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SET YOUR POWER ZONES

With expert coach David Heatley

TEST LAB

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Gravel Project

EXPERIENCE TAIWAN ON TWO WHEELS

Beguiling vistas around the island are best appreciated at bicycle speed rom café hopping in hipster urban neighborhoods to lung-busting mountain climbs through spectacular tea plantations, Taiwan is one of the most bicycle-friendly destinations in the world. Whether you want to tackle the dramatic peaks and gorges of the East Rift Valley, freewheel gently beside neatly lined rows of lush green paddy fields, or get familiar with a city’s secret lanes and hidden gems on two wheels, a unique and memorable adventure is guaranteed.

Main photo: picturesque views in Chishang, Taitung. Below, from left: Taroko Gorge; Sun Moon Lake

The perfect biking destination

Between October and March, much of Taiwan is reliably dry and sunny without being sweltering. Locals and

foreigners alike take advantage of the well-established cycling networks and infrastructure that make doing a round-island tour of the country by bicycle a breeze. Throughout Taiwan, eateries and convenience stores are a dime a dozen, so sustenance is never far away. Need drinking water or a bike pump? Look no further than the nearest police station where the local law enforcement will gladly help you out. Behind schedule or simply worn out? Put yourself and your bike on an express train and watch the scenery rush past. Several companies now offer guided bike tours and will also help to organise the hiring of bikes, saddlebags and helmets. Models available for hire range from high-

end mountain bikes to tandems to electric bicycles. Taiwan is also home to some of the world’s leading bike manufacturers, among them Giant and Merida. Prices are attractive, so some foreign visitors will purchase a quality bike here, use it to ride around the island, then have it shipped home – a practical souvenir from their travels.

Take a leisurely ride

Few countries can guarantee cyclists a wider range of experiences than Taiwan. It is barely half the size of Tasmania, yet in the space of a single day, it is possible to go from rocky shore to bamboo forest. The island’s beautifully varied countryside is also

taiwan.net.tw

So different. So Taiwan!

AN EPIC CLIMB dotted with scenic routes designed for all levels of ability – from the laid-back leisure cyclist to the hard-core pro. If you prefer to take it at your own pace, there are many unspoilt areas to explore via bicycle. Circumnavigating Sun Moon Lake on a rental bike is a favourite way to enjoy central Taiwan’s number one attraction. Another popular scenic route is Mr Brown Avenue, going through rice fields in Taitung County, or the trails in Hualien County’s splendid Taroko Gorge. Bicycles are embraced by the urban population too. Bike trails are found everywhere in the cities, and

local drivers are used to sharing city streets and highways with twowheelers as many Taiwanese ride motorcycles to work and take their bikes out in their free time. In the bustling metropolises of Taipei and Kaohsiung, bikes can be taken onto metro trains. Both cities also have well-established public bike rental systems – YouBike in Taipei and C-Bike in Kaohsiung. These rent-bythe-hour shared bicycles can be collected outside transport hubs such as metro stations, or at tourist attractions like Taipei 101, then dropped off at any of the hundreds of fully automated

Taiwan Tourism Australia and New Zealand

ttb_aunz

The annual Taiwan King of Mountain (KOM) Challenge is held in late October or early November and has a reputation for being one of the world’s most gruelling bike races. It takes competitors through the beautiful Taroko Gorge, with inclines the entire way up to the finish line over 3,000m above sea level.

“Taiwan is also home to some of the world’s leading bike manufacturers, among them Giant and Merida” hiring points that operate 24/7. Taiwan is a country with so much to see and your time here can only get better when you explore the island on two wheels. You are in for an experience unlike any other.

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PUT YOURSELF IN THE PICTURE

Contents

JANUARY-FEBRUARY 2017

54 TESTING THE BOUNDARIES While the fragmentation of the carbon road bike market appears to be slowly settling to a point where you might think you need a stable of steeds to fulfil your riding dreams, we look at the question of versatility. Can a single bike can possibly be a Jack of All Trades, excelling on tarmac, gravel and beyond. John Hardwick chose the Norco Search as a possible contender.

60 CHRIS CARMICHAEL: PREPARE FOR A MULTIDAY SPORTIVE World renowned cycling coach Chris Carmichael took some time out with us to discuss how a full time desk jockey might prepare for a weeklong sportive.

66 GRAVEL MASTER

46 ISSUE NO. 203 JANUARY • FEBRUARY | 2017

32 SAGAN’S TOUR DOWN UNDER Peter Maniaty looks at the contenders, stages and profiles of this year’s big event and whether there is anyone who’ll be able to stand against the one-man Slovakian onslaught.

46 GREEN TRIANGLE GRIND

When contemplating a cycling escape there is a multitude of options both within our own borders and just a quick trip from our doorstep. If an international jaunt wins your heart, a two wheeled getaway to the lush green lands of Laos could be just the ticket. Let Asia aficionado Steve Thomas show you around.

10 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

Not one to be constrained by the end of the bitumen, long time roadie Steve Thomas has seen his share of gravel and MTB action. Here he gives us his tips on getting off road with your drop bar bike, and how to handle yourself when you do.

72 BOWRAL CLASSIC WRAP UP It took so long to get here and now it’s a fond but fading memory. But what a day! Universally acclaimed as a fun and challenging ride, the Bowral Classic looks to be bolted down as a permanent fixture on the nation’s Gran Fondo calendar. Nat Bromhead recaps on the Bowral Classic, and we caught up with the category winners for their comments.

86 VAMOS! CYCLING IN CHILE South America has produced many a legendary climber, and there’s little wonder when you catch a glimpse of the Andes and the cycling opportunities on hand. Perry Brown has spent some time in Chile and scoped out some classic rides around Santiago and beyond for your vicarious, or firsthand pleasure.

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Contents

JANUARY-FEBRUARY 2017

86 29

THE EDGE

WORKSHOP

MASTERCLASS

106 WHEEL UPGRADE 4.0 SPOKES

96 IMPROVE YOUR PELVIC STABILITY AND CONTROL Sophia Auld discusses how key muscles and ligaments combine to form ‘myofascial slings’— powerful bands of connective tissue which control and stabilise your pelvis. Strengthening these slings will result, for the cyclist, in increased speed and power. Here’s how.

FUEL 102 CHOCOLATE MILK RECOVERY Protein for muscle repair, sugars for energy, chocolate for taste… it may just be the recovery drink you have been looking for! David O’Reilly explains.

Michael Hanslip continues his series discussing the features and benefits of wheel components and design; this time looking at spokes.

TEST LAB 112 114 116 118 122 126

Lezyne Super GPS FLR F-XX II shoes Redshift Shockstop Stem Giant Contend SL1 disc Argon18 Krypton BMC Roadmachine 02

OPINION 136 SPIN CYCLE with Anthony Tan

REGULARS

▲

14 THE BIG PICTURE 16 EDITORIAL 18 LOCAL HERO – ROBERT SPEARS 22 COACH’S CORNER – TRUTH ABOUT TRAINING WITH POWER 2 26 TOP GEAR 130 A BUNCH OF FIVES – PELOTON SPORTS

106 12 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

COVER: Peter Sagan, now riding for new team Bora-Hansgrohe, will be racing at the Santos Tour Down Under. Image by Tim de Waele.

ROAD, GRAVEL, TRAIL. JARI

Performance, utility and versatility: The Jari delivers them all. Designed to take on gravel races, light touring, bikepacking or pretty much whatever you can throw at it. Jari is a chameleon that seamlessly changes into whatever you need it to be. Long, slack geometry provides a stable and confidence-inspiring ride no matter what the terrain allowing you to comfortably grind gravel all day long. Remember the journey is the best part of the trip and the Jari is the perfect traveling partner.

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The Big Picture l Gran Fondo Erciyes, Turkey IMAGE BY STEVE THOMAS

14 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

[[ Excuse me while I kiss the sky. ]] â&#x20AC;&#x201C; Jimi Hendrix

Get Rolling

BY GARY HUNT

Rolling On

Group Publisher Gary Hunt – gary@bicyclingaustralia.com.au

Our Digital Content Producer, Nat Bromhead (right) joined me at the Bowral Classic.

Production Coordinator Joanne Anstee joanne@bicyclingaustralia.com.au Art Director Ana Heraud – aheraud@yaffa.com.au Graphic Designer Amber Hardwick – amber@bicyclingaustralia.com.au

Photography Steve Thomas, Nat Bromhead, Sirotti, Peter Maniaty, David Heatley, Beardy McBeard. John Hardwick, Perry Brown, Tim de Waele

ELCOME TO 2017! YES

2016 is done and dusted. It was a significant year for us here at BA with the running of the inaugural Bowral Classic our first gran fondo event. The first massive achievement was actually securing approval to run the event on NSW roads, something that is notoriously difficult and has led to the demise of many iconic events, so thank you to the RMS, the NSW Police, Destination Southern Highlands and the local council in Bowral for their support. Despite a chilly start the day was, according to reports from riders and volunteers, an overwhelming success. A massive thank you to the 3,000+ riders on the day -without you there is no event. The event all happens on one day but that is the culmination of a lot of hard work; so I’d like to acknowledge the efforts of our organising team, as well as our Supporting Partners: Bluestar Web, Bont, Endura, Giant Sydney, Irwin, Kask, Schwalbe, Mallee Bull, Selle

SMP, Solar D, and Travelplan Ski. Without their support an event like this doesn’t happen; they form a critical part of the business case for events like the Bowral Classic, so please support the businesses that support the events you enjoy. There’s an event wrap up in this issue, with images from Beardy McBeard, as well as some interesting Q&A with the riders who took out their category on the day. See page 72. More good news! We have secured the date for the second edition — Oct 22nd 2017, so lock it in folks! You may have noticed the indomitable Peter Sagan charging off the front cover...for this issue, our Tour Down Under preview issue, we thought it a fitting tribute to the World Champion, that given he will be racing he grace our first page. If you've not seen the TDU first hand, let me recommend it to you. It's a real buzz; great racing, good food and lots of fun, so if you can get to Adelaide I think you'll not be disappointed. Here's to another superb Tour Down Under! Many thanks for reading Bicycling Australia this year; we hope you have enjoyed it as much as we have enjoyed creating it. As always we love to hear what you think about the magazine, so feel free to contact me via gary@ bicyclingaustralia.com.au Wishing you a joyful Christmas and New Year See you on the road

16 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

Contributors Steve Thomas, Pat Howard, David O'Reilly, Peter Maniaty, Michael Hanslip, David Heatley, Sophia Auld, Anthony Tan, Peter Rox, Nat Bromhead, David Heatley, Perry Brown, John Hardwick Proof Readers Jody David Group Sales Manager Ben Chand ben@bicyclingaustralia.com.au Executive Publisher James Yaffa Publisher Yaffa Media Pty Ltd PO Box 218, Port Kembla NSW 2505 Australia

Editorial Phone (02) 4274 4884 Editorial Email editorial@bicyclingaustralia.com.au Editorial Fax (02) 4274 0988 Subscriptions subs@bicyclingaustralia.com.au Online subscriptions www.bicyclingaustralia.com.au Freecall 1800 061 577 Phone (02) 4274 4884 Fax (02) 4274 0988

Distribution Australia: Gordon and Gotch New Zealand: Gordon and Gotch Publication Dates Bicycling Australia is published six times a year in January/February, March/April, May/June, July/August, September/October, November/December. Copyright © 2017 ISSN No 1034-8085 Editorial contributions are welcome. Please send to: editorial@bicyclingaustralia.com.au

www.acfonline.org.au

Bicycling Australia/Mountain Biking Australia is proud to be a member of the Australian Conservation Foundation

Material in this publication may not be reproduced without permission. While the publishers have taken all reasonable precautions and made all reasonable effort to ensure the accuracy of material contained in this publication, it is a condition of purchase of this magazine that the publisher does not assume any responsibility or liability for any loss or damage which may result from any inaccuracy or omission in this publication, or from the use of the information contained herein and the publishers make no warranties, express or implied, with respect to any of the material contained herein. Bicycling Australia is a Supporter of the Cycling Promotion Fund.

GARY HUNT – EDITOR

*Bicycling Australia and the Cycling Kangaroo logo are Trade marks of Yaffa Publishing Group.

THE BEST NEVER REST. THE CHASE FOR A 5TH TOUR DE FRANCE TITLE BEGAN THE MOMENT TEAM SKY CROSSED THE FINISH LINE. THANKS TEAM SKY FOR PUSHING EVERYONE AT WAHOO TO DRIVE THE PACE AND RAISE THE BAR ONCE AGAIN.

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Local Hero

BY PETER MANIATY

Spears, after winning the Amsterdam GP in 1923.

Robert ‘Bob’ Spears CHANCES ARE YOU KNOW SIR EDMUND BARTON WAS AUSTRALIA’S FIRST PRIME MINISTER. BUT HOW ABOUT AUSTRALIA’S FIRST CYCLING WORLD CHAMPION, ROBERT ADAM SPEARS?

E MAY NOT HAVE A

velodrome named in his honour or be a household name like many who’ve followed in his rainbow slipstream, but history shows Robert ‘Bob’ Spears was indeed the first Australian cyclist – amateur or professional – to be crowned World Champion after claiming the men’s professional sprint title in 1920 in Antwerp, Belgium. To put this into perspective Australia had to wait another 29 years for the legendary Sid Patterson to become our second in 1949 (men’s amateur sprint), while it wasn’t until 1932 that Dunc Gray became our first Olympic cycling champion. The son of an Irish bricklayer, Bob Spears was born on 8 August 1893 in the central-western NSW town of Coonamble. However he spent the bulk of his childhood

160km to the south in Dubbo, something that saw him affectionately known as ‘Dubbo Boy’ for much of his career. “Fate decreed that I should get mixed up in cycling at an early age,” Spears told the Adelaide News in the mid1920s. “I remember my first bicycle. My mother gave it to me on my thirteenth birthday. It was a second hand machine, and gave so much trouble that a few months later, when my mother found that I could handle one all right, she bought me a brand new bicycle for £18/10, a very big sum in those days.” Spears rode his first race at the age of 14. Yet despite his young years he never rode as an amateur for the very simple reason there was no amateur club in his home town. Rather than aspire to Olympic glory this meant he was thrust into the “cash ranks” from an early

18 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

age, a situation that provided ample opportunity to turn his increasingly explosive finish into a handy income stream. In 1910 Alf Garrett – one of Dubbo’s top riders at the time – sought permission from Spears’ mother to take the teenager to Rockhampton with the aim of winning the Wheel Race which carried a £30 prize, plus the added prospect of cashing in through the local bookmakers. “I had an excellent mark, but there was a ring-in from Tasmania who had many victories to his credit,” Spears recalled of his great Queensland adventure. “Acting under instructions I sat in for the whole of the race. At the bell the ring-in was well in front. Just as he was being acclaimed the winner, I came with a rush over the last furlong and, heading him 50 yards from home, won with plenty in hand.”

Following his victory in Rockhampton, Spears went on to claim the NSW half-mile and mile titles in the same season. Within twelve months he added the five-mile Australian Championship of 1911, his first national title. By 1913 Spears had become a regular fixture on the domestic Six-Day scene, recording noteworthy results in Sydney and Melbourne partnering with Donald Kirkham, a seasoned road professional who won the Goulburn to Sydney Classic of 1910 and finished 17th overall in the 1914 Tour de France. A quick scan of newspaper archives from the era shows Spears’ name regularly appearing alongside rivals the calibre of Alf Goullet, Alf Grenda (World Championship silver medalist in 1912) and fellow Dubbo rider, Reggie ‘Iron Mac’ McNamara. One curious anecdote comes from 1913 when, after winning the final leg of the Melbourne SixDay, he conducted post-race interviews while relaxing in a vinegar bath. Greater challenges were beckoning and perhaps one reason for Spears’ relative obscurity – he was a noticeable absentee from the inaugural list of Cycling Australia Hall of Fame inductees in 2015 and once again in 2016, for example – stems from his decision to leave Australia when barely 20 years old. After declining a similar invitation from the American promoter John M. Chapman in 1912, Spears agreed to race in the United States in 1913 and ended up remaining there throughout World War One, marrying a figure-skating champion from New Jersey, Marguerite Laggy, along the way in 1916. On both sides of the Pacific there was a growing belief Spears might be the man to break Australian cycling’s World Championship duck, a view bolstered by a burgeoning professional palmares including his win in the American Three-Mile

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Local Hero

PALMARES ROBERT SPEARS (Selected results)

1910 Rockhampton Wheel Race Champion 1910 NSW Half-Mile Champion 1910 NSW Mile Champion 1911 Australian Five-Mile Champion 1913 Melbourne Six-Day Champion 1914 American Three-Mile Champion 1915 Newark Six-Day Champion 1916 Chicago Six-Day Champion 1918 American All-Round Champion 1920 Grand Prix of Paris Champion 1920 Professional World Championships (Men’s Sprint) – Gold 1921 Grand Prix of Paris Champion 1921 Professional World Championships (Men’s Sprint) – Silver 1922 Grand Prix of Paris Champion 1922 Grand Prix of Copenhagen Champion 1922 Professional World Championships (Men’s Sprint) – Silver 1925 Grand Prix of Copenhagen Champion

Championship of 1914. The Dubbo Liberal and Macquarie Advocate enthused with the headline: “A LIKELY WINNER OF WORLD’S CYCLING CHAMPIONSHIP.” They were right, of course. Although due to the Great War it would be another six years for the hometown prophecy to finally come to fruition. 1918 was to prove a pivotal season. Spears won no less than 27 races en route to being crowned American All-Round Champion, including several defeats of the legendary American sprinter and 1912 World Champion, Frank Kramer. Spears was firmly established as one of the world’s top sprinters and with the Great War mercifully over he switched his sights to Europe, travelling across the Atlantic in 1919. As the Sports Australia Hall of Fame explained, “he caused a sensation by decisively defeating all the European champions.” By the end of his first European season Spears had won 19 races. For good measure he then returned to Australia and blitzed the domestic scene, claiming numerous handicaps and scratch races in Sydney. Spears headed back to Europe in 1920 where it seemed only bad luck could stop him. At the peak of his powers he won the prestigious Grand Prix of Paris for the first of three consecutive years, before securing his place in Australian cycling history with victory in the professional men’s sprint at the World Championships in Antwerp, defeating Swiss rider Ernest Kauffmann for the gold medal. Showing it was no fluke Spears returned to claim silver in the same event in 1921 (Copenhagen) and again in 1922 (Paris), finishing behind the flying Dutchman Piet Moeskops on both occasions, who was on his way to securing five professional sprint titles between 1921 and 1926. Given Spears’ glittering success, not to mention his American wife, it was perhaps

20 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

Spears in an advertisement of the era. Many thnaks to Cycling Victoria History Archive for these images.

[[ 1918 was to prove a pivotal season. Spears won no less than 27 races en route to being crowned American All-Round Champion ]] no great surprise his adopted home was growing increasingly keen to claim him as their own. Indeed doubts over his nationality almost led to his omission from the 1923 World Championships in Zurich, before he was eventually allowed to compete as an Australian. Spears finished fourth in the sprint after being beaten by two familiar foes, Moeskops in the semi-finals and then Kauffmann for the bronze medal. Spears continued to compete in Europe and Australia for the remainder of the decade. While enjoying some success, he never quite reproduced the blistering form that saw him crowned Champion du Monde. He even made a brief comeback in 1932 before finally retiring

to become track manager at the old Sydney Sports Arena on Cleveland Street where he worked for many years. In 1950, seriously ill from cancer, Spears embarked on a final trip to Europe to reunite with some of his former racing cohorts. He died in Paris on 5 July, aged just 56. Spears was inducted to the Sport Australia Hall of Fame in 1985. However as recently as 2012 he was back in the news when a controversial government program threatened to see his memory erased from the Dubbo street and park that carried his name. On the back of a passionate campaign led by local cyclists, the Dubbo City Council ultimately reversed the decision, and the Spears name lives on today.

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Get in The Zone TRAINING WITH POWER IS TECHNICAL, BUT DOES BRING RESULTS. DAVID HEATLEY DIVES IN THE DEEP END, EXPLAINING THE DIFFERENCE BETWEEN HEART RATE AND POWER TRAINING, AND HOW TO SET UP YOUR POWER ZONES.

N MY LAST ARTICLE, I

went into some detail around using Training Stress Scores (TSS) to make sure that you are training hard enough, but not so hard that you get sick or overtrain. I also discussed some of the issues with TSS and what I look for to help manage my athletes.

SO WHY DO YOU NEED TO SET UP YOU POWER ZONES? Just like with heart rate, power zones help my athletes train at the right level of intensity during each workout. The more accurate they are at doing this

the faster they can reach their cycling goals. The goal of a structured training program is to specifically develop the athlete's fitness so that they achieve their training goals in the most efficient and time saving way. How I do this is that each of my training programs details the duration, cadence, vertical meters and intensity of each of the workouts. This helps communicate to the athlete what is required of them as they progress though each of the workouts in the program. The level of intensity of each

22 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

workout is critical as it targets the development of specific areas of their fitness. Plus, each of the weeks is planned around an overall weekly training load that's designed to build the athlete's fitness, but not have them become overtrained. In the next article, I'll be talking about how to use these zones to develop different aspects of your fitness but before we get into that we need to set up your power zones.

COMPARING HEART RATE AND POWER DATA Power zones are like the heart rate zones but with two

additional zones Anaerobic Capacity (ANC) and Neuromuscular Power (NUE). The simple reason that there are two additional power zones is that now we can measure them with power meters. Here is a table measuring the mean maximal heart rate and power values for various intervals of time from data taken from a typical masters’ road race. As you can see from this chart the heart rate values from five seconds duration right down to the two minute mark, change by just two heartbeats per minute. However, the

Coachâ&#x20AC;&#x2122;s Corner

BY DAVID HEATLEY

power data provides much more variation with power values starting at 805 watts and then progressing down to 384 watts. While heart rate zones are based on a percentage of maximum heart rate (MHR), power zones are based on a percentage of your Functional Threshold Power or FTP. Your FTP is your personal best 60 minute mean maximal power value, or if that is not available, 1.05 times your 30 minute mean maximal power value.

HEART RATE AND POWER ZONES COMPARED To keep it simple I've tried to line up heart rate and power zones as much as possible. I've taken some poetic licence to do this, so these may not reflect what are considered the standard classical descriptions for these zones. While HRM and power are a similar system, they are incompatible with each other. I therefore highly recommend that you train with either your heart rate zones or your power zones, but not both, to avoid confusion.

HOW TO WORK OUT YOUR FTP So now that you have a handle on both heart rate and power zones let's talk about how you work out your FTP.

If you decide to do your FTP testing on your home trainer, you'll get a lower number than you'll get out on the road. I don't know the reason why this happens, and I'm sure that there is a biomechanical scientist or sports physiologist that can explain this. Rather than getting my clients to do a one off FTP test I prefer to use their last 60 - 90 days of data to calculate FTP as it's much more accurate. When power meters were first available, they were expensive, and athletes only got occasional access to them in labs. So initially FTP tests were done on a monthly or quarterly basis to measure progress. The issue with doing one-off test this way is that the athlete might get tested on one of their bad days and consequently their resulting FTP number may not be reflective of their actual FTP. The good thing is now that instead of going to a lab to be tested, the athlete has a power meter installed on their bike and we measure power data every time they ride. This greatly reduces the chance of error from testing on a bad day. If you are using Strava with a power meter it will automatically calculate an FTP value for you based on a similar method, so will many

DURATION

MEAN MAXIMAL MEAN HEART RATE MAXIMAL VALUE POWER VALUE

MEAN MAXIMAL 5 SECONDS

169 bpm

805 watts

MEAN MAXIMAL 10 SECONDS

169 bpm

631 watts

MEAN MAXIMAL 20 SECONDS

169 bpm

546 watts

MEAN MAXIMAL 30 SECONDS

169 bpm

487 watts

MEAN MAXIMAL 1 MINUTE

168 bpm

406 watts

MEAN MAXIMAL 2 MINUTES

167 bpm

384 watts

MEAN MAXIMAL 5 MINUTES

161 bpm

306 watts

MEAN MAXIMAL 10 MINUTES

158 bpm

273 watts

MEAN MAXIMAL 20 MINUTES

155 bpm

248 watts

MEAN MAXIMAL 30 MINUTES

154 bpm

237 watts

MEAN MAXIMAL 60 MINUTES

148 bpm

220 watts

TABLE 1. Mean Maximal Heart Rate and Power values.

other power analysing software applications. This is the most accurate way of getting your FTP rather than a one-off test. If your software doesnâ&#x20AC;&#x2122;t calculate your FTP for you, then you can do what I did for years and slowly raise the FTP figure in the software until my athletes IF numbers started falling below 1. IF stands for intensity factor, and I discussed this in my previous article. If you want to manually calculate your FTP you can take your normalised power for an all-out effort for 60 minutes or you can get a fairly accurate estimate by doing an all-out effort for 20 minutes, then subtracting 5% from the average power value for that interval.

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Coach’s Corner DAVID HEATLEY

David Heatley is the director of CyclingInform, a cycle coaching company founded in 2007. He helps time-poor cyclists training for cycling events get awesome results. Cycling-Inform delivers online cycle coaching to hundreds of cyclists around the world every year and runs training camps in February and November.

THE BIG PROBLEM WITH POWER ZONES Now that you have your FTP you can work out your power zones. Unlike heart rate zones where there is no stipulation as to the duration of the effort, power zones do have durations. They are as follows: • NEU - less than 30 seconds • ANC - 30 seconds to three minutes • VO2MAX - three to eight minutes • E3 (Lactate Threshold) 10 to 30 minutes. Let’s take another client’s data. His FTP is 270 watts and I'm going to punch this number into my power zone calculator and determine his theoretical power zones: NEU

406+ watts

ANC

327 - 405 watts

VO2

286 - 324 watts

246 -284 watts

205 - 243 watts

151 - 203 watts

REC

3 - 149 watts

Now let's look at the athletes ‘real life’ mean maximal data for the last five months and compare this with the theoretical zones: • Mean Maximal 1 minute 488 watts • Mean Maximal 5 minutes 346 watts • Mean Maximal 20 minutes 284 watts In our training programs, we have quite a few indoor training sessions that we work our athletes through. Let's take

our ‘082 - Hill Climber Seated and Standing with Arm Swaps’ session. It has six 5-minute efforts done at E3 (246-284w) at various cadences that are designed to build hill climbing strength at low cadence, as well as aerobic capacity and core strength. You can download a copy of the timing sheet from this link: http://bit. ly/2ejSP5M. We’d normally do these at E3, but for this example, we’d ask our athlete to do them at VO2MAX (286-324w) because his ‘real life’ five minute mean maximal data is closer to VO2MAX than E3. If he was to do these efforts based on the theoretical power zones, his efforts would have been done at a lower intensity than he was capable of. It gets worse. If we were to have him do one-minute efforts as we do in our ‘087 – E3 or VO2Max Break Jumpers and Mini Break Jumpers’ indoor training session, his theoretical ANC Zone as calculated by my power software would have prescribed an effort between 327w and 405w which is low based on his real life mean maximal 1-minute effort of 488w. When we look at training to improve his 20-minute power level, he’d do these sessions in E3 because VO2MAX power zones are only between three and eight-minute efforts. His theoretical FTP E3 zone is worked out at between 246w and 284w. However his best ever 20-minute effort is 284w, so, finally his zones are starting to

fall into place. This assessment needs to be made for each individual…each of you will have a different mean maximal power curve, and some of you will fall into the E3 power band for twenty minutes while others won't. More on mean maximal power curves later in this article. As you can see, the longer the intervals the more accurately the theoretical zones determine the intensity of you efforts….while the shorter intervals may require closer attention, and comparison to, the real life data you collect over time to ensure you optimise your training efforts. Bear in mind you may need to change the zone you train in based on the duration of the effort you require during your race or event.

VARIABLE POWER ZONES Years ago, when I started to work with power I came across these problems, so I developed my variable power zone system. I work out a customised target band of power, based on a percentage of my athlete's actual mean maximal power figures for various interval periods. For example, I worked out the following figures for the above athlete: For a VO2MAX Effort: • 1 min 464 - 488 • 5 min 329 - 346 • 20 min 270 - 284 These will become more accurate as the rider tracks their performance, collecting

DESCRIPTION

INTENSITY

HEART RATE CODE

PERCENTAGE POWER PERCENTAGE OF MAX HEART CODE OF FTP RATE

NEUROMUSCULAR POWER

Maximal - Can’t speak

N/a

NEU

> 151 %

ANAEROBIC CAPACITY

Maximal - Can’t speak

N/a

ANC

121 - 150 %

VO2 MAX BOOSTING

Very Hard - Can’t speak

VO2MAX

92-100%

VO2MAX

106 - 120 %

ANAEROBIC THRESHOLD ENDURANCE

Hard - Difficult to speak at all

85-91%

91 - 105 %

GENERAL AEROBIC ENDURANCE

Moderate - Talk in short sentences

75-84%

76 - 90 %

BASE AEROBIC ENDURANCE

Easy - Able to carry out conversation

65-74%

56 - 75 %

RECOVERY

Easy - Able to carry out conversation

REC

50-64%

REC

< 55%

TABLE 2. Cycling Australia Heart Rate Zones Vs Power Zones from “Training and racing with a power meter” by Hunter Allen and Andrew Coggan (with a little poetic licence) 24 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

[[ Rather than getting my clients to do a one off FTP test I prefer to use their last 60 - 90 days of data ]] more data and refining their personal power curve.

THE MEAN MAXIMAL POWER CURVE If you use Strava and power, then you'll probably have seen this chart. It’s a graph that plots your best mean maximal power figures over time. It's a fairly simple graph and provides insight into the type of rider you are; whether you are an all-rounder, sprinter, time trialist, hill climber or steady state rider or a pursuiter. I often go to this chart to get my client’s mean maximal power figures so that I can work out their variable power zones for various intervals. This is useful if they have a hill repeat in their local area. Say it took them 12 minutes and 37 seconds to climb. I'd get their 12 minute mean maximal power figures from this chart and use it to create a power zone specifically for this climb that they can track on their power display while they are climbing it. If your power analysing software allows it, you can plot two lines on this graph. One set at the last 30 days and the other as a benchmark from your previous year or season. That

way you can see where you are with your current training against your benchmarked power curve.

NORMALISED POWER When you come back from a ride, your power meter will give you an average power figure; the average power that you put out for the entire ride. When you go out for a ride or do a training session, you'll be riding over a wide range of power levels. This is influenced by changes in elevation, gusts of wind and other external factors like the road surface you are riding on. You only have to look down at your power meter at any given time and see the power number fluctuate in response to these changes in resistance. Also, if you were to do a training session that involved quite a few high-intensity intervals along with lots of recovery time, your average power won't reflect the true nature of the session. The same goes for your ride if you had large variations in your power levels. This becomes even more important when you are racing as you may spend quite a bit of time well above your average power level for the ride. In all cases, the average power figure will

average out your power for the ride. To compensate for this, there is a measurement called Normalised Power. It considers the time spent above your average power during the ride and provides a better indication of how hard the ride was. Comparing the variation between your average power and your normalised power gives a more accurate gauge of the intensity of a ride, than simply checking the average power figure.

FINALLY, REPEATABILITY While Normalised Power does provide some indication of how hard a ride was, it's still a number that I consider absolute and isolated. FTP, Mean Maximal, Average and Normalised power figures are all affected by immediate fatigue…and the riders resistance to it; their ability to go, and go again. I work with a few awesome time trial athletes who have very good FTP figures; above and beyond the average rider. Because of this, you might expect them to be very good riders in all races. But it’s not the case. Many times, these riders are poor sprinters and would be lucky to peak

out at just over 1,000 watts. So you won't see them at the front of a bunch sprint where they need to be producing over 1,400 just to be in contention. Also, during a criterium race it's not your FTP or Normalised Power figure that's important, although it does help. It’s more about how many times you can punch up into a 750-watt effort for the hour and how quickly you recover from it. Your ability to manage this will determine how well you manage the decisive moments. The same goes for riding handicap races. You still need to be able to momentarily punch up over it when you are on the front doing your turn, then recover quickly to do it again and again during the race. So, I hope that helps throw some light over the calculation of power zones for your training. In the next article, I'll be talking about how to measure your performance, get feedback from your data and use it to tune your training. ABOVE: Capable of measuring left and right leg power at 12 points per rotation consistently at +/- 2% accuracy, the Pioneer unit can assess power balance and outline room for improvement. 25

Top Gear

ESSENTIAL STUFF

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Top Gear PRECISION INFLATION

The Superpista pump is a reimagined version of the classic original, some 27 years on. With all aluminium construction inside and out, and a brass check valve the Superpista is made to last, and backed up by Silca’s lifetime warranty against manufacturing and material defects. Silca guarantees the function of all metal parts in the pump for seven years and seals for two years. There’s a larger Beech wood handle, a large base with non-slip feet for stability, plus 75mm gauge with 2% accuracy (compared to the industry’s 5% standard) for more accurate pressures. The pump’s main gasket is 3.5mm thick leather, and still made by the same supplier since 1946! It’ll inflate via both schrader and presta stems with a heavy brass push-on, pull off valve. RRP: $369.95 www.echelonsports.com.au

A SELECTION OF INTERESTING ITEMS THAT CAUGHT OUR EYE ...

▲

BEYOND THE BIKE

Apres Velo is back feeding your addiction for both cycling and caffeine with their range of coffee related after cycling Ts. The ‘Fuel’ is made from cotton jersey fabric that is enzyme washed for that soft and comfy feel, while ‘Brew Crew’, ‘Drug of Choice’ and ‘Tour de Café Latte’ combine the obsession of bikes and beans on a cotton elastane jersey T for added stretch and comfort. RRP: $49.95 www.apresvelo.com

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26 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

ROBUST AND COMPACT TOOLKIT The Studio Tool Box is a compact kit with 37 tools all neatly stowed making it so easy to lay your hand on the right tool for the job. With cable cutters, and cassette lock ring socket, crank puller, a full set of Torx keys and 25 other quality tools, Birzman has provided the hardware to get the job done. Knowhow is up to you. RRP: $499 www.bicorp.com.au

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HIGH DEFINITION STYLE

Available in left side, right side, or both, the Gen 2 Power Meter from Pioneer measures output 12 times per revolution on both left and right sides, enabling comprehensive data collection for analysis. The system integrates with Shimano Ultegra and Dura Ace components at present. It’s rated IPX6/IPX7 water resistant to cope with any wet weather conditions and even immersion. The cranks are Ant+ enabled so they’ll pair with most GPS head units that integrate power readings, or you can opt for a full Pioneer suite with their touch screen SGX-CA500 Computer which has the added benefit of providing real time graphical display of pedalling force and direction. The cranks also support Wifi connectivity for easy downloading of data after a ride, and magnet and zero calibration are very easily done with just the push of a button. WITHOUT CRANKS: Right power meter system: $799.95 Left power meter system: $799.95 Dual-sided power meter system: $1,499.00 WITH COMPLETE CRANKSETS: Dual-sided with Ultegra 6800 crankset: $1759.00 Dual-sided with Dura ace 9000 crankset: $2,099.00 WITH LEFT CRANKS: Left power meter system with Ultegra 6800 crank: $899.95 Left power meter system with Dura Ace 9000 crank: $999.95

Sublimely understated shades for off the bike, Maui Jim’s Stillwater lenses provide an exceptional visual experience. Upon first wearing the Stillwaters, the depth of colour you’ll perceive is quite amazing. Seriously; a bluer sky, greener grass, not to mention purpler Jacaranda revelation. It’s like they have turned the saturation up to 11. Clarity is impressive, and the glass is polarised to eliminate 99.9% of glare, so they take the strain off your eyes. Maui Jim recommends the bronze lens for conditions spanning overcast to full sun. The slender, multi-folding frame is surprisingly robust and makes your pair of sunglasses even more compact. These lenses are not available in prescription form, but they are 20% thinner and lighter than regular lenses for a more comfortable experience. RRP: $409.00 www.mauijim.com

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NEXT GEN POWER

STRIKING SOCKS

Funky Italian style comes to footwear in these mismatched socks from Maglianera. They have a high cuff at 21cm as well as reinforced heel and toe for longevity. The seamless toe closure eliminates that niggling uncomfortable ridge and they’ll use elasticised fabric along the length of your foot and at the cuff for comfortable support and a perfect fit. A neat bonus is the resealable waterproof pouch packaging, that’ll protect your mobile from any moisture. It fits all smartphones and conveys touch through the plastic to the screen. RRP: $33 www.fullbeam.com.au

▲

Pioneer SGX-CA500 Computer $389 www.bikebug.com

50+ SLEEVES

Super light, these sleeves are a great idea for the Australian summer, especially for those who burn easily. They provide 50+ UV protection so you don’t need to use greasy sunscreen on your arms. They also provide an increased level of cooling while riding, by enabling faster evaporation of any perspiration. They’re available in seven colours so you’ll be able to find a decent match for most kits. RRP: $29.95 www.icerays.com.au 27

Top Gear

ESSENTIAL STUFF

▲ ▲

PAINT PROTECTION

THE ART OF CYCLING

These frame protection spirals worm around your cables to prevent scuffing and scrapes that inevitably happen over time. The soft silicon wraps are a neat and tidy solution, they stay securely in place and will keep your bike looking sharp. They’ll also quiet any clacking of cables that might knock against your frame. Red, white or black. RRP: $16 pack of six www.fullbeam.com.au

One of only four cyclists in the world to have finished on the podium of all three Grand Tours (the Tour de France, Giro d’Italia and Vuelta a Espana) as well as winning the UCI Road World Championship, Cadel is arguably the greatest Australian cyclist of all time. He is Australia’s first, and only, Tour de France champion and first and only Road World Champion. He won the Tour of Austria (twice); the Tour de Romandie (twice), the Settimana Coppi e Bartali; Tirreno-Adriatico; Flèche Wallone, the Criterium International; and the Giro del Trentino; all discussed in this weighty 448 page tome. Evans has written a fascinating account of the triumphs, the frustrations, the preparation, the psychology of the sport, his contemporaries, and his enduring love of cycling. RRP: $49.99 shop.abc.net.au

▲

TREAD LIGHTLY ▲

FAST, GRIPPY AND LIGHT

With a new compound the Michelin Power Competition tyre is the fastest in the Michelin Power range. Replacing the Michelin Pro4 Service Course tyre, Michelin claims the Power Competition will provide a 10-Watt advantage, equating to an 85 second advantage over 40km at 35 km/h, with a 25% reduction in rolling resistance. The tyres feature Michelin’s Aramid ‘Protek’ puncture protection with a claimed 20% improvement in puncture protection, as well as 15% more grip! Michelin claims the tyres weigh in at a skinny 195g for the 23C, and 215g for the 25C. RRP: $54.95 www.bikebug.com

28 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

Lake has released their new CX 332 shoes, a race specific design and one that Lake says is aimed at those who ride with a very high cadence. The shoes have a carbon fibre sole, and are available in three hole cleat pattern or Speedplay configurations. The uppers use kangaroo leather and mesh, and feature some fancy ‘Outlast’ technology that is claimed to regulate skin temperature, as well as an antimicrobial treatment to eliminate bacteria and germs. They feature dual side mounted L6 Boa dials for easy on the fly tension adjustment. Available in white or black. RRP: $399.95 www.bikebug.com

SANTINI’S TDU COLLECTION ▲

GLENELG JERSEY In Glenelg the ocean is the real protagonist and this jersey represents the movement of the water and the waves. The ‘G’ on the back of the neck is inspired by the ‘Old Gum Tree’ of Glenelg, the site where the proclamation declaring Southern Australia a province was enacted in 1846. RRP $99.00 MATCHING BIBSHORTS RRP $149.00 CAP RRP $25 WWW.BIKESPORTZ.COM.AU

ADELAIDE JERSEY A jersey dedicated to the city of Adelaide. A true homage to all the climbs in the area, which are listed on the back of the jersey. The rolling hills in the background pattern make this jersey a true momento for all the riders that come to adelaide seeking higher ground! RRP $99.00 MATCHING BIBSHORTS RRP $149.00 CAP RRP $25

LEADER JERSEYS All the Jerseys in the Tour Down Under collection are constructed from Santini’s all new ‘Blend’ Fabric, a unique body fit material combined with our ‘Energy’ fabric and breathable mesh, these jerseys are perfect for summer and the fit is Classic.

RED - SPRINTER CLASSIFICATION The Sprint jersey is as red as the fire that ignites the race, that lights up and then burns in a fiery sprint to the end. It is red like speed, like shivers, like thrill. The red jersey is awarded to the best sprinter of the TDU. RRP $99.00

▲

MCLARENVALE JERSEY A jersey paying tribute to the entire McLarenvale area which includes the infamous Willunga Hill. With its rich history of wine production, the design is a repeating wine bottle motif. A jersey for the lover some of life’s greatest indulgences – cycling and wine. RRP $99.00 MATCHING BIBSHORTS RRP $149.00

POLKA DOT - KING OF THE MOUNTAINS CLASSIFICATION Polka dots are the everlasting symbol of the King of the Mountain. For the TDU we made them blue as the sky that waits for you at the end of the climb.

SOCKS RRP $25 29

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Tour Down Under Preview BY PETER MANIATY IMAGES BY SIROTTI

32 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

SANTOS

SAGANâ&#x20AC;&#x2122;S TOUR DOWN UNDER

Sagan powers to victory in the heat of the Doha World Championships adding to his impressive haul of wins for 2016. 33

Tour Down Under Preview

TWELVE MONTHS AGO RECORD-BREAKING CROWDS LINED THE ROADS OF SOUTH AUSTRALIA AS SIMON GERRANS WON AN UNPRECEDENTED FOURTH OCHRE JERSEY. AT THE TIME IT APPEARED A HARD ACT TO FOLLOW. BUT HATS OFF TO MIKE TURTUR AND CO, FOR THERE NOW SEEMS LITTLE DOUBT 2017 WILL SEE THOSE LOFTY CROWD FIGURES SHATTERED AS AN EVEN GREATER PELOTON OF FANS DESCENDS ON ADELAIDE TO CATCH A GLIMPSE OF ONE OF MODERN CYCLING’S MOST CHARISMATIC AND TALENTED FIGURES, DUAL UCI WORLD CHAMPION PETER SAGAN.

OT SINCE THE MEDIA

circus that followed a certain Texan’s comeback visit to the Tour Down Under in 2009 will Adelaide have seen anything quite like it, as the Slovakian makes his maiden appearance for new team Bora-Hansgrohe, sporting the rainbow jersey for a second consecutive season. Sub-plots will abound as they always do in the first big race of the season as new teams, new riders and new sponsors ensure the pressure is ratcheted up several notches from the winter training camps and summer crits that have occupied the preceding three months. In 2016 Jay McCarthy thrilled home fans with a breakthrough stage win on Stage 2 into

CLOCKWISE FROM TOP : Racing past the Stag Hotel on East Terrace in the People's Choice Classic. Richie Porte has come so close to victory in the past; will 2017 be his year? Gerrans will be looking to make it Number 5! Caleb Ewan will be looking to emulate or better his 2016 performance of two stage wins. 34 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

Stirling. Canada’s Michael Woods delivered an impressive week that elevated the World Tour debutant to fifth overall. While the pocket rocket from the Southern Highlands of NSW, Caleb Ewan, announced his arrival on the sport’s biggest stage with bookend wins on Stages 1 and 6, as well as the People’s Choice Classic. As it always does the 2017 Santos Tour Down Under will reach its crescendo amongst the heaving crowds and paddocks of Willunga Hill. But as recent history has shown, the GC damage may have already been done by then. Who will step up? Who will spring a surprise? Who will crash and burn? Get yourself to Adelaide and see it unfold for yourself. It all kicks off with the Team Presentation in Victoria Square on Saturday January 14.

SANTOS WOMEN’S TOUR SATURDAY 14 JANUARY – TUESDAY 17 JANUARY 2017 The Santos Women’s Tour keeps getting bigger and better. 2017 marks the third staging of the race, which again forms part of the UCI Oceania Tour. It also provides an excellent hit out before the Cadel Evans Great Ocean Road Race on January 28. Bringing together an intriguing mix of elite international riders and Australasia’s top domestic teams, racing takes place over four days and features a combination of road stages and criteriums. In the Tour’s short history Orica-AIS has dominated the honour roll, winning the first edition with Valentina Scandolara and then Katrin Garfoot in 2016. The final stage twilight criterium around Victoria Park, in particular, is fast becoming a must-see part of any visit to the Santos Tour Down Under. Pack your picnic basket, grab a shady spot and enjoy the action.

Tour Down Under Preview

THE RECORDS MOST OCHRE JERSEYS:

Simon Gerrans (4), Stuart O’Grady (2), Andre Greipel (2)

MOST SPRINT JERSEYS: Robbie McEwen (3), Allan Davis (2), Andre Greipel (2) MOST KOM JERSEYS:

Cadel Evans (3)

MOST STAGE WINS:

Andre Greipel (16)

MOST SPECTATORS:

795,000 (2016)

THE WINNERS ONE YEAR AGO:

Simon Gerrans, Orica-GreenEDGE (2016)

FIVE YEARS AGO:

Simon Gerrans, GreenEDGE (2012)

TEN YEARS AGO:

Martin Elmiger, AG2R-Prevoyance (2007)

FIFTEEN YEARS AGO:

Michael Rogers, AIS (2002)

THE GC CONTENDERS RICHIE PORTE. Invigorated by a team change leading into last year’s

race, 2016 saw Porte put in a powerful World Tour debut in the red and black of BMC before, ultimately, suffering the same fate as his days at Team Sky. Finishing just nine seconds from the top step, it was the third consecutive year the Tasmanian has been within 10 seconds of seizing the overall GC. Somewhat tellingly Porte has won atop Willunga Hill in all three of those years, but has never put enough time into his rivals to claim the overall – as he’s lamented himself, it’s simply not high or long enough. He’ll no doubt be on high alert for the punchy Stage 2 finale into Paracombe where a similar finish in 2015 cost him overall victory by just two seconds.

PETER SAGAN. He’s sure to be a fan favourite. But Sagan is also

likely to be the bookie’s favourite in Adelaide. If he arrives ready to race after an outrageously successful 2016 season that saw him top the UCI rankings and destroy any thoughts of a ‘rainbow curse’ by going back-to-back in Doha, the Slovakian has an excellent chance of winning the whole thing – and by that we do mean everything, ochre, red and even polka dots. Of course given his late finish to 2016 he may arrive in Australia quite content to use the race as an early-season training camp for the Spring Classics, in which case get the cameras ready because we’re likely to see plenty of one-wheeled action, especially on the final ascent of Willunga Hill. The crowd will go nuts.

ESTEBAN CHAVES. The ever smiling, ever popular Chavez was one of the breakout riders of 2016. In a PR masterstroke the ‘Columbian kangaroo’ will line up for Orica-BikeExchange in Adelaide, a decision no doubt made

▲

PAGE 38 36 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

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Tour Down Under Preview SERGIO HENAO. Unlike his younger countryman, Sergio Henao had a rollercoaster season in 2016. The talented Columbian had a rollercoaster season in 2016. After finishing third overall in Adelaide and sixth at ParisNice, he was stood down ahead of the Giro d’Italia following biological passport variations, only to have his case dropped by authorities. Henao returned to competition mid-year, performing admirably in the service of Chris Froome at the Tour de France (finishing 12th overall himself) before crashing out of the Olympic road race in Rio and breaking his collarbone. At 29, he continues to evolve as a GC contender and could give things a real shake in 2017. With last year’s Tour Down Under experience under his belt Henao is undoubtedly one for the top five.

ROHAN DENNIS. A previous winner, Dennis was right in the mix again last year until losing over a minute to Porte and Gerrans on the final climb of Willunga Hill. He’ll have fond memories of the Stage 2 finish at Paracombe as this is where he, ultimately, seized the overall GC from Porte and Cadel Evans in 2015. The South Australian is likely to be thereabouts once more, although having showed signs of late-season fatigue at the World Championships he could line up in Adelaide largely in a supporting role for Porte, preferring to keep his powder dry for later in the season. easier following the cancellation of the 2017 Tour de San Luis in Argentina. It will be interesting to see his role, given defending champion Gerrans will almost certainly be team leader. Generally speaking the course may be too gentle for Chavez to stamp himself on the race as he did in the 2016 Giro, Vuelta and Il Lombardia. But he’s sure to have his moments and Willunga Hill will erupt if he and Porte go toe to toe on the second ascent. In a nice sidestory, he’ll also celebrate his 27th birthday on Stage 1.

THE SPRINTERS Caleb Ewan was undoubtedly the pre-eminent sprinter of the 2016 race, ending the week with two stage wins together with his victory in the People’s Choice Classic. Peter Sagan should provide ample competition for the fastmaturing Aussie in 2017, as well as a strong selection of the world’s premier fast men, many of whom will be seeking early season redemption after missing out behind Sagan in the heat and crosswinds of Doha, especially the French and Germans. The unfortunate cancellation of the Tour de San Luis could also bolster the caliber of sprinters heading to Adelaide. After leaving Team Sky, Ben Swift looks a likely starter for his new Chinese-owned team (known only as ‘TJ Sport’ at the time of writing). There’s also a chance we could see Michael Matthews for the first time since transferring to German outfit Sunweb-Giant (formerly Giant-Alpecin).

38 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

SIMON GERRANS. The man from Mansfield just loves Adelaide and, injury absences aside, has been the most consistent GC rider in the race’s 18-year history. An early end to the 2016 season saw Gerrans bypass Il Lombardia and the UCI World Championships in Qatar, so the Victorian should arrive in Adelaide fresh, fit and motivated. Counting against Gerrans is the weight of history as no rider has ever gone back to back at the Tour Down Under. Then again, no-one had won it four times until last year either.

PEOPLE’S CHOICE CLASSIC PEOPLE’S CHOICE CLASSIC

SUNDAY SUNDAY 15 JANUARY

DISTANCE

START

FINISH

DISTANCE ADELAIDE START 50.6KM 15 JANUARY 50.6KM 7:15PM* ADELAIDE 7:15PM*

2017

FINISH ADELAIDE

ADELAIDE 8:15PM* 8:15PM*

2017

THE COURSE

RUNDLE PARK

RUNDLE ROAD

EAST TERRACE

‘Same but different’ is once again the theme for 2017. On announcement of the course last July, Race Director Mike Turtur explained year on year there’s a real challenge to keep developing stages that create an ideal balance of opportunities for sprinters, climbers and all-rounders. “I am really pleased with the course we have set,” he said pointing to several innovations for 2017. “For the first time the peloton will depart Unley and travel north directly through the city, past the Tour Village and along King William Road and onto O’Connell Street in race neutral. We expect Stage 3 to be a day for the sprinters with the new 13km finishing circuit in Victor Harbor.”

EAST TERRACE

BARTELS ROAD

22 laps x 2.3km CIRCUIT: 50.6km

WAKEFIELD ROAD

HUTT STREET

EAST TERRACE

PARK 15

P Prime #1 Lap 5 Prime #2 Lap 10 Prime #3 Lap 15 Prime #4 Lap 20

WAKEFIELD ROAD

Cockatoo Valley

Hydration Station Barossa Valley Way, Lyndoch 92.0km

Race Finish

Subaru King of the Mountain

EAST TERRACE

Adelaide Darwin

Perth

Cairns Hobart

0.2

0.4

0.6

0.8

1.2

1.4

Williamstown

Melbourne

1.8

1.6

2.0

Hobart 2.3

2.2

Hutt Street

Bartels Road

30 20

Dequetteville Terrace

P Wakefield Road

Altitude (metres)

Wakefield Road

PEOPLE’S CHOICE CLASSIC – PROFILE (1 LAP)

0 0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.8

1.6

2.0

2.2

2.3

Distance (kilometres)

DISTANCE START TUESDAY DISTANCE UNLEY START TUESDAY 145KM 17 JANUARY 17 JANUARY 145KM 10:30AM UNLEY 10:30AM

Hydration Station

FINISH

FINISH LYNDOCH

LYNDOCH 2:27PM APPROX 2:27PM APPROX

2017

STAGE NAMING RIGHTS SPONSOR

2 Subaru King of the Mountain Kersbrook Road, Humbug Scrub 38.6km

Subaru King of the Mountain

Hydration Station

iiNet Sprint

Race Neutral

Hydration Station

iiNet Sprint

Station Barossa Valley Way, Lyndoch 92.0km

Race Finish Race Neutral

Subaru King of the Mountain

145km

Hydration Station Barossa Valley Way, Lyndoch 92.0km Hydration

Valley

HOST COUNCILS

LYNDOCH 145km LYNDOCH

Sandy Creek Cockatoo Valley Cockatoo

5km Race Finish

TOURDOWNUNDER.COM.AU

Sandy Creek

5km

iiNet Sprint x3 Williamstown Road, Cockatoo Valley Sprint #1 74.3km iiNet Sprint Sprint #2 100.8km

Williamstown x4

Williamstown Road, Cockatoo Valley Sprint #1 74.3km 100.8km

Williamstown

One Tree Sprint Hill #2

One Tree Hill M2

Adelaide

Mawson Lakes

Subaru King of the Mountain Kersbrook Road, Humbug Scrub 38.6km

Kersbrook

Subaru King of the Mountain Kersbrook Road, Humbug Scrub 38.6km

UNLEY

Kersbrook Regency Park Mawson Lakes

HOSTWORKS STAGE 1 – PROFILE

500

Regency ParkAdelaide

140

UNLEY

HOSTWORKS STAGE 1 – FINAL 3KM PROFILE

Distance (kilometres)

100

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

Lyndoch

Kersbrook

Humbug Scrub

Mawson Lakes

One Tree Hill

120

140

HOSTWORKS STAGE 1 – FINAL 3KM PROFILE

HOSTWORKS STAGE 1 – PROFILE

200 195

500

190

185

300

180 175

200

3.0

2.8

2.6

2.4

2.2

2.0

1.8

1.6

1.4

1.2

1.0

0.8

0.6

0.4

0.2

39 yndoch

400

100

UNLEY 20

illiamstown

0.2

ockatoo Valley

0.4

andy Creek

0.6

yndoch

0.8

illiamstown

1.0

ockatoo Valley

1.2

andy Creek

1.4

yndoch

1.6

Distance (kilometres)

illiamstown

1.8

ersbrook

2.0

umbug Scrub

2.2

Adelaide

ne Tree Hill

2.4

Altitude (metres) egency Park

2.6

nley

2.8

100

Altitude (metres)

3.0

200

Regency Park

Altitude (metres)

185

180 175

HOSTWORKS STAGE 1 – PROFILE

500 400 300 Unley

190

awson Lakes

200 195

ockatoo Valley

120

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

100

andy Creek

yndoch

Distance (kilometres)

Williamstown

Lyndoch

Williamstown

Cockatoo Valley

Sandy Creek

Lyndoch

Williamstown

Kersbrook

illiamstown

Humbug Scrub

100

One Tree Hill

200

Mawson Lakes

300

Regency Park

400

Unley

Altitude (metres)

Sydney Canberra

Distance (kilometres)

2017

Sprint One Treetown Hill as the corresponding S iiNet There’s a different start but the same finishing stage in 2016. While Unley has hosted plenty of stage starts over the years, the riders have invariably headed south. This year they’ll head north along King William Road, passing theMTour Village in Victoria Square under race neutral before opening Kersbrook the throttle at Regency Park. It’s then full gas to Mawson Lakes the Barossa Valley for a finish likely to see a sprinter pulling on the first Regency Park Ochre Jersey for 2017.

Altitude (metres)

Adelaide

Wakefield Road

Hutt Street

Perth

1.0

Brisbane

SOUTH AUSTRALIA

VICTORIA PARK RACECOURSE

EAST TERRACE

Bartels Road

Dequetteville Terrace

Altitude (metres)

Wakefield Road

Sydney Canberra Melbourne

PEOPLE’S CHOICE CLASSIC – PROFILE (1 LAP)

1km30to the Adelaide 20 City Council Tour10Village

Brisbane

SOUTH AUSTRALIA

VICTORIA PARK Prime #1 RACECOURSE Lap 5 Prime #2 Lap 10 Prime #3 Lap 15 Prime #4 Lap 20

HOSTWORKS STAGE 1

iiNet Sprint Williamstown Road, Cockatoo Valley Sprint #1 74.3km Sprint #2 100.8km

TUESDAY 17 JANUARY, 11AM, 145KM M

Cairns

HOSTWORKS STAGE 1

STAGE 1 – UNLEY TO LYNDOCH S

Darwin

LYNDOCH 145km

HOST COUNCILS

Race Neutral

EAST TERRACE

HUTT STREET

Sandy Creek

5km

1km to the Adelaide City Council Tour Village

2017

STAGE NAMING RIGHTS SPONSOR

ADELAIDE CBD

50 P CBD ADELAIDE 40

HOSTWORKS STAGE 1

HOST COUNCIL

22 laps x 2.3km CIRCUIT: 50.6km WAKEFIELD STREET

WAKEFIELD STREET

Opening night had become something of a German sprinting exhibition in recent times, until Caleb Ewan popped up in 2016 to salute in his all-white Australian crit champion skinsuit. 2017 sees a new circuit on the eastern edge DISTANCE START FINISH TUESDAY the Adelaide CBD, taking in Wakefield Street, Dequetteville Terrace, Bartels 17of JANUARY 145KM UNLEY LYNDOCH Road and Hutt Street. Expect10:30AM big crowds, fast racing and nervous riders. APPROX 2:27PM TOURDOWNUNDER.COM.AU Word is one of the best spots to watch will be the Bartels Road overpass, which will already be in place ahead of the Clipsal 500.

HOST COUNCIL

PARK 15

FLINDERS STREET

SUNDAY 15 JANUARY, 7:15PM, 50.6 KM

Race Finish Primes

STAGE NAMING RIGHTS SPONSOR

BARTELS ROAD

FLINDERS STREET

Primes

RYMILL PARK

PIRIE STREET

100m

STAGE NAMING RIGHTS SPONSOR

PIRIE STREET

Race Finish

RYMILL PARK

ANGAS STREET

100m

0 DE

PEOPLE’S CHOICE CLASSIC – EAST END, ADELAIDE

RUNDLE ROAD

ANGAS STREET

TOURDOWNUNDER.COM.AU

TOURDOWNUNDER.COM.AU *Time subject to change due to television broadcast

*Time subject to change due to television broadcast

WEDNESDAY 18 JANUARY

DISTANCE

START

148.5KM

2017

FINISH

STIRLING 10:45AM

PARACOMBE 2:29PM APPROX

TOURDOWNUNDER.COM.AU

Tour Down Under Preview

PARACOMBE 148.5km

Subaru King of the Mountain Torrens Hill Road, Paracombe 148.1km

Athelstone

STAGING CONNECTIONS STAGE 2

STAGE 2 – STIRLING TO PARACOMBE

STAGING CONNECTIONS STAGE 2

WEDNESDAY 18 JANUARY, 148.5KM Magill

This is the second time in three Norton Summit years Paracombe has featured Ashton in a stage finish. However unlike 2015 the bulk of the day’s racing will take place to the south-west. Uraidla While Stirling is no stranger to stage Summertown finishes this will be the town’s first start for almost a decade. HostilitiesPiccadilly Crafers will begin with five laps of a starting STIRLING F circuit featuring Aldgate, Mylor, 0 3km Aldgate Bradbury and Heathfield before riders head north for theHeathfield descent Race Finish of Norton Summit Road en route to Paracombe where the punchy Race Neutral KOM on S Mylor Torrens Hill Road comes just 400 metres from the finishing This Subaru King of theclimb Mountain M line. caught many riders out in 2015, so expect plenty of tension theStation peloton as Hydration F in the final climbs looms. S iiNet Sprint Bradbury

DISTANCE START WEDNESDAY DISTANCE START WEDNESDAY 18 JANUARY 148.5KM STIRLING 18 JANUARY 148.5KM 10:45AM STIRLING 10:45AM

FINISH

PARACOMBE

FINISH

PARACOMBE APPROX 2:29PM APPROX 2:29PM

2017

TOURDOWNUNDER.COM.AU

STAGE NAMING RIGHTS SPONSOR

PARACOMBE

Subaru King of the Mountain Torrens Hill Road, King of the Subaru Paracombe 148.1km Torrens Hill Road,

PARACOMBE 148.5km 148.5km

Athelstone

Athelstone Magill

Hydration Station Mt Barker Road, Stirling 62.9km

Magill

Norton Summit

Race Finish

THURSDAY 19 JANUARY, 144KM Race Neutral

Subaru King of the Mountain

Today’s start and finish locations Old Noarlunga S iiNet Sprint are well-known to riders and fans alike, both having featured regularly in recent editions of the race. However in a significant change Aldinga organisers have introduced a new M 13km finishing circuit which riders Sellicks Hill will negotiate four times before the finale plays out on the Esplanade Myponga at Victor Harbor. Winds could be S factor today as much of the stage is spent on or near the western coastline of the Fleurieu Peninsula Yankalilla before the riders head eastwards at Yankalilla towards Victor Harbor itself. While theValley route was completely different twelve Inman months ago, it’s worth noting Simon Gerrans won here in 2016 in what turned out to be the pivotal moment of the entire tour. S Hydration Station

420

380

Distance (kilometres)

Race Finish Race Neutral

100

Hydration Station Athelstone

Magill

S 120

110

Paracombe

Subaru King of the Mountain

Uraidla Summerton Ashton

iiNet Sprint 130

140

150

STAGING CONNECTIONS STAGE 2 – FINAL 3KM PROFILE

380

STAGE 3

2017

3.0

100

120

Paracombe

0.5

110

Athelstone

1.0

Distance (kilometres)

Magill

1.5

Distance (kilometres)

Uraidla Summerton Ashton

2.0

Stirling Heathfield

2.5

Mylor

3.0

Bradbury

260

Norton Summit

340 300

130

140

150

STAGING CONNECTIONS STAGE 2 – FINAL 3KM PROFILE

DISTANCE START THURSDAY 340 DISTANCE GLENELG START 19 JANUARY 300 THURSDAY 144KM 19 JANUARY 144KM GLENELG 11:00AM 260 11:00AM 2017

Stirling Heathfield

Mylor

Bradbury

Heathfield

Stirling

Bradbury

Mylor

Stirling Heathfield

Mylor

Bradbury

Mylor

3km

STAGING CONNECTIONS STAGE 2 – PROFILE

420

STAGE 3

STAGE 3 – GLENELG TO VICTOR HARBOR M

100

9km

50 Bradbury

Heathfield

Marion

600 500 400 300 200

Stirling

GLENELG

Altitude (metres)

Mylor

0.5

Bradbury

1.0

Mylor

1.5

Distance (kilometres)

100

Bradbury

2.0

TOURDOWNUNDER.COM.AU

600 500 400 300 200

Stirling Heathfield

2.5

VICTOR HARBOR 2:51PM APPROX

Altitude (metres)

3.0

FINISH

GLENELG 11:00AM

iiNet Sprint

iiNet Sprint CONNECTIONS STAGE 2 – PROFILE LongwoodSTAGING Road, Heathfield Sprint #1 23.7km Sprint #2 65.9km

Mylor

144KM

260

Hydration Station

Norton Summit

HeathfieldBradbury

Bradbury

START

Subaru King of the Mountain

Altitude (metres)

DISTANCE

Aldgate

150

Stirling Crafers Piccadilly

140

Stirling Crafers Piccadilly

130

Mylor

120

Paracombe

Athelstone

Magill

Norton Summit

Uraidla Summerton Ashton

110

Bradbury

100

Race Neutral

Mylor

Distance (kilometres)

Stirling Crafers Piccadilly

Mylor

Hydration Station Mt Barker Road, Mylor Stirling 62.9km

iiNet Sprint Longwood Road, Heathfield Sprint #1 23.7km Sprint #2 65.9km

3km

Race Finish

Bradbury

Stirling Heathfield

Mylor

Bradbury

Heathfield

Mylor

Bradbury

Stirling

Altitude (metres)

2017

STAGING CONNECTIONS STAGE 2 – FINAL 3KM PROFILE

420

THURSDAY 340 19 JANUARY 300

0 x5

Bradbury

STAGE 3 380

Stirling Heathfield

Mylor

Piccadilly

Crafers Heathfield STIRLING S

HOST COUNCIL

Hydration Station Mt Barker Road, Stirling 62.9km

Aldgate

Stirling Heathfield

Bradbury

Stirling Heathfield

Mylor

Altitude (metres)

Bradbury

Uraidla Piccadilly

Crafers

Summertown STIRLING

STAGING CONNECTIONS STAGE 2 – PROFILE

HOST COUNCIL

Summertown

100

STAGE NAMING RIGHTS SPONSOR

Ashton Uraidla

iiNet Sprint Longwood Road, Heathfield Sprint #1 23.7km Sprint #2 65.9km

500 400 300 200

STAGE NAMING RIGHTS SPONSOR

Ashton

600

Mountain

Paracombe 148.1km

HOST COUNCIL

2.5

2.0

FINISH

FINISH VICTOR 1.5

HARBOR

VICTOR APPROX 2:51PMHARBOR 2:51PM APPROX1.0

TOURDOWNUNDER.COM.AU

TOURDOWNUNDER.COM.AU 0.5

Distance (kilometres)

HOST COUNCILS

GLENELG

Marion 0

2 Subaru King of the Mountain Main South Road, Sellicks Hill 43.3km

Race Finish

Hydration Station

iiNet Sprint

Hydration Station

iiNet Sprint

Old Noarlunga

HOST COUNCILS

Old Noarlunga Aldinga

HOST COUNCILS

Hydration Station The Esplanade, Victor Harbor 92.3km

Sellicks Hill

Victor Harbor

140

Yankalilla

STAGE 3 – FINAL 3KM PROFILE

Hydration Station The Esplanade, Victor Harbor 92.3km

100

x4 110

120

Victor Harbor

VICTOR HARBOR 70 80 90 Distance (kilometres) 144km

Victor Harbor

iiNet Sprint #2 Inman Valley Road, Inman Valley 73.1km

Victor Harbor

Hydration Station The130 Esplanade, 140 Victor Harbor 92.3km

STAGE 3 – FINAL 3KM PROFILE

STAGE 3 – PROFILE

10 8 6

4 2

3.0

2.5

2.0

1.5

1.0

0.5

tor Harbor

40 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

240 200 160 120 80

VICTOR HARBOR 144km

tor Harbor

0.5

iiNet Sprint #1 Main South Road, x4 Myponga 46.6km

tor Harbor

1.0

Altitude (metres)

1.5

Distance (kilometres)

rion

2.0

ltitude (metres)

2.5

nelg

3.0

Inman STAGE Valley 3 – PROFILE Old Noarlunga

4 2

240 200 160 120 80 40

Marion

Noarlunga

Altitude (metres)

Glenelg

iiNet Sprint #2 Inman Valley Road, Inman Valley 73.1km

Victor Harbor

130

tor Harbor

120

Victor Harbor

110

Victor Harbor

100

Main South Road, Sellicks Hill 43.3km

iiNet Sprint #1 Main South Road, Myponga 46.6km

tor Harbor

Inman Valley

Myponga

Distance (kilometres)

Sellicks Hill

Myponga 2 Subaru King of the Mountain

Myponga Inman Valley

ponga

Victor Harbor

Inman Valley

Myponga

Sellicks Hill

Aldinga

Subaru King of the Mountain Main South Road, Sellicks Hill 43.3km

Aldinga

an Valley

VICTOR HARBOR 144km

licks Hill

Sellicks Hill

inga

Aldinga

Old Noarlunga

Marion

Altitude (metres)

Subaru King of the Mountain

Yankalilla

Altitude (metres)

Race Neutral

STAGE 3 – PROFILE

Glenelg

240 200 160 120 80 40

9km Race Finish Race Neutral

iiNet Sprint #1 Main South Road, Myponga 46.6km

iiNet Sprint #2 Inman Valley Road, Inman Valley 73.1km

Marion

9km

BUPA STAGE 4 FRIDAY 20 JANUARY 2017

DISTANCE

START

149.5KM

FINISH

NORWOOD 11:30AM

CAMPBELLTOWN 3:30PM APPROX

TOURDOWNUNDER.COM.AU

Williamstown 10km

STAGE 4 – NORWOOD TO CAMPBELLTOWN (BUPA CHALLENGE) F Race Finish

Race Neutral

Hydration Station Mt Pleasant to Keyneton Road, Springton 82.6km

FRIDAY 20 JANUARY, 149.5KM

2017

iiNet Sprint #2 Main Street, Mount Pleasant 90.6km

S Stage 4 is always a big day at the Kersbrook Mount Santos Tour Down Under. 2017 Pleasant Forreston looms to be bigger than ever with Gumeracha Houghton both the start and finish held in Birdwood Tungkillo Inglewood Chain of Ponds the Adelaide metro area for the Cudlee Creek S first time, a decision sure to make Paradise logistics considerably easier for Mount Torrens participants in the annual BUPA CAMPBELLTOWN 149.5km Challenge. As was the case with Lobethal Charleston Stage 3, today sees the return NORWOOD of two familiar start and finish locations. However rather than heading up Corkscrew Road before plunging down towards Campbelltown via the recently flood-damaged-but-now-repaired Montacute Road, riders will instead travel the full length of Gorge Road – thus saving everyone’s legs from the burn of one of Australian cycling’s most searching climbs.

10km Race Neutral

Subaru King of the Mountain

Hydration Station

iiNet Sprint

Subaru King of the Mountain

Hydration Station

iiNet Sprint

110

Campbelltown

Cudlee Creek

Lobethal

Charleston

Mount Torrens

Tungkillo

100

120

130

140

150

Lobethal

STAGE NAMING RIGHTS SPONSOR

BUPA STAGE 4 – FINAL 3KM PROFILE

Distance (kilometres)

100

110

Campbelltown

Mount Crawford

Mount Pleasant

Forreston Gumeracha

Kersbrook

Chain of Ponds

Haughton Inglewood

Birdwood

120

130

140

150

BUPA STAGE 4 – FINAL 3KM PROFILE

3.0

2.5

2.0

1.5

Distance (kilometres)

1.0

0.5

mpbelltown

BUPA STAGE 4 – PROFILE

dlee Creek

200

unt Crawford

300

unt Pleasant

400

130 125 120 115 110 105 100

dwood

500

Paradise

100

ain of Ponds

200

rsbrook

0.5

300

rreston meracha

1.0

HOST COUNCILS

400

ughton lewood

1.5

Distance (kilometres)

radise Altitude (metres)

2.0

ltitude (metres)

2.5

500

Norwood

Altitude (metres)

BUPA STAGE 4 – PROFILE

rwood

3.0

Charleston HOST COUNCILS

NORWOOD

Cudlee Creek

Distance (kilometres)

STAGE NAMING RIGHTS SPONSOR

Mount Torrens

CAMPBELLTOWN 149.5km

Lobethal

Tungkillo

Charleston

bethal

Birdwood

Mount iiNet Sprint Torrens #1 Shannon Street, Birdwood 37.5km

Charleston

Lobethal

NORWOOD

Mount Pleasant

Springton

Mount Crawford

Mount Pleasant

Chain of Ponds Cudlee Creek

CAMPBELLTOWN 149.5km

Tungkillo

Birdwood 37.5km

Gumeracha

Houghton

Mount Pleasant

Birdwood

iiNet Sprint #1 Forreston S Shannon Street,

arleston

Kersbrook

Chain of Ponds Cudlee Creek

Mount Torrens

Birdwood

Forreston Gumeracha

Kersbrook

Chain of Ponds

Haughton Inglewood

Paradise

Norwood

Altitude (metres) Altitude (metres)

130 125 120 115 110 105 100

Mount Pleasant

Inglewood

500

iiNet Sprint #2 Main Street, Mount Pleasant 90.6km

Hydration Station Mt Pleasant to Keyneton Road, Springton 82.6km

Subaru King of the Mountain Kersbrook Checker Hill Road, iiNet Sprint #2 near Kersbrook 25.1km Forreston Main Street, Mount Pleasant 90.6km Gumeracha

Inglewood Paradise

Subaru King of the Mountain Checker Hill Road, near Kersbrook 25.1km

Houghton

Paradise

Springton

Hydration Station Mt Pleasant to Keyneton Road, Springton 82.6km

Race Neutral

BUPA STAGE 4 – PROFILE

100

Springton

Race Finish

HOST COUNCILS

200

TOURDOWNUNDER.COM.AU

Williamstown

10km

STAGE NAMING RIGHTS SPONSOR

300

CAMPBELLTOWN

CAMPBELLTOWN APPROX 3:30PM APPROX 3:30PM

Williamstown 0

iiNet Sprint #1 Shannon Street, Birdwood 37.5km

400

FINISH

unt Torrens

iiNet Sprint

Subaru King of the Mountain Checker Hill Road, near Kersbrook 25.1km

START

DISTANCE START 149.5KM NORWOOD 149.5KM 11:30AM NORWOOD 11:30AM

Tungkillo

DISTANCE

20 JANUARY

2017

Mount Pleasant

Hydration Station

unt Pleasant

BUPA STAGE 4

FRIDAY FRIDAY 20 JANUARY

ngkillo

Subaru King of the Mountain

BUPA STAGE 4

Springton

rington

SATURDAY 21 JANUARY

DISTANCE

START

151.5KM

2017

FINISH

McLAREN VALE 11:10AM

WILLUNGA HILL 3:02PM APPROX

TOURDOWNUNDER.COM.AU

Tour Down Under Preview

STAGE NAMING RIGHTS SPONSOR

2km

HOST COUNCIL

STAGE 5 – MCLAREN VALE TO WILLUNGA HILL McLAREN VALE

Race Finish

SATURDAY 21 JANUARY, 151.5 KM Race Neutral

Subaru King of the Mountain

DISTANCE SATURDAY DISTANCESTART START SATURDAY

Tatachilla Rd

South Road

BIKEEXCHANGE BIKEEXCHANGESTAGE STAGE 55 FINISH FINISH

McMurtrie Rd F Hydration Station 21 JANUARY 151.5KM WILLUNGA HILL 21 JANUARY 151.5KM McLAREN McLARENVALE VALE WILLUNGA HILL You know the drill. Saturday at the 11:10AM 3:02PM 11:10AM 3:02PM APPROX TOURDOWNUNDER.COM.AU TOURDOWNUNDER.COM.AU S iiNet Sprint x1 P en Santos Tour Down Under means nys x5 Hil lR hordes of roadside fans, heaving d x3 hospitality tents, epic racing and, of x1 Port Willunga course, the iconic hilltop finish on M 0 1 2km F Willunga Hill. x3 The Queen Stage begins Aldinga 0 1 2km McLAREN VALE Snapper Point on the buzzing main street of McLaren Willunga Rd a Alding x3 McLAREN VALE x3 Aldinga x2 Race Finish Vale and initially sees riders completex3 Beach M Tatachilla Rd Race Neutral S three clockwise circuits taking in local McMurtrie Rd F x3 S of the Mountain x1 M Subaru King wineries and the picturesque beachfront at Aldinga and Snapper Point. On Pe Tatachilla Rd nn Adelaide ys WILLUNGA HILL x5 Hil McMurtrie Rd F Hydration Station lR their fourth visit to Willunga township the riders will then be sent 151.5km 151.5 through the d x3 x3 S iiNet Sprint x1 inflatable KOM kite for the first time, as the race reaches its annual zenith x1 P e n Norman Rd nys Port Willunga x5 M Hil with two ascents of Willunga Hill (3km @ 7.6%). Richie Porte will be aiming lR d F x3 x3 Aldinga for his fourth consecutive victory here. While he has every chance of winning Snapper Point x1 Willunga Aldinga Rd this battle once again, a far bigger question remains: can he finally win the Aldinga x3 x2 Port Willunga x3 M Beach S overall GC war? F Main Rd

2017

APPROX

STAGE NAMING RIGHTS SPONSOR

HOST COUNCIL

Race Neutral

Normanville

0.5

Aldinga

2.5

110

Rd Willunga Hill

Willunga

Alexandrina

Willunga Hill

Port Willunga

Snapper Point

Goolwa 90 100 Victor Harbor

120

130

140

F 1.5

Distance (kilometres)

S 1

100

M 0.5

110

120

M 0

130

140

BIKEEXCHANGE STAGE 5 – FINAL 3KM PROFILE

400 Altitude (metres)

McLaren Vale

Yankalilla

Distance (kilometres)

100 Port Willunga

Altitude (metres)

200

Aldinga

100

BIKEEXCHANGE STAGE 5 – PROFILE

300

McLaren Vale

Altitude (metres)

200

BIKEEXCHANGE STAGE 5 – FINAL 3KM PROFILE

400

300

Normanville 40

Aldinga

100

Willunga Hill

Distance (kilometres)

Strathalbyn S

Willunga

1.5

Willunga F

Mt Compass Myponga

Willunga Hill

Port Willunga S Sellicks Beach

Port Willunga

2.5

Mt Barker McLaren Vale

Port Willunga

100

WILLUNGA HILL 151.5km 151.5km

Alexandrina

Meadows BIKEEXCHANGE STAGE 5 – PROFILE

300 200

Adelaide

Yankalilla Glenelg

Victor Harbor

Aldinga

Altitude (metres)

200

Strathalbyn

Mt Compass Myponga

Aldgate GoolwaHahndorf

Norman Rd

300

Meadows

Willunga

BIKEEXCHANGE STAGE 5 – FINAL 3KM PROFILE

Sellicks Beach

WILLUNGA HILL 151.5km 151.5km

Willunga

140

McLaren Vale

Aldinga

130

Adelaide

Willunga Aldgate Hahndorf Mt Barker

Port Willunga

Snapper Point

120

Willunga Hill

Willunga

110

iiNet Sprint Esplanade, Snapper Point Sprint #1 63.4km Sprint #2 103.4km

Port Willunga

100

Port Willunga

Snapper Point

Willunga

Aldinga

Distance (kilometres)

Norman Rd

McLaren Vale

Aldinga

Port Willunga

Aldinga

Port Willunga

400 Altitude (metres)

McLaren Vale

Port Willunga

Glenelg

Aldinga Rd

x3 x3

McLaren Vale

Aldinga Beach Esplanade

Aldinga

100

Snapper Point

S McLaren Vale

Altitude (metres)

BIKEEXCHANGE STAGE 5 – PROFILE

Aldinga

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0 50 100m Adelaide For a third successive Zoo of Adelaide year,CityGolf final stage hostilities Race Finish Links M will take place on Sunday M afternoon around the scenic F S 4.5km street circuit just to the north of the Adelaide CBD. The start/finish line Elder Park is on King William Road, S not far from the Adelaide Oval, and20the laps xsurrounding 4.5km CIRCUIT: 90km F parklands will provide ample opportunities for fans to catch multiple glimpses of the peloton. As always it’s sure to deliver a wonderful spectacle. But as has also become tradition it’s unlikely to have any meaningful influence on the overall result. Barring a major script change, Light an early breakSq.will be allowed to scoop up the final time bonuses, while the catch will come in theADELAIDE closing laps culminating in an inevitable bunch sprint. CBD Still, a World Tour stage win is a World Tour stage win, and after the pain and suffering of Willunga Hill, plenty of fast men will be keen to have their Adelaide moment in the South Australian sun. N TC

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44 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

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Destination l Laos!

BY STEVE THOMAS IMAGES BY STEVE THOMAS

SUNDOWN ride around the dirt roads and villages near Luang Namtha.

46 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

GREEN TRIANGLE GRIND

HEAD TO THE FAR NORTHERN TIP OF LAOS AND YOU’LL FIND YOURSELF IN ONE OF THE LAST REMAINING TRULY WILD AND WONDERFUL FRONTIERS OF SOUTHEAST ASIA, AND SOME EPIC RIDING TOO.

OLLED OUT IN DEEP

green and so warmly glazed by the fading evening sun, the rice fields and distant rippled mountains of the northernmost corner of Laos unfold in all their glory. There was little more than the odd farmer’s tractor to diminish the solace of the wide and open road that stretched out sweetly before me. The annual rainy season was in mid-flow, and so I had been a little cautious when choosing to make a road trip to the area at this time of year, as you can on occasion find it hard to string together enough dry hours in a day to make riding fun. This time around I was lucky again. This was my sixth visit to the area, and half of those trips had been made in rainy season, but I’d rarely suffered anything more than a short 20 minute drenching. My choice of season had partly been made out of practicality, but more so because this is by far the best time to see the true colours and beauty of this place, which is often termed the ‘Green Triangle’, due to its borders with the deep eastern fringes of Myanmar and China’s south eastern Yunnan province, plus its close proximity to the Infamous Golden Triangle,

which is less than 200km away. Luang Namtha is the major town in the region, a small, charming and sleepy place which sits just a few hours off the main Mekong slow boat tourist trail to Luang Prabang, the ancient capital of Laos, and one of the most fascinating places in all of Indochina. This relatively remote, yet easily accessible location means that the area receives just a handful of more adventurous tourists, and so has not reaped the financial rewards of Luang Prabang, and has not been soiled in the process. It is a wild and down to earth place, more like the Laos of past myth than that of modern legend. That said, the region is changing rapidly. Chinese agribusiness has leased huge areas of native lands from local farmers, with bananas being their prime crop. Sadly they have also cut the locals from the economic chain too, and send produce directly back to processing plants in Yunnan, on recently upgraded, Chinese funded roads. On the upside, the roads are now in better shape, making long haul riding much easier than it was just a few years back, and the core and numerous tribal

communities that inhabit the highland border regions are still carrying on life much as they have done for decades; although that will undoubtedly change. So don’t leave it too long to visit northern Laos. I was running on relatively limited time, just a week in all, and had decided to concentrate my riding and exploration to the far north of the area rather than riding the whole hog from the Thai border and then on to Luang Prabang; that ground I have covered in the recent past. This focussed approach also allowed me to move fast and light, and ride off-road a whole lot more, which is the best thing about this area, as you can hit the maze of dirt roads that link together ethnic tribal communities that characterise the area, and there are more such diverse groups in this area than almost anywhere else in Asia (an estimated 20 groups) – most having made their homes after fleeing wars and persecution in the immediate area. The region has a torrid history, and suffered deeply during the ‘secret war’ that the US waged in the area, which was truly astonishing, and also not so

long ago. After hopping a local bus ride to Luang Namtha I’d taken a couple of days to wind my way around the local villages, mostly on these dirt roads and rough trails, although since visiting a year and a half earlier many of them had evolved into surfaced routes, but still there was virtually zero traffic to contend with. Within minutes of pedalling you’ll find yourself rumbling along ragged dirt trails and kicking up dust as you pass through tiny bamboo and wooden stilted settlements; it really is like riding through the pages of an old Nat Geo magazine. Barefoot children with catapults and makeshift fishing poles head out to learn old-time hunting methods, while deeply blue clothed ladies with banded ankles and babies strapped to their backs can be seen weaving cloth and carrying man sized bundles of firewood on their heads. In one village I stopped for a while to watch the village writer at work – and there can’t be that many places left in the world where you can find such things in real life situation and yet so close to the comforts of a bed and Wi-Fi.

48 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

FRINGE FORAY Not being at the peak of my condition, I had bounced a psychological tennis ball around in my head for a few days before finally deciding to brave the 60-km ride from Luang Namtha northwards to the small and extremely tribal rich village of Muang Sing. Now, 60-km, doesn’t sound like much, but having ridden this rough and twisted road before I can tell you that it feels more like double that, and with your brakes on – and in both directions. On my previous visit I’d tackled it in the opposite direction – the slightly easier north-south option – although that still includes around 30km of continual climbing. There had been a freak cold spell, and temperatures were just above freezing, an extreme rarity in the area. I’d set off into the morning mist wearing all of the clothes I had, plus hat and gloves purchased from the morning market. It was one tough ride, and really did give me cause to tremble some at the thought of riding it from the even tougher south side. There’s no doubting that the scenery is amazing, and when you’re grovelling uphill for 30km you definitely get plenty of chance

Destination l Laos!

[[ Thereâ&#x20AC;&#x2122;s no doubting that the scenery is amazing, and when youâ&#x20AC;&#x2122;re grovelling uphill for 30km you definitely get plenty of chance to take it all in. ]]

TOP LEFT: Smashing through a ford between villages, where I was joined by local kids a few minutes later. ABOVE: Magical sunset over the ride fields and mountains. LEFT: Deserted roads south of Luang Namtha. 49

Destination l Laos!

to take it all in. There’s a distinct epic feel to this road, and your mind does tend to wander as you struggle through remote villages where old ladies and small children smoke pipes, and where young children jump from the bushes to try and sell you their freshly trapped squirrels and other rodents. Sure enough the ride is great, but throw in such diverse experiences and no matter how you view it at the time; it is one that you will never forget. Nearing the last quarter of the climb the road twists through the jungle. By this point I’d been grinding my bottom gear for what seemed like an eternity, and taking five every now and then to make sense of it. The ride was every bit as tough as I’d feared, and at times I did debate turning around and rolling back to town, but I couldn’t face the inevitable selfdisappointment I’d feel as soon as I did. The rain set in around 10 minutes before the summit, and by the time I hit the descent it was torrential, but with blue skies on the horizon I hit the drop flat out, racing the storm out of sight after about 20-minutes or so. Apart from the profusion of blue Chinese license plates, a huge Chinese hotel and a couple of makeshift dens of iniquity, little had changed in Muang Sing since I first visited eight years ago. It’s still a place that has almost nothing, and yet is filthy rich with reality and culture. One main street, plus a cluster of grid based broken roads makes up the town. It sits on a high plateau and is surrounded by green mountains in every direction. There are many dirt roads winding their way around this isolated high ground, and they all link together the profusion of tribal communities that found refuge here. Facilities are light on the ground, and there’s little or nothing to do after dark

in Muang Sing, but the daylight hours burst at the seams with adventure of the cultural kind. Hit the dirt, with the mountains on either side it’s easy to keep a sense of direction. With just half a day or so of winding your way around the plateau you’ll encounter a dozen or so ethnic villages and different tribal communities, but you’ll never be more than 40 minute’s ride from town. It really is a tribal kaleidoscope. If you want to toughen things up then keep on riding; there are climbs right up to the Burmese and Chinese borders – but; of course you cannot cross them, so be sure not to stray too far. For me, I’d had my fill, for the time being.

After a couple of days I turned tail and rode back down to Luang Namtha, squeezed out another day of rumbling around the local dirt trails, and then reluctantly headed back to the Thai border, vowing to return very soon for an extended tour of this glorious and wild corner of our planet.

WHEN TO RIDE The prime season for riding in northern Laos is from late September-early February; the dry winter season. At times it can get cold at nights during January, but it rarely rains. Mid February to mid May is best avoided. This is the annual burning season, and the air quality is abysmal. Rainy season is between June-September. At this time the colours are at their most vibrant, but it can be hit and miss – so budget on a couple of rained out days, but if travelling at this time it will be worth it.

ROUTES AND RIDES

TOP: Novice monks on a bike in Muang Sing, in many buddhist country they are not permitted to ride bikes.

50 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

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RIGHT: Strange produce on offer at Muang Sing morning market.

This region is just made for lightweight bike packing adventures. Most overland travellers, and cyclists, tend to hop the slow boat down the Mekong from Houei Xai-Luang Prabang, and then continue on to Vientiane. As pleasant as this may be, they really do miss out on the best of Laos. Recently there has been something of a hushed up resurgence in serious bandit related incidents on the road between Luang Prabang and Vang Vieng, so that really is best done by bus, or even avoided PAGE 52 all together.

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Destination l Laos! There's superb dirt trails all through the hills here, although they often come to dead ends, and are not mapped.

[[ ...just half a day or so of winding your way around the plateau you’ll encounter a dozen or so different tribal communities... ]] The road from Houei Xai/Chiang Khong is one tough and amazing 200km ride. The best way to break it up is with an overnight or two in Vieng Phouka (120km from Houei Xai). There are a couple of basic resorts here, and some nice dirt roads to explore too. From Luang Namtha and Muang Sing there are some interesting road and dirt options, for circular and place-to-place rides. Route 13 from Luang Namtha-Udom Xai is a logical step on-road tour, followed by a very mountainous and rough ride over to Pak Mong (basic accommodation here) and a diversion up to Nong Kiew (good accommodation and great scenery). From there it’s a long day ride to Luang Prabang.

LOGISTICS There are several direct flights to Vientiane, and also Laos Aviation connections to Luang Namtha; but this is not the best option when travelling with a bike (it’s expensive and baggage is limited). A wise option is to fly to Chiang Rai in Thailand (via Bangkok) and then take a local bus to Chiang Khong/Friendship Bridge and border.

Cross the border here (bikes and passengers must use the shuttle bus across the bridge). If you are travelling fully by bike simply start riding here (as long as you’re early), otherwise take a tuk-tuk to the local bus station and then on to Luang Namtha (easy, not so comfortable, bikes on the roof; busses stop running at around 1pm). If you do not want to carry luggage it can be sent on mini vans or local busses between bus stations (In Laos bus stations are usually about five kilometres out of town). The same transport system can be applied right through to Luang Prabang. From Luang Prabang there are reasonable air connections to Bangkok and elsewhere (including Air Asia). Alternatively take the two day slow boat trip back up river to Houei Xai to complete the loop.

PRACTICALITIES Most nationalities can obtain visas on arrival in Laos (and in Thailand). In Laos these cost around US$30-$35, and you will need a passport photo. It is wise to carry US$ to avoid extortionate exchange charges.

52 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

ATM’s are found all over Laos, but not all work with foreign cards, and withdrawals are limited to small amounts, so have some cash to hand. There are plenty of rooming options in major towns – you can often book online in advance, but I strongly recommend booking on arrival, as I have been charged double the rack rate through booking agencies for Laos. Costs are comparatively low, but around 20% more than in Thailand. A reasonable but basic en-suite room will cost between AU$12-$30. Hospitals and medical facilities are very basic in Laos; be sure to have travel insurance and carry any prescription medication you may need. Many passing foreigners like to eat at the local markets in Laos, and many then also get food poisoning – you do need to watch what you eat here. In Muang Sing be sure to get up before dawn and visit the local market; you will see some very colourful sights and people too.

BIKES Roads and surfaces can vary a lot with the seasons, and potholes are regular fare. Regular road bikes with 25-28mm tyres are fine, but if you have a cross or gravel bike then it would be better for the rough stuff. Be sure to carry spare tubes, a tyre and tools – there are no decent bike shops in the area.

Bolle_Eyewear

Gravel Bike Versatility BY JOHN HARDWICK

TESTING THE BOUNDARIES

IS THE GRAVEL BIKE JUST ANOTHER FAD, OR ARE THEY POTENTIALLY THE MOST VERSATILE BREED OF BIKE OUT THERE? WE TOOK A NORCO SEARCH AND SET ABOUT MODIFYING IT TO SEE HOW FAR WE COULD TAKE IT—BOTH ON-ROAD AND OFF…

54 BICYCLING AUSTRALIA JANUARY • FEBRUARY 2017 WWW.BICYCLINGAUSTRALIA.COM.AU

IFE USED TO BE SIMPLE.

We had road bikes, CX, track and touring bikes, oh and mountain bikes too—easy! Fast forward a decade or two and bikes have come a long way. They’re now lighter, faster, stiffer, more aero too. But aside from the technical advancements, bikes have also been splintered into all manner of niches and sub-categories. Road bikes are no longer just road bikes; there’s race, aero road, climbing, endurance, UCI time trial, triathlon, gravel, monster-cross and more! Of course much of this is marketing driven, as brands grapple to differentiate their product. It also leads consumers to believe that you need to buy more bikes; I mean how could you possibly ride an endurance bike on a criterium—sacré bleu! While it’s true that certain bikes have become extremely specialised tools (the time trial bike for example), most can be used across a range of disciplines with little compromise. In the case of gravel and adventure bikes, they hold the potential to be more versatile than anything else— well that’s my theory anyway. To put this to the test, we snaffled the Norco Search (reviewed in May/June 2016) and began our Jekyll and Hyde experiment. Norco calls the Search an ‘adventure bike’. The carbon variant features a lightweight 1kg disc brake compatible frame. It has a tallish head tube like an endurance road bike, a moderately slack 72-degree head angle and Norco claims there’s clearance for 40c tyres. In stock form the Search comes with 35mm wide tyres and a good setup for all-round riding; while it’s not going to set the road alight, it is quick enough to hang with the Sunday morning bunch and it will also take you down any 2WD dirt road with ease. But how fast could it be on the tarmac with a simple wheel and tyre change? On the flip-side, how far can the Search go offroad if you made a few select modifications? Here we set to find out and fully test the versatility of the modern gravel bike…

ON THE BLACKTOP The geometry is relaxed and the tyres are similar width to what you’d find on a cyclocross bike, but it really doesn’t take much to pick up the pace with the Search. Our main focal point was the wheels; as with any bike the wheelset plays a major part in determining your rolling speed, acceleration and the ride feel.

1. With deep carbon rims and road-going tyres the Search can easily pass as a performance oriented road bike. 2. Slam that stem on the road but keep a bit of extra steerer length if you want to convert the bike for rugged dirt road riding. 3. Fitting a close range cassette will help when rolling along in the bunch

3 To make for an easy swap to a roadgoing setup, we decided to assemble a whole new wheelset. While their 1,625g weight is similar to the stock DT Swiss wheels, the 60mm deep profile of the 3T Discus wheelset is a key feature once you’re up to speed or fighting to hold a wheel in the bunch. In the rubber department we opted for 26mm wide Panaracer’s, which mated nicely with the 25mm (18mm internal) wide 3T rims. Aside from being more aero, the narrower tyres also lopped off a decent chunk of rotating mass. The stock tyres weighed 430g a piece with a 150g inner tube while the 26c road tyres came in at 227g each with a 90g tube; a total weight saving of over half a kilo where it matters the most—right out near the rim. Aside from all the measurable stuff, the wheel swap also made the Search look like a serious road warrior. Look closely and you’ll notice the cavernous frame clearance (especially around the fork) but it really doesn’t affect the performance in any tangible way. Overall the aero equipped Search looks like a fast endurance road bike and the 1kg carbon frame certainly doesn’t weigh it down. The other modification was swapping

4. Look closely and you’ll notice the cavernous tyre clearance but this swap delivers true road-going speed on the tarmac.

the wide range 11-32 cassette for a more road friendly 11-25 option. We wanted a cassette to keep with the aero wheels to make the conversion between road and off-road setups faster and the closer spacing between gear ratios makes for a more efficient drivetrain, especially when riding flat or rolling terrain. If we wanted to get extra serious, the compact 34/50 chainrings could be swapped for a 36/52 or 39/53 combo. This would be an option to gain higher top-end gearing but we were happy for the easier ratios in the local hills.

SEARCH FOR SPEED With its lightweight rubber and compact cassette, our road optimised Search was 600g lighter than stock (7.7kg all up compared to 8.3kg) and most of this was lost from the wheels. This had a serious impact on the feel of the bike. Sure the geometry may be relaxed but the high performance wheels make the bike faster to steer and accelerate—it just feels more nimble on the road. That’s not to say that it was magically transformed into a pro peloton racer. The head angle is a degree slacker than a pure race bike, the 425mm chainstays are around 15-20mm longer than a competition 55

5 6 oriented machine and the head tube is around 15mm taller in most cases. These differences mean it’ll never handle exactly like a true road race bike but does that make it slower? There’s certainly no lack of bottom bracket stiffness on the Search, so the watts you put in are served undiluted at the back wheel. If anything the added stability from the longer wheelbase helps with making it easier to control at speed; this

camper on basic gravel roads but this got us thinking; what if we wanted to take it further off the beaten track? What if our adventures lead us down steeper trails or even some MTB singletrack—how much dirt can the Search handle? Obviously it wouldn’t be going far off the black-top with our skinny tyres, so we put on our thinking caps and got to work. As with the on-road optimisation, the first point of call is the wheels. We

[[ The higher/shorter stem, wide bars, dropper post and grippy tyres run at 30psi allowed us to ride with a decent level of control on some pretty rugged terrain ... ]] combined with the smooth stopping disc brakes means the Search is a blast when it comes to descending. It mightn’t feature optimised aerodynamics and purists may find the handlebars too high (even with the stem slammed) but for me the bike was more than quick and efficient enough for bunch rides and sporty grand fondo events. In this guise you’re really not giving up much when compared to the current flock of endurance geometry road bikes.

GRAVEL & BEYOND In stock form the Search is a happy

returned to the stock DT Swiss wheels and fitted the widest tyres recommended by Norco. On went a set of 700x40c Maxxis Rambler tyres and as the DT Swiss R23 rims are tubeless compatible, we ditched the inner tubes all together. At 365g each, these tyres were actually lighter than the original 35c treads and replacing the 150g tubes with 60ml of sealant didn’t hurt either. Of course the move to tubeless isn’t really about weight loss. When riding in rocky terrain, pinch flats are the main type of puncture and removing the tubes greatly reduces the risk. With less chance of

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pinch flatting, you can also lower the tyre pressure which helps with both traction and comfort. When mounted to the 18mm (internal) rims, the Maxxis tyres measured 38mm wide at the casing and 39mm across if you include the side knobs. In mountain bike terms this is like a 1.5-inch wide tyre; clearly narrower than your typical XC tread but it’s not too far behind. These days most MTB tyres are 50-55mm wide but 40-50mm tyres were the norm back in the ’90s. The Search still had 5-6mm or so clearance with the fat rubber in place, which is better than most modern gravel bikes (35mm is usually the upper limit). Look around and you will find a handful of adventure/gravel bikes that accept even wider tyres—some even take 27.5 MTB treads for the dirt and 700c for on-road (the Open UP for example). Eliminating the tubes and swapping to fatter tyres allowed us to lower the tyre pressures substantially. The Search now rolled along nicely at 25-35psi, which is dipping down into MTB territory. At this pressure the tyres didn’t feel overly soft and they still rolled well enough on the road—it made dead and pothole pocked roads feel almost smooth! Hit the dirt and you noticed the biggest improvements; it certainly took the edge off bumpy trails and there was a noticeable increase in traction too.

Gravel Bike Versatility 5. A few choice modifications can greatly extend the capacity of a gravel bike once you leave the road behind.

7. As odd as they look, the added width of flared drop bars can provide better bike control in more challenging terrain.

6. While many would consider a dropper post an extreme modification on a gravel bike, it provides better control and safety, especially if you plan on tackling rougher and more challenging terrain.

8. The Tanpan (by Wolf Tooth) allows you to run a MTB derailleur with Shimano’s STI road gear levers.

7 COCKPIT MODS Not wanting to do things by halves, we decided to push things further. With our research on gravel bikes, we’d noticed a few dedicated dirt road machines running oddly shaped handlebars; ones that flared outwards at the drops. Apparently this breed of handlebar is designed with off-road use in mind, so we had to give them a try. Soma Fabrications has a range of off-road drop bars and they’re available in Australia, so we fitted their Junebug bar to the Search. With a typical road handlebar, the drops offer easy access to the brakes and the most secure grip. The problem here is that the drops also place you in the longest, lowest and most stretched out position— it’s not ideal for manoeuvring the bike on bumpy terrain. A good set of disc brakes may provide sufficient stopping power from the hoods, but it’s easier for your hands to bounce off—I learnt this the hard way! The idea with flared bars is to make the drops your primary off-road position in situations where you need added control. To achieve this they typically have a very shallow drop (so you’re not as hunched over) and flaring them outwards stops your arms clashing with the top section of the bar. Flaring them out also makes them wider; a typical road bar is 42cm wide (measured centre to centre) but the Junebug was 57cm at the ends and around 53cm where your hands rest on the drops.

8 This added width provides extra leverage which helps with control over challenging terrain. Mountain bikers are moving to wider and wider handlebars for the same reason (720-800mm wide bars are now common in MTB circles). The wider Junebug bar makes a noticeable difference when it comes to out of the saddle pedal cranking and turning the bike aggressively. While the angled lever position looks strange, the hoods still offer a useful resting position and you can still brake and shift from this spot. While the drops aren’t as low, the wider hand placement does pull your body forward on the bike. To counter this I fitted a shorter stem and also swapped the spare headset spacers to go underneath, raising the handlebar position by 20mm. Both of these modifications helped with off-road control but came at a cost once you returned to the blacktop. The wide bars alone were okay but the short stem made the cockpit feel cramped compared to the original setup. Thankfully stem swaps are comparatively easy, so you could always tweak the cockpit to suit; go long and low if you’re predominantly on-road or fit a stubby stem for the dirt and trails.

DRIVETRAIN – GOING 1X Another area where we chose to borrow an idea from the MTB world; we converted from a compact road double

to a single front chainring. Even with a wide-range cassette, the total gear range is reduced but there are other reasons for this modification. Multi-ring cranksets typically have shaped chainring teeth that are designed to improve shifting—they actually assist the chain in derailing. In contrast, oneby specific single chainrings employ unique tooth profiles that improves chain retention, so the chain is less likely to bounce off over bumpy ground. We used a Wolf Tooth chainring that features alternating wide and narrow teeth to keep the chain where it belongs. With only one chainring, you really need a wide range cassette on the back to deliver a decent spread of gears. While there’s no shortage of options that can be borrowed from MTB circles, the tricky bit is getting them to work with your existing road derailleur and/ or shifters. The Search comes with a GS model Ultegra derailleur, which handles up to a 32 tooth cog on the rear. Using a larger cassette requires modification. Again Wolf Tooth comes to the rescue, offering a number of products that will help you to pull a 1X bitsa drivetrain together. To run an 11-36 or 11-40 cassette, the ‘Road Link’ can be added to your existing long cage road derailleur. This mounts to the hanger and repositions the derailleur to clear the bigger cassette. 57

9. Fitting a MTB derailleur allowed us to run an 11-42 cassette. 10. Wolf Tooth has 1X specific chainrings that bolt straight to an Ultegra crank. It’s worth swapping to MTB shoes and pedals for off-road use too. 11. Once setup tubeless, we were able to run the 40c tyres as low as 25psi for loads of traction and comfort.

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We took a different route however and fitted a Shimano XT mountain bike derailleur. Good MTB derailleurs feature a clutch mechanism that reduces the chain’s tendency to slap around. This in turn helps to keep the chain on over rough ground. As an added bonus, the MTB derailleur has an even broader gear capacity; with a single front chainring you can run up to a 46 cog on the rear cassette—that’s huge! We opted for an 11-42 cassette which provides a good gear range without introducing too many sizable jumps between ratios. The hurdle with fitting a MTB derailleur comes with getting it to work with the STI road gear levers. While both are 11-speed setups, the MTB derailleur employs a different cable pull ratio. To solve this, we fitted a Wolf Tooth Tanpan. This $60 machined alloy roller sits in the cable and converts the pull ratio. The Tanpan is generally placed near the derailleur but we ran ours up near the handlebars due to a lack of space—it still worked as intended and delivered accurate shifting with the mismatched components. With all of this in place, the wide range single chainring setup was much quieter than the original road drivetrain—no chain drops and no rattling against the front derailleur. Compared with the stock compact double drivetrain (34/50 and 11-32), the wide range 1X setup loses the equivalent of two gears in its total range (see the Drivetrain Comparison table). It really isn’t much when you consider the relative simplicity of the new setup. With any 1X system, the key is choosing the appropriate chainring size; drop down a few teeth if you’re more concerned about having low climbing gears; opt for a bigger chainring to gain top-end gears. We chose a 42 tooth chainring. When combined with the 11-42 cassette this gave us a slightly lower first gear and the equivalent of a 50x13 at the upper end of the range—it was plenty given the off-road intent of our modified Search. Gaining such a wide gear range from a single chainring comes with one obvious pitfall; the steps between each gear are bigger. As a result you’re more likely to find yourself in the situation where one gear is too high and the next option is too low. While this was certainly the case on flatter road rides, it didn’t prove to be an issue in hilly terrain or on winding trails where your speed was rarely constant. Despite what you may think, the move to one chainring actually made our Search heavier. The front derailleur removes 87g and the single chainring is 65g lighter (86g versus 151g) but the 480g wide range cassette adds 200g when compared to the 1132 version and the MTB derailleur is slightly heavier too. All-up it added 100g to the build.

Gravel Bike Versatility DROP ZONE The move to a 1X drivetrain left us with one niggling anomaly; the gear mechanism in the left hand STI lever was sitting there with nothing to do. Not a big deal but it kinda bugged me. On any regular road bike it could be swapped for a standard non-STI brake lever, but with the Search running Shimano hydraulic discs, this wasn’t an option. SRAM offers a non-geared leftside hydraulic lever but they run DOT brake fluid which wouldn’t work with the Shimano system (Shimano uses mineral oil). TRP makes hydraulic road levers that claim to work with Shimano’s M525 and M515 callipers but we thought of an alternative and more interesting use for the idle left-side gear mechanism—why not hook it up to a dropper post! Height adjustable seat posts are all the rage in mountain biking at the moment. They allow you to vary the seat post height while riding and drop the saddle right out of the way when required. Most people think droppers are for downhill use but with experience you learn that they can help your riding in many ways. Lowering the seat gives you more freedom to move around on the bike. You can drop your centre of gravity which helps with cornering and you’re better able to absorb bumps when there isn’t a saddle stuck up high between your legs. Both of these attributes help a lot if you’re trying to pilot a fully rigid drop bar equipped road bike over rough terrain. On the Search we used the front derailleur cable routing and ran a full length of outer housing down inside the down tube (the frame already features internal cable routing). From there we directed the cable into the seat tube and straight up to the actuator at the base of the dropper. This operation was easy thanks to the big removable window under the down tube and the large void around the oversized bottom bracket—other bikes may present a greater challenge. We selected a KS Lev Integra post. KS holds a great reputation for their MTB droppers and they offer ‘stealth style’ (that means internally actuated) posts in 27.2mm for bikes like the Search. Where most MTB droppers have between 100 and 150mm of height adjustment, our CX/XC/road going version offered 65mm of drop—a perfect match for this application. Using it with the Shimano STI lever involved the following steps; push the main lever (as if you were going to the big ring) and sit on the saddle; while seated click the smaller gear lever and the post stays put in the new location. With practice it became an easy process and your hands stay on the bars—you can even brake while dropping

catch comes if you collect a rock at speed; 40mm wide tyres may be wide in a road or gravel setting but they don’t offer much rim protection when things get properly rough. Our exuberance in riding the Search on the local MTB trails soon lead to damaged tyre casing and rim dents. With the right modifications the bike definitely has the capacity to be ridden on MTB trails but there comes a time where it all gets a bit silly and you really would be better off on a MTB! Despite these limitations, the range of versatility is broad and impressive. In a road setting there’s very little compromise. Sure, carbon aero wheels are nice but even a simple swap to 25-28c road going rubber will have you keeping up with the Joneses; just slam that stem and away you go! For most dirt road expeditions, I’d recommend a tubeless setup with 38-40c tyres and fit some thickly padded bar tape while you’re at it. If off-road is really your thing, feel free to consider some of the other modifications. Wider bars are great for control and the simplicity of a 1X drivetrain is appealing too, but the dropper post definitely delivered the biggest improvements in bike control off-road. However you look at it, there’s no refuting the flexibility of these new gravel road machines.

the saddle. Many mountain bikers now rate dropper posts as being more important to off-road performance than suspension. Not what you’d think but once you learn to fully utilise the dropper and move your body around, it really can make a big difference in an off road setting. Drop it for corners and you’ll be safer and more stable. Drop for any descent or obstacle and you’ll be better able to use the ‘travel’ in your arms and legs—use this well and it’s more effective than any complex suspension component. Weight-wise it added 230g over the stock carbon post. This along with wide tyres and other off-road modifications took the total package weight up to 8.3kg (without pedals).

RIDING OUR FRANKENSTEIN Individually, each modification has its place but the total cumulative effect made the Search quite capable in an off-road setting. Smooth dirt roads and twisting singletracks could be tackled with relative ease—in this setting it proved a close match for a hardtail MTB. It could even tackle rougher ‘true MTB’ trails too but a word of caution here… The higher/shorter stem, wide bars, dropper post and grippy tyres run at 30psi all allowed us to ride with a decent level of control on some pretty rugged terrain. If you’re a competent bike handler you’ll be able to ride at near-MTB speed. The

DRIVETRAIN COMPARISON COMPACT ROAD 11

WIDE RANGE 1X11

84.4

124.2

42 11

9.10% 12

77.4

18.20% 113.8

8.30% 13

71.5 66.3

105.1

58.1

97.6

51.6

85.4

75.9

46.4

68.3

42.2

62.1

37.2 33.2

54.6

35.9 12.50%

48.8

14.30% 32

41 14.30%

12.00% 28

47.8 16.70%

13.60% 25

54.6 14.30%

10.00% 22

60.4 10.50%

11.10% 20

67.5 11.80%

12.50% 18

76.5 13.30%

14.30% 16

88.3 15.40%

7.70% 14

104.3

31.9 16.70%

42.7

27.3

WEEKLONG SPORTIVE CHALLENGES SUCH AS THE HAUTE ROUTE ARE FAST BECOMING DE RIGEUR FOR SERIOUS AMATEUR RIDERS; BUT HOW CAN A RIDER WITH A REGULAR 9-5 JOB GET IN SHAPE FOR WHAT IS VIRTUALLY A PROLEVEL CHALLENGE?

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Exclusive l Chris Carmichael BY STEVE THOMAS

STAGES OF SURVIVAL WITH CHRIS CARMICHAEL long since sportive and gran fondo events hit the jackpot of popularity and progressed from village hall and cup-cake fuelled local affairs to big time multi-thousand rider ventures. Largely this was thanks to the Etape du Tour; that mammoth single day ‘ride like a Tour de France star’, queen stage challenge that has set the benchmark for ‘noncompetitive’ (ahem) cycling challenges. Yet, as much as the single day classics are a huge part of pro bike racing, it’s always the grand tours and stage races that hog the prime time limelight. These inhumane multi-week tours through the great mountain ranges of Europe and beyond captivate us as cycling fans, and astound the greater public. After all, such things are for super freaks of nature, and are closer to fantasy than reality for most of us. A few years back a small number of 3-4 day long sportive events sprung up – something that was perhaps within the outer bounds of perception for serious amateur riders. And then along came the Haute Route events – effectively seven day mini grand tours, only without the flat stages and rest days. The whole sportive and gran fondo game changed. Eight hundred or so kilometres and an Everest height’s worth of altitude gain in a single week; a week packed full of virtual grand tour mountain stages racked up, back to back. Since then these weeklong events have become the ultimate goal for serious, and even not quite so serious amateur (and semi-pro) riders, yet how can a ‘normal’

T DOESN’T SEEM TO BE ALL THAT

cyclist with the regular distractions of real life consider taking on such a venture? During a test run for the Haute Route Rockies - in Colorado, we took time out to chat with a rider who joined us for a few stages – Chris Carmichael. Colorado based Chris is founder of Carmichael Training Systems (CTS/www. trainright.com), and is one of the most accomplished coaches on the planet – not to mention a former Olympian and Tour de France rider. Here’s what Chris had to say about preparing and surviving a multi-day sportive event.

ABOVE: Chris Carmichael sitting pretty on the approach to Independence Pass in the Haute Route Rockies. OPPOSITE PAGE: Pace yourself, it's supposed to be fun! 61

Exclusive l Chris Carmichael

ST - How long ahead of a stage event do you need to start to prepare specifically? CC - It really depends on your starting point and your goals for the event. A cyclist who stays generally fit year-round and is looking to participate, rather than compete, would probably only need to focus specifically for a few months to be ready. If you’re more of a seasonal rider, or haven’t done many back-to-back riding days, you’re going to want to get on a structured program for up to six months. If you’re a novice you will want to give yourself 9-12 months to prepare. If you’re looking to be competitive then you need to follow a normal competitive cycling training program, but focus on blocks with back-to-back training days so you can improve your ability to ride well day after day. ST - How important is it to analyse the terrain and route profile in advance? CC - The most important thing is to build the biggest aerobic engine you can, so you’re better prepared for any terrain.

Fitness is something you can control, but you can’t control the course, the conditions, or what other riders do. So, it is good to understand what the terrain and profile will be, but when it’s time to ride those routes your performance will depend on a lot of factors, not just the terrain. Prepare for the factors you can control, like your fitness, your hydration and nutrition strategies, and your group riding skills. ST - For something like the Haute Route how would you start to plan a build up? CC – Really, it comes down to the individual. You have to start with a person’s baseline of fitness, their strengths and weaknesses, their goals for the event, and the time they have to devote to training. If a person is building their own plan, my recommendations would be to start with the least event-specific aspects of training first, and gradually get more event-specific as the event draws nearer. You should also be very realistic about

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your available training time. If you can only squeeze in 8-hours a week right now (with your busy lifestyle), trying to significantly increase that training time is likely to be very disruptive to you and your family. ST - Most riders have to also hold down a full time job, what tips and tricks could they use to maximise their training times? CC - Get a coach and a power meter. Obviously, I’m biased because I am a coach, but I think it really makes sense. You’re investing a ton of your time and a lot of serious effort to prepare for an event that incorporates travel, expense, and time away from work and family. That’s

LEFT: Hold your horses, stage sportive are marathons! RIGHT: Chris Carmichael's ride food; a mix of treats, sic-fi and natural.

[[ The opposite is not true, however. If you ride too conservatively in the beginning you will be back with riders who are not strong enough to help you. ]]

a big investment. When you make big investments in other areas of your life, you work with professionals so you’re prepared, and so that you achieve the results you expect, and you have the experience you want. Working with a coach increases the efficiency and effectiveness of your training, keeps you accountable, and ensures you stay on track when life throws you a curveball. ST - For riders who live far from such big climbs what can they do to build up? CC - Build a bigger aerobic engine. Work on increasing power at lactate threshold, which is going to determine the greatest power you can sustain during a prolonged effort, whether that’s a long flat stretch into a headwind, a big climb, or a time trial. ST - Endurance versus intervals, where is the balance for average sportive riders? CC - Both play a role for sportive riders. Since most have full-time jobs and

families or other priorities, intervals are essential for creating the workload and training stimulus necessary to achieve positive adaptations. Most riders who are considering doing a multi-day sportive have a pretty good background in cycling; endurance is not typically their limiting factor. Their limiting factor is the power they need to put out in order to stay in the group, tackle the climbs, or push through the headwinds. When those aspects of the ride take too much out of them they fatigue early. You still need longer endurance rides in training, but endurance alone won’t lead to an enjoyable experience. Interval training gives you the ability to go harder, when necessary, without those efforts taking so much out of you. ST - These events can be really intense for many people; how do you handle things mentally? CC - Incorporating blocks of back-to-back training days is important for building mental toughness for multi-day events. You

have to develop good nutrition/hydration/ recovery habits between stages, get more sleep, improve sleep quality, and learn to ride well when you’re tired. Everyone will go through a rough patch or a rough day during a multi-day event - everyone. When it happens to you, the key is to stay engaged and keep working the problem. Is it food related? Hydration? Heat? Altitude? What can you do about it? And then take action. The great thing about longer endurance events is that you have time to ride yourself out of a rough patch, but you have to stay positive and keep working the problem. ST - Pacing - most riders go out and blow themselves on day one. How would you budget effort for a week of output? CC - Start slower than you think you should. It can be hard on the ego, but it’s better for your long-term performance. For riders who are more participating than competing, I think it is smart to look at the route and determine what day or days you really want to perform best. Maybe there’s a certain climb on Day 3, or you want to ride really well on the Queen Stage. You can plan your other days around that, sitting-in more during the preceding day, or riding with a slower group that day, so you are fresher for the day you really value most. 63

Exclusive l Chris Carmichael

ST - Climbing, these events are often all about this. How would you calculate on gearing and energy output? CC - The biggest thing to remember is that any energy you use early on is energy you won’t have later in the day or later in the week. So consider whether the effort you’re about to commit to is worth the energy you’re going to put into it. ST - Hydration and nutrition; what are your essential thoughts? CC - In longer and multi-day events it’s important to continue eating during the final hour of the day. When athletes get close to the stage finish they stop eating. They’re tired and the finish isn’t that far away - they can eat later… That might be OK for oneday events, but not multi-day events. You’re not just eating and drinking for

Find a balance between conserving energy and taking heroic turns. Chris Carmichael himself.

ST – How about pacing with different speed groups etc - what would be your approach? CC - Moving up is hard, but dropping back is easy. In other words, it’s OK to start out with a group or groups that are going faster than you’re normally comfortable with. However, you don’t want to dig too deep to stay with them, but if you have a good day and favourable conditions you could stay in that group no problem. If it’s too fast, you can drop back to a group that’s slightly slower. The opposite is not true, however. If you ride too conservatively in the beginning you will be back with riders who are not strong enough to help you.

CLOCKWISE FROM TOP LEFT: Early starts and bad weather are a feature of stage sportive events, so make sure you get your sleep and if a climb looms go easy on breakfast.

today’s performance; you have to consider tomorrow’s performance in what you’re eating and drinking today. ST - Altitude - how would a rider coming from sea level adapt to high mountains, particularly in events such as the Haute Route Rockies – which is all above a mile high? CC - Get as fit as possible before you come to altitude. The altitude will take about 10% of your power at lactate threshold at elevations around 6-9,000 feet, and the detriment gets bigger as you go higher. That is true for everyone though, not just people from sea level. So, if you’re going to lose 10%, it’s better to lose 10% of a bigger starting power output. Once you’re at altitude, it’s also important to remain hydrated. You will dehydrate more quickly at higher elevations.

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It’s also important to get as much sleep as you possibly can to recover. ST - Some of these events have gravel sectors, and many riders are not used to rough stuff; apart from technique, what else should they take into consideration when dealing with this terrain? CC - Realise that your speed is going to be slower, maybe 6-8kph. That doesn’t matter that much unless the gravel section is long enough that the slower speed could affect your food and water supplies. For long gravel sections, just factor the slightly slower speed into how much food and water you need to carry. Other than that, I would tell riders not to over think it. You don’t need a different bike, wheels or tyres or an elaborate setup to handle a few gravel sections in an otherwise paved road event. It’s a dirt road, not a downhill course.

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Always pick safe lines, beware of water which can hide dangewrous obstacles.

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Drop Bars and Dirt Roads BY STEVE THOMAS

THERE’S A LOT OF DUST SWIRLING AROUND GRAVEL RIDING AT THE MOMENT, SO STEVE THOMAS DISHES THE DIRT TO HELP YOU FIND CLARITY AND THE TRUE GRAVELLY PATH TO ENLIGHTENMENT.

OR THE PAST FEW YEARS

in mainstream road cycling there’s been muted talk about an offshoot style of riding. Road bikes and dirt roads – gravel. But what’s it all about, and how do you get into gravel grinding? Like so many things in cycling, there isn’t actually much that’s new about riding a road bike off-road. Re-brand and re-define things and call it gravel grinding, a great idea, after all we need another bike, don’t we? There is no doubt that opening your mind to a little dirty riding can revitalise and expand your cycling horizons. Sure enough you may well have taken the odd timid short cut along a footpath, or even headed outback on dirt roads for a while – although that really isn’t even close to what’s actually possible to ride. Mountain bikes; they’re great, but when you ice a serpentine section of singletrack on skinny suspension free wheels, lit only by the whites of your eyes and knuckles, wow – that really is something else! It adds that elusive third dimension to a ride. Keep it lean, mean, and with dropped bars and the possibilities for seasoning and dressing up those regular old rides becomes close to limitless. No, gravel riding does not have to mean exactly what it says on the box; you can take it as far as you want, and that’s where the moonshine pot of adrenaline simmers.

THE BIKE

GRAVEL MASTER

Basically, most gravel bikes sit somewhere between a cyclo cross bike and a race bike. Compared to road (race) bikes they are designed to be more comfortable and stable on rough ground, as well as more robust, while also retaining that responsiveness and fast reaction feel of a thoroughbred asphalt Adonis. This is largely achieved through slackening the steering geometry. Compared to a regular cyclo cross bike they are supposed to be slightly slicker and faster on the hard stuff and more comfortable over longer distances. In reality, the designs are a hybrid, and are not a million miles away from some 67

of the faster touring or audax bikes that have been around for decades, only with a modern slant. So how do they differ in ride terms? A regular race bike can handle regular dirt and gravel, although tyre clearance for adhering mud is an issue in the wet, but for dry smooth dirt it’s good to go. A cyclo cross/touring bike hits a six on the dirt and frees you up to ride all but the most seriously demanding MTB routes. They are a little sluggish on the road, but also more comfortable with it. As for the gravel bike? Sweet - but not as capable when taken offroad as a cross bike, and not at all as responsive on road as a road bike. Overall, a gravel bike is capable of opening up the great and dirty unknown, or great for simply spicing up road rides and well worth adding to your collection, or perhaps even tagging as your go to road bike. If you don’t want to race on the road, a gravel bike could well be the best single ride option. If you want to race on or off road, then a cyclo cross bike and a road bike could be a smarter investment.

ROLLING STOCK Your choice of wheels, and even more relevantly; tyres, is almost as important as the actual bike, although these can be changed as and when needed at a reasonable price. Slightly wider rims will give a slightly fatter tyre and the chance to run lower

[[ Depending on the terrain, 28-36mm tyres are best. If it’s dry and not so rough 28s are great for every day road and gravel. ]]

and frame, which may well restrict you to 25mm rubber, which is a real puncture risk on even smooth gravel. Depending on the terrain, 28-36mm tyres are best. If it’s dry and not so rough 28s are great for every day road and gravel. Chunkier touring tyres at 3638mm are super grippy offroad, rarely puncture, and surprisingly also roll pretty smoothly on the road too. Many of the dedicated gravel tyres out there are actually fast cyclo cross tyres with side knobs that give a rail like feel to a ride – but they are overkill for all but the dirtiest and loosest of conditions.

STOP, IN THE NAME OF MUD Road rim brakes are fine on smooth and dry roads – but as soon as you get grit and crud in there, they’ll scour your rims and become ineffective. If you do ride them offroad, consider flipping them open at times to increase clearance and be sure to clean up after a ride. Cantilevers are great, as they offer more pulling power and clearance than rim brakes, and are much easier to clear. I’m showing my age here but sadly they are slowly becoming extinct. Disc brakes are without any doubt the way ahead, especially for gravel and offroad riding. Even cable actuated discs are more effective than regular rim and canti’ brakes, but they are a few stops short when compared to hydraulics. Once you’ve had discs you will never go back. Keep a spare set of decent pads handy as certain compounds wear out fast in the wet.

THE RIGHT GEAR Even smooth gravel will slow you down by around 10-20%. The rougher it gets the

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slower you will go – and consequently the lower the gears you will need. Although many of us still feel confined by the bravado of bigger gears, the concept really has been proven to be an outdated egodriven mistake. Keep your gears down, and always have at least one lower gear than you think you will need. Pushing a bike up a loose and steep gravel climb is not much fun. Compact 34/50 with 28 or 32 tooth bottom rear sprockets is the regular offering on gravel bikes, but even this can be very limiting if you want to hit some serious offroad trails. The triple crankset seems to have been confined to room 101, which is a real shame, and with the limited cage capability of most road rear mech’s a 32 tooth bottom is baseline – however, slap on an MTB rear mech and you can make that a 34 without any issues … and it will make a difference. The latest trend is 1x11, which I’ve used on mountain bikes numerous times. Sure it’s simple, but it does seem somewhat restricting – especially if you want to amp it up in a chain gang or scramble up a dirt ramp.

REVVING DOWN It’s important to keep your gearing and cadence smooth; on a flat section 80 rpm is a healthy rev speed. This helps to keep your ride smooth and also keeps some tension of the chain which stops rattle and potential drops when it gets lumpy. Gear changes for short climbs and rough ground can be more exaggerated and dropping to that small chainring may be the only thing keeping you going. That said, always try and keep your chain stretched some on rough descents, big ring and bigger rear sprocket – to stop PAGE 70 it bouncing off.

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pressures for a slightly softer ride as well as more vertical sidewalls for less chance of snakebite punctures. Gains here are a bit theoretical though, and as the revheads would say, there’s no substitute for cubic inches. Deep rims may look nice, but they also make for a more rigid ride, which can leave you prone to impact punctures, especially if you’re a bigger rider– and they tend to induce greater rider fatigue. Tyre choice can change your whole ride; and not all tyres or manufacturers produce the same results. Many road bikes have very tight clearance between tyre

Drop Bars and Dirt Roads

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Drop Bars and Dirt Roads

Dirt roads will not respect you, they'll sap your pace and your reserves, so factor that into any route planning.

DIRTY TRICKS If you’ve not ridden MTB or on gravel before there are a few techniques you’ll need to become familiar with. You will probably not want to shift too far away from your regular road position, but if you are taking on regular rough rides (especially if they are technically demanding) you should try riding around 1-2cm shorter and higher at the front end. This will ease back, arm, and neck fatigue and also slightly shift your centre of gravity back to stabilise the ride and allow you a looser front end grip, which helps control and visibility.

[[ Even smooth gravel will slow you down by around 10-20%. ]] Using a gel bar tape will make for a much more comfortable ride, as will a more padded saddle and shorts. Gloves are also wise, as hitting grit at speed is not good for soft hands, and of course always wear decent eyewear, and consider carrying eye drops too.

CLIMBING Climbing on dirt is much heavier and slower than on the road, and grades can suddenly ramp up, so keeping things in a low gear is essential. Always look ahead, especially at switchbacks. The lines you take will not be as ideal as they might on the road, as you should look for a smooth and grit free ride, which is usually in vehicle tracks or worn sections. Stay in saddle and keep it light on the bars

as much as you can. When you do stand up do it gently – avoid rapid acceleration, keep gears smooth, and your weight over the saddle and back of the bike until you sense the limit of traction. Remember that grip can vary a lot with gradient and surfaces – silky smooth and light is the way to go.

DESCENDING Get to know how your tyres, bike and brakes react and how far you can push them. Look well ahead, and also constantly scan the ground 20-50 metres in front. Scrub your speed off gently and evenly before corners, and allow at least double the braking distance that you would on the road. Unless the road is very smooth then stand on the pedals and keep your weight back slightly, with arms and legs slight bent to absorb the bumps and to allow the bike to bounce around some. Keep your distance from other riders, and don’t automatically follow their lines. If it’s dusty ahead ease off and allow it to clear some. Try and stay relaxed physically yet very alert mentally.

CORNERING Racing lines are rarely an option on dirt and gravel, as vehicles, weather and erosion limit your options, but you should always look for the safest and smoothest line. Look well ahead, especially at what lies on the other side of the corner, and then reduce your speed very evenly with both brakes. The edge and centre of any offroad bend is rarely a safe option. Avoid cutting centre ridges in an approach to a corner, and unless you know the line well, stick to the well-worn rails and play it safe.

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POSITIONING On gravel, safety beats drafting benefit by a fair few lengths. Being on the front gives you prime position when the going is slow and technical, but naturally when it’s open you will want to take shelter and share the load, but stay alert and leave an extra half wheel's distance. Increase that buffer zone when things get rough, or better still get pole position for the really tricky bits. Stay aware of the dust and mud too; this can mean riding “side saddle” on the windy side when it’s downhill and fast, or hanging back a length when it’s super wet (or even overlapping half a wheel).

CLEAN LINES OF SIGHT Always use good eyewear when riding in the dirt, as grit or mud in your eye is evil, especially on a descent. It’s worth carrying a Buff or something similar to clean your shades too, and eye drops will not go amiss on a dusty day out. As we all know speckled tree cover is the great flaw of all eyewear – your eyes simply cannot react fast enough to deal with this, whipping your shades up or down before you hit a shaded section is wise, as when it’s rough you don’t want to risk taking your hands off the bars. Bottles and cages also rattle loose surprisingly easily – use some thread sealent on the bolts and check regularly, plus bend in your cage a little for extra grip. Bottles also get dirty very easily on dirt, so give preference to the seat tube mounted bottle for drinking, and always clean the top and avoid putting it directly into your mouth unless it’s 100% pure, there’s all sorts of gut wrenching badness on dirty trails.

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BOWRAL’S WINNING GRAN FONDO BY WAY OF DEFINITION, ANY CYCLING EVENT DESCRIBED AS A ‘CLASSIC’ HAS GENERALLY EARNED THAT TITLE OVER A SIGNIFICANT PERIOD OF TIME. NOT THIS ONE. A FIRST-YEAR GRAN FONDO PROVED ITSELF AN INSTANT CLASSIC ON SUNDAY OCTOBER 23 WHEN MORE THAN 3,000 RIDERS FROM ACROSS AUSTRALIA AND AROUND THE WORLD TOOK PART IN THE INAUGURAL BOWRAL CLASSIC.

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Southern Highlands Sportive BY NAT BROMHEAD

While the entire course wound through spectacular rural scenes, riders in the 160km Maxi were rewarded with tranquil farm surrounds and the acclaimed Kangaloon Hill KOM.

IDING FOR A REASON,

participants of all ages and abilities covered 25km, 90km or 160km to collectively raise a staggering $110,000 for various organisations under the novel ‘choose your charity’ option. As participants braved a brisk 4-degree dawn, Bowral came alive as wave upon wave of eager participants transformed the main street of town into a sea of cyclists. From nervous newbies about to embark on a personal ‘round town challenge of 25 km, right through to virtual pros completing the 160km course well before noon, it was an event for everyone. Ahead of all riders lay a cyclists wonderland. Closed roads, friendly and encouraging marshals on the corners, rest and drink stations strategically placed along the way - and all set amidst some of the most stunningly beautiful countryside you could ever imagine. A ride, not a race, the Bowral Classic brought the best out of many riders - the closed roads and safe surrounds aiding confidence and allowing competitors to push personal limits. The course included a variety of climbs and descents - from gentle ‘sprint climbs’ through to the long and painful leg burners such as the hellish Range Road ascent. With a final, fast descent and blacktop bitumen run toward the velodrome finish - it was a parcours that had it all. Regardless of whether they’d ridden the 25km, 90km, or gruelling 160km courses, the feelings of exhaustion, accomplishment and camaraderie were palpable at the finish. From tears of joy to cheers amongst mates and good old “What took you so long?” quips from mates - a carnival atmosphere enveloped all as they relaxed at the specially set up cyclist village. Angus Taylor MP is the Federal Member for Hume and Assistant Minister for Cities and Digital Transformation. Trading high office for carbon and Lycra for the day, Mr Taylor rode the 160km Maxi Classic. He said the event was about staying healthy, making new friends or catching up with old ones, and enjoying the great outdoors. 73

Southern Highlands Sportive

the potential to become a million dollar plus charity event within a three to five year timeframe. “To have this much support in the first year is a reflection of the Southern Highlands and how much people want to come and visit the area,” he said. “The Bowral Classic is here to stay and it can only get bigger and better from here.” Frank Merritt knows a lot about the the degree of planning and preparation behind a professionally organised cycling event. An accredited cycling Commissaire, Coach and Junior Development Officer, Frank has worked at or attended some of the biggest cycling events in the nation. With a Masters Degree in Management and Diploma in Events among the various strings to his bow, Frank said he’d not seen such a high level of documentation before at a cycling event in New South Wales.

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“The Bowral Classic was the most professionally run cycling event I have attended,” he said. “The documentation I received prior to the event (about 30 pages) and the course documentation for the day (about 25 pages) was well put together and a lot of time and effort was spent in the preparation.” Closely following the action from a lead vehicle, Frank’s job as Commissaire was to ensure the riders rode safely and to check all were following course directions which was different to applying the rules of cycling, he pointed out. “I went out with the first group and during the day I was following and watching the riders from the car,” he said “The weather was great and I did not mind the chill in the morning - I lived in Melbourne for six years,” he PAGE 76 added with a laugh.

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“And after spending about five hours on the bike over the 160km maxi course, I sure had plenty of time to do just that!” he said. A boon for Bowral and the Southern Highlands in general, the region was teaming with high-spending cyclists throughout the weekend with the local bars and cafes doing a roaring trade and accommodation houses booked out weeks in advance. “This event has set the new benchmark for eco-tourism,” said Mr Taylor. “An incredible debut effort by the Bowral Classic …. thousands raised for charity and a massive boost for Southern Highlands tourism, and indeed much of my electorate.” “But as I keep saying,” he added, “Cycling is so much more than lycra and lattes.” Organiser James Yaffa of Yaffa Media, the parent company of Bicycling Australia Magazine, said more than two-years of planning had gone into the Bowral Classic. Careful consideration was given to all aspects of the event - especially to catering for the whole cycling community - individuals and families right through to the clubs, teams and corporate groups. Mr Yaffa said the inaugural Bowral Classic offered a lot more than just a ride. "I think the charity aspect was a standout quality for some people. They could raise money for something they were passionate about. We’ve now raised close to $110,000 for various charities,” he said. Thrilled with the success of the first year, Mr Yaffa said he believed the Classic has

TOP: Food, drinks, and fun at the afterparty on the local rugby fields. LEFT: Post ride massage bliss.

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Southern Highlands Sportive

BELOW: Cold beers, assorted street food vans, live music and bean bags in the sunshine; a brilliant festival atmosphere to finish off a satisfying day on the bike.

Saturday morning to ride the 190 odd kilometres to Bowral as a warm up for the 160km Maxi Classic. “Blue Mountains to Bowral on the back roads Saturday before the main event Sunday,” he wrote to many agog Instagram followers. As Harry was pedaling his Lapierre south, some were in the skies above including Justin Bennett who flew from Brisbane for the event. “Early Saturday morning I lugged my bike, suitcase and back pack out of my driveway, onto the train and a few hours later ended up at Brisbane airport,” Justin wrote. “That afternoon I was at Mittagong assembling my bike and getting ready

for temperatures 10° or so cooler than home. It's a pain in the you know what travelling with a boxed up bike. I spent the whole flight wondering if it will reach the other end in one piece. Logistically it took a bit of thinking with plane and train connections and also cost a bit to come down for the event.” “Would I do it again?,” he continued? “Sure would. Brilliant event, great route, even better scenery, friendly folk and the weather was even kind to us. I'm hoping after this years effort and success the event will be on next year. “Many thanks for a great day.” Register your interest for the 2017 Bowral Classic at www.bowralclassic.com.au PAGE 78

THE WINNERS CATEGORY

PLACE

NAME

TIME

MALE - OVERALL, MALE 30-49 YEARS

Adrain Jackson