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ISSUE

SEP / OCT 2017

207

PEAK ROAD PERFORMANCE

SADDLE UP!

MASSIVE SADDLE BUYERS’ GUIDE

188

MODELS, SPECS AND PRICES

CONGRATULATIONS MICHAEL MATTHEWS! The Green Jersey’s Perfect Day

TEST LAB - LANGMA, FENIX, BKOOL, SCICON GET SOME JUNK IN YOUR TRUNK

Optimal Glutes Training Plan

FUEL

Genes, Nutrigenomics and Performance

COACH’S CORNER

Critical Event Prep Tips From Expert Coach David Heatley

We live on a strict diet of road. Weâ&#x20AC;&#x2122; ve lost count of the cobbles, climbs and close calls weâ&#x20AC;&#x2122; ve overcome, but our passion stays with us and keeps us going.

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The Bunch

SEPTEMBER / OCTOBER 2017

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ISSUE NUMBER 207

GROUP EDITOR

Gary Hunt gary@bicyclingaustralia.com.au

DIGITAL EDITOR

Nat Bromhead nat@bicyclingaustralia.com.au

BUSINESS DEVELOPMENT MANAGER

Tim Partridge timpartridge@yaffa.com.au

PRODUCTION EXECUTIVE

Kristal Young kristalyoung@yaffa.com.au

ART DIRECTOR

Ana Heraud anaheraud@yaffa.com.au

PHOTOGRAPHY

Tim De Waele, Steve Thomas, Eamon Fitzpatrick, Nat Bromhead, Sirotti

CONTRIBUTORS

David Heatley, Peter Maniaty, Michael Hanslip, Steve Thomas, Gemma Mollenhauer, Karen Forman, David O’Reilley, Anthony Tan, Nat Bromhead, Peter Rox, Tristan Thomas, Sarah Hunter, Sophia Auld

PROOF READERS

Jody David, Gemma Mollenhauer

EVENT MANAGER

Vanessa Burges vanessaburges@yaffa.com.au

CUSTOM CONTENT DIRECTOR CUSTOMER SERVICE MANAGER

GROUP PUBLISHER PUBLISHER

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DISTRIBUTION PUBLICATION DATES

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Matt Porter Martin Phillpott martinphillpott@yaffa.com.au Phone: (02) 9213 8325 James Yaffa Yaffa Media Pty Ltd 17-21 Bellevue Street, Surry Hills NSW 2010 Australia Editorial Phone: (02) 9213 8287 Editorial Email: gary@bicyclingaustralia.com.au subscriptions@yaffa.com.au Website: www.bicyclingaustralia.com www.greatmagazines.com.au FREECALL: 1800 807 760

Australia: Gordon and Gotch New Zealand: Gordon and Gotch 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: gary@bicyclingaustralia.com.au

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.

13-21 TOURDOW

RICHIE PORTE, SANTOS TOUR DOWN UNDER CHAMPION 2017

Contents

SEPTEMBER / OCTOBER 2017

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ISSUE NUMBER 207

28 18

108 48 SPECIAL FEATURES 28 CYCLING MYTHICAL PORTUGAL Situated on the Iberian Peninsula, Portugal shares a 500km border with Spain to the east and a stunning coastline along the North Atlantic Ocean to the west. Will Levy was invited to the inaugural Ride Across Portugal, from Chaves in the north to Faro, in the southern region of Algarve, and offered to show us around.

36 RIVETS AND RAILS Steeped in tradition and the folklore of cycling, the riveted leather saddles of Brooks have a special place in the hearts, and under the backside, of many cyclists. Steve Thomas takes us for a look inside the Brooks factory.

42 WOOD CHOPPING AND ELITE INDIGENOUS CYCLING Australiaâ&#x20AC;&#x2122;s elite sporting landscape is brimming with outstanding Indigenous athletes. But remarkably few can be found in cycling. Peter Maniaty asks, why?

48 MERIDA PROFILE

Karen Forman checks in with the manufacturing powerhouse to see what they have in store for consumers.

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Editorial

SEPTEMBER / OCTOBER 2017

BY GARY HUNT

THE EDGE MASTERCLASS 54 60 66 68

GET SOME JUNK IN YOUR TRUNK – Glutes workout RECHARGE FOR PEAK PERFORMANCE ‘SITTING-ON’– how to do it right. CHAMOIS CREAM IS NOT LUBE; IT’S GLUE!

