of safer cycling and cities fit for people. On April 28th, to coincide with a follow-up ride in London, Pedal on Parliament will be gathering cyclists from across the nation to cycle on Holyrood to tell our politicians that cycling matters. We’re asking everyone who cycles in Scotland – or who would like to cycle, or would like their families to cycle, but who doesn’t feel safe – to join us for a big ride of our own – and a big picnic. Young and old, keen commuter or weekend pedaller, fit or not – you don’t even need to be on a bike.

You just need to show up and add your voice to help make Scotland safe for cycling. What do we want? We have created an eight point manifesto to help Scotland’s devolved government reach its target of 10% of journeys by bike by 2020, a target which is now also embedded in its low carbon and obesity strategies. The government’s present Cycling Action Plan [CAPS] is far too limited to achieve the target, whilst the proportion of the transport budget allocated to cycling remains wholly inadequate at under 1%. Our manifesto covers: Proper funding for cycling. Design cycling into Scotland’s roads. Slower speeds where people live, work and play Integrate cycling into local transport strategies Improved road traffic law and enforcement Reduce the risk of HGVs to cyclists and pedestrians A strategic and joined-up programme of road user training Improved statistics supporting decision-making and policy

Official Pedal On P site

I am going on my Brompton with other Bromptonites so come on and join in …

http://www.meetup.com/Bromptonites/events/56722072/?a=md1_evn&rv=md1

FAT BIKE – a video to make you think about one …

Ride-Shot-Edit: Martín Campoy

Music: Josh Garrels
joshgarrels.bandcamp.com/track/all-creatures

Shot with Lumix Fz 38 and Go Pro2.
Some Images: Patty Trespando.

A fat bike – what is that ….They are designed with adventure in mind, wide-tire frames with monster rubber are your ticket to backcountry bliss. Load ‘em up, air ‘em down, and ride ‘em into the sunset.  The flotation and traction afforded by large-volume, low-pressure tires can get you over and through otherwise unrideable terrain…sand, mud, wet rocks and roots, ice, many kinds of snow and even naughty potholes …..

sean salach’s definition .. Fat Bike is a bicycle created for cycling on soft, unstable surfaces. They are used primarily on sand, snow, gravel and bogs, but can be and often are used just about anywhere a mountain bike or road bike can go. They are built around much wider tires than a mountain bike, which can be run at very low pressures to increase the size of the tire’s contact patch. This gives the bikes increased stability on loose surfaces, and lessens the likelihood of the wheels sinking into softer or more fragile surfaces. The current standard tires are marked as 3.7″ or greater in width, though the actual measured width will vary from 3.5″ – 4″+ depending upon the rim used. Rims are available for these tires in widths up to 100mm, which is 4 times the width of a standard mountain bike rim. 

CYCLING HERO – Do you think you cycled far? – Tommy Godwin’s ‘unbreakable’ cycling record

Tommy Godwin cycled the equivalent of three times around the world in a year. It has been described as an “unbreakable” record. I only just heard about him after some news about him came out saying he was carrying the torch prior to the olympics and at the cyclist reference I had no clue …. luckily wikipedia and some googling came to light. According to Singletrack the chap Dave Bartlett is writing a book which will be good to read … he was also badly quoted in this shoddy BBC article … but you get an idea of the legend that was/is Tommy Godwin.

In 1939, Tommy Godwin rode 75,065 miles in a single year to set an endurance riding record that some believe will never be beaten.

In fact, he kept on going until 14 May 1940, setting the record for the time taken to ride 100,000 miles.

Born in Stoke-on-Trent in 1912, Godwin would have celebrated his 100th birthday this year. But unfortunately, Godwin’s record is now largely forgotten.

The Year Record has fallen out of fashion and is no longer the coveted cycling achievement it used to be.

Imagine spending every day in the saddle for 18 hours, covering over 200 miles, repairing any mechanical failures, picking yourself up after crashes and then riding even further the next day to make up lost time.

When I tell other cyclists about the record, they simply don’t believe it’s possible”

Dave Barter – Year Record historian

The distance is the equivalent of three times around the world in a single year, or riding from John O’Groats to Land’s End and back every week. 1443 miles per week – for transatlantic readers or those more worldly – that is Boston to Miami EVERY WEEK for a year.

It was all achieved on a heavy steel bike with only four gears. Yet more than 70 years later, the record still stands.

‘Beyond the limit’

“It’s those statistics that make the record virtually unbreakable,” said Dave Barter, a keen cyclist who is writing a book about the Year Record.

“I’ve gone through his mileage diaries and painstakingly recreated each day’s mileage into a spreadsheet.

“Sometimes he survived on four hours’ sleep and there were probably days when he didn’t even bother and just carried on and kipped in a field for an hour.

Godwin had to learn how to walk normally again when he finished the challenge

“He pushed it [the record] beyond the limit of any mere mortal.

“I worked with a guy who tried it again this year – he lasted about a month and a half.

“The essence of it is that for a year you have to completely give up your whole life.

“When I tell other cyclists about the record, they simply don’t believe it’s possible.”

‘Butcher’s bike’

Godwin’s daughter, Barbara Ford, described her father as “hard as nails” but also said that he was really “a big softie”.

“There was nothing he wouldn’t tackle or do, and nothing he wouldn’t do to help anyone.”

“At 14, he used to ride a bike in a pair of shoes he’d borrowed from the lady next door.

“He’d get on an iron-framed butcher’s bike and cycle a road race of 25 miles and win it.

“He never bragged or told anyone. He was so unassuming and didn’t want any fuss.

“He once saved a woman from a fire, and after checking she was ok, he simply got on his bike and carried on riding.

“All his cups and trophies, he gave away. It wasn’t that he was ungrateful – he just didn’t need any recognition.

“When they unveiled a plaque in his honour someone asked me what my dad would have said. I told them he wouldn’t have turned up.

“Everyone should have had the privilege of meeting Tommy Godwin, because he was just so lovely.

“I remember asking him why he attempted the record.

“He just said: ‘Why not? Why did Mallory Hillary climb Everest? Because it’s there.’

“He did it just because he loved cycling so much.

“Guinness did say that my dad’s record would always be safe. They won’t accept a challenge because they think it’s too dangerous.”

‘Unimaginable constitution’

Godwin often slept in a field to get some well-earned rest

There are also issues over verification: it would be all too easy for a rider these days to swap a tracking unit with other riders.

Tracking devices did not exist in 1939, so Godwin’s mileage was verified by respected figures such as police officers, and posted daily to Cycling – the magazine that originally set up the challenge.

Stoke-on-Trent cycling legend Brian Rourke said: “In theory, the record should be breakable because new road surfaces and modern bikes offer a huge advantage.

“They can do 500 miles in a day now. But to do over 200 miles, every day for a year, on a three-speed bike made of steel, is basically impossible.

“Nobody could ever match his record. Even if it was broken, the conditions just aren’t comparable.” After the feat, Godwin had to learn to walk normally again and uncurl his hands. Yet within weeks, he was serving his country in the RAF.

“I honestly don’t know how he did it. His constitution is just unimaginable,” said Mr Rourke.

“He is totally unique – someone the world will never see the likes of again.”

Here is a clip of him speaking – what a geezer and no mention of his amazing year feat JUST the olympic medals ……

Trail Rage NZ assh*le gets charged for his attack

this puts my little road rage incident into perspective…. (aka when trail etiquette goes down the pan)

 

A mountain biker in New Zealand who set out to capture his ride on video is getting a few more views on YouTube than he might have expected after becoming the victim of an alleged assault carried out by another rider. Police have subsequently arrested a 45-year-old man in connection with the incident after footage was put online in an attempt to try and identify him.

According to 3 News, the cyclist filming his ride, Jordan Brizzell, had riding on the Flying Nun trail above Christchurch when he caught up with a slower rider ahead of him (around 1 min 20 secs into the video, posted to youTube with the byline ‘My First Project’).

Although the rider ahead apparently told Brizzell that he was okay to ride past, each time he attempted to do so, he had the door slammed shut on him.

“Trail etiquette says you pull over to let faster riders by,” explained Brizzell. “I was polite at first, but then got less polite as he refused to stop, but I certainly wasn’t asking to be attacked. I never swore or abused him, just basically said he was inconsiderate.”

It’s at 5 minutes into the video that things start getting heated. As the riders slow down at the end of the trail, Frizzell tells the other cyclist, “That was really rude of you,” only to be met with four-letter words as the man approached him and apparently pushed him over.

 

As he walks away, Brizzell shouts out that he has captured the incident on video and that the other rider could face arrest – whereupon he turns round, comes back, and launches a second attack.

“He tried to strangle me with my helmet while he was trying to steal my camera, and when I started yelling for help he put his hand over my nose and mouth,” continued Brizzell. “It was like he’d done it before. I was getting pretty fearful for my life by that stage so I did the only thing I could do without letting go of the camera, bit down on his finger.”

3 News has since reported that a 45-year-old man has been arrested in connection with the incident after Brizzell posted footage to Reddit.

Ayr Duathlon – my first race – what a great day

5km run

28km cycle

5 km run

It hadn’t started out to well – I had pulled my calf last week doing hill repeats and it didn’t seem to clear up – it was niggling and I had avoided running for a whole week … did a slow 5km yesterday just to feel it and it was painful. I had doubts as to whether it might make me pull out of the race so it was weighing on my mind.

Last nights sleep was also pretty awful woke up 3 times with the kids and nightmares then the youngest stomped in a 6am in far from the best mood … so I did what any sensible person would do and I went downstairs for a leisurely porridge and honey breakfast.

Picked up Steven my brother in law at 7:40am then headed down to Ayr for the Duathlon … we arrived pretty early and registered looking out at the clear blue sky and the fact the air temp was only 6 degrees C. there was a fair share of TRI bike – saw at least 3 Cervelo P3′s and other TRI  bikes. Also glad to see another plain ti Racer like mine … (a van nicholas but any ti bride is good)

Duathlon prep - freebie shirt and deep heat applied

I decided to do the whole race wearing running tights (the compression i figured would help my calf) and a long sleeve cycling top. A pretty relaxed briefing then we were off …. a short run around the school where the run was based and then off to the coast road – a dirt track with its fair share of potholes. It is an out and back run so by the half way point the leaders were already 500m ahead.

Run 1

By transition I had my first attempt at doing transitions on my Polar RCX5 (which allows you to change sport in the same workout which is great and it also allows you to export separate gps .gpx files for each part) By the time I had my bike shoes on and was gulping down a gel Steven was also in transition. I left about 20 seconds in front of him and then looked down to see that i hadn’t restarted the watch – so add 30 sec and 300 metres to the time on this leg.

bike route and elevation

The ride was great – although I think the boys and girls on their all carbon TRI  bikes must have queried their decision as the road was pretty tatty and the route was quite hilly. You could definitely hear them as the carbon rattled over every bump and hole … I could see sense in an aero machine on a flat well surfaced road but South Ayrshire obviously hasn’t spent money on resurfacing in years and they must have flt every bump. There were a couple of uphills where I stood to climb as the lack of padding despite the lovely ti frame was very much felt.

There were great views and lovely sweep descents and the car drivers were passing very carefully which was great. At one stage I was getting a bit tired but sucked down another gel and then some water (they sure are gloopy) but then suddenly I was back at transition.

2nd transition was quick although my legs felt like they belonged to someone else.

2nd run

Second run was identical and after exiting I got to see the first person storming down the hill to the finish – so a 18min lead over what I would do. There is a little hill just in the first km and I was struggling … but after that first km I felt steady although my calf was pulling so just kept up with my pace. After the turn around i was heading back and saw Steven again about a km behind me. Had a mid road high 5 that nearly took me off my feet and then was aiming for the guy in front but could make no gain on him.

run comparison

Polar software breakdown

finished feeling good – just really happy that calf felt no worse … chatted briefly to chap in from then just waited for Steven … Watched a guy come in that was at least 60 and looked in better shape than I have ever been in my life and then another man just behind Steven that must have been at least 70 …. really inspiring.

So my first Duathlon finished and i loved it … big shout out to the Marshals who did a great job and the organisers …. I will be be back hopefully with a good calf and a better transition strategy.

e-paper watch for running, cycling and more

this watch looks very cool – not sure if it will record but might be a great interface for an endomondo or running app on my iPhone ….

THEIR SITE HERE

Customize Your Perfect Watch. It’s as Easy as Downloading an App.

Pebble is the first watch built for the 21st century. It’s infinitely customizable, with beautiful downloadable watchfaces and useful internet-connected apps. Pebble connects to iPhone and Android smartphones using Bluetooth, alerting you with a silent vibration to incoming calls, emails and messages. While designing Pebble, we strove to create a minimalist yet fashionable product that seamlessly blends into everyday life.

CUSTOMIZE WITH APPS

Apps bring Pebble to life. We’re building some amazing apps for Pebble. Cyclists can use Pebble as a bike computer, accessing the GPS on your smartphone to display speed, distance and pace data. Runners get a similar set of data displayed on their wrist. Use the music control app to play, pause or skip tracks on your phone with the touch of a button. If you’re a golfer, feel free to bring Pebble onto the course. We’re working with Freecaddie to create a great golf rangefinder app for Pebble that works on over 25,000 courses world-wide. Instead of using your phone, view your current distance to the green right on your wrist. These apps will be the first, with more in the works!

CUSTOMIZE WITH WATCHFACES

Pebble can change instantly, thanks to its brilliant, outdoor-readable electronic-paper (e-paper) display. We’ve designed tons of watchfaces already, with more coming every day. Choose your favourite watchfaces using Pebble’s iPhone or Android app. Then as the day progresses, effortlessly switch to the one that matches your mood, activity or outfit.

CUSTOMIZE WITH NOTIFICATIONS

If you need to stay on top of things, Pebble can help with vibrating notifications, messages and alerts. Dismiss a notification with a shake of your wrist. Don’t worry, it’s easy to disable all notifications.

• Incoming Caller ID
• Email (Gmail or any IMAP email account)
• Calendar Alerts
• Facebook Messages
• Twitter
• Weather Alerts
• Silent vibrating alarm and timer

Android users can also receive Text Messages (SMS) on their Pebble. Unfortunately iPhone does not expose this data. Have any suggestions for other notification types? Leave us a message in the comments!

Stupid bikes: lever me alone

The High Torque Cruiser can offer many benefits as well as the first bicycle with an integrated on-board computer. The frame is wide enough to include electronic devices such as an ipod, head lamp or touch screen computer which could illustrate cardiovascular health and vital signs while exercising on the machine. This technology has a lot of potential and like other bicycle technology, it continues to evolve. But most importantly the bicycle stands out because of its unique frame structure.

What they don’t show is it going around a corner – would not be able to pedal then … terrible in so many ways. I am all for design and innovation. Love the move to 29ers … internal hubs, disc brakes, suspension,  belt drive …. but this is  as they say in Eurovision ‘Nul Points’