Spring Stirring

don’t you think? Green shoots, the birds, the bees, prospects of rides in the country and long weekends relaxing with your significant other. But, I've actually been thinking it might be time for a new bike. Mine is getting a bit long in the tooth and hasn’t had a lot of loving since I bought it a decade or more back. Sure, we used to have some good times, and I try to cheer it up a bit with some new bar tape now and then. But when I look at it now I just don’t feel the old fire anymore. All I see is an aging, eclectic mix of oxidising artefacts. Sadly I don’t even glance over when I pass by in the garage anymore. Yes, the days ruled by heady infatuation for this once beautiful machine have long since passed. The thing is new models are always arriving, always more glamorous and increasingly attractive. Then they spend a couple of days lazing around the office where I can’t help but look at them! What am I meant to do? Exotic, racy, built for comfort; all of them daring me to take them away for the weekend. I sometimes take them home for a photo shoot before one of my colleagues takes them way. Occasionally I’ll get a bit jealous. It’s fun and all, but it never lasts more than a month or so. Before long I’m on the phone chasing up the next beauty so I can have another wild time and then tell all to anyone who cares to listen. It’s a terrible, tortured existence working here with all the new bikes coming through. I haven’t been able to maintain a monogamous relationship with my bike from the start. I’m only human after all. I’m not complaining mind you, but getting paid to spend time with these new bikes…it just doesn’t feel right. Maybe, hopefully, this next bike will be the one… the one I can settle down with and be content. Cheers,

FUEL 70

GENES, NUTRIGENOMICS AND PERFORMANCE – David O’Reilly takes a look at the ways science is shaping the champions of the future.

TEST LAB 74

88 92

SADDLE UP! All the info you need to buy the right saddle for the way you ride is in our massive saddle buyers’ guide. BKOOL GO GIANT PURSUIT AND REV HELMETS SCICON AEROCOMFORT ROAD

94 3.0 96 RIDLEY FENIX SL 100 LIV LANGMA ADVANCED SL0

REGULARS 12 14 18

THE BIG PICTURE LOCAL HERO – Baden Cooke COACH’S CORNER – Critical Event Prep Tip 24 TOP GEAR 52 SHE RIDES – Gemma Mollenhauer meets Team Arenberg. 106 A BUNCH OF FIVES: Ride All Winter (RAW) 108 SPIN CYCLE – The Perfect Day for Michael Matthews 114 PRO FILES– Orica Scott’s Backroom Staff

HH THE STIRRING OF SPRING… IT MAKES EVERYTHING NEW,

COVER: Ascending the glorious Passo Gardena. The Dolomites, Italy.

GARY HUNT – EDITOR

The Bunch

SEPTEMBER / OCTOBER 2017

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ISSUE NUMBER 207

Our Contributors

SARAH HUNTER

ANTHONY TAN

TRISTAN THOMAS

STEVE THOMAS

Sarah is an associate coach for FTP Training. She is a qualified Triathlon Coach and has a certification in Fitness. She’s a lifetime competitive athlete with a 20 year passion for cycling including Ironman triathlon, multi day MTB races, TTs, CX and crits. Her passion for cycling and strength training is infectious.

Buoyed by the Olympic Games in his hometown of Sydney, Anthony Tan turned his back on a lucrative advertising career, choosing instead to meld journalism with his experiences as a handy road racer that took him to Europe – albeit briefly, and unsuccessfully. He has covered the TDF since 2001, and is a cycling analyst for SBS.

Tristan competes at an Elite National level on the road. After studying computer Science and Mechanical Engineering he worked with Orica-Greenedge and Budget Forklifts. He is the founder of Wheelworks Handcrafted Wheels and is an amateur frame builder. www. wheelworks.co.nz

Steve Thomas has spent most of his life chasing bicycle dreams along the side roads and trails of the world. For much of that time he’s also been capturing his experiences in words and images, and his tales have been a regular feature here for more than 20 years, and counting.

DAVID O’REILLEY

DAVID HEATLEY

GEMMA MOLLENHAUER

BEARDY McBEARD

David O’Reilly is a performance nutritionist and strength coach who holds a Master of Human Nutrition from Deakin University. Owner of MountainFoundry.com. au, he's also a bespoke nutritionist and writes for Bicycling Australia and Mountain Biking Australia.

David Heatley is an accredited Level 2 Cycling Australia Cycling Coach who helps the busy cyclist quickly get awesome results and greater satisfaction from their cycling through proven time saving training programs and coaching support.

Gemma came to Bicycling Australia in 2016 where she found a particular interest reporting on women’s cycling. She quickly developed a thirst for racing, hoping to one day race at an international level.

Marcus Enno A.K.A. Beardy McBeard is known for his emotive cycling images. Beardy spends half the year chasing Grand Tours across Europe and the other half riding his bike capturing images along the way.

MICHAEL HANSLIP

PETER ROX

PETER MANIATY

KAREN FORMAN

Michael is a cycling coach, a skills instructor and a bike mechanic. He has contributed to Bicycling Australia for over a decade. He loves to ride bikes.

With over 25 years of cycling and triathlon experience Peter is a big fan of cycling, but a bigger fan of bikes, and has a weakness for anything new and shiny.

Peter is an award-winning writer and club-level cyclist. When not writing about bikes he likes to ride and race them as much as possible. Occasionally he even wins.

Karen Forman has been cycling around for 30 years as a rider, journalist, coach and parent. She writes, and rides road, track and MTB and is currently a trainee level two Cycling Australia coach.

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The Big Picture

SEPTEMBER / OCTOBER 2017

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GIRO REST DAY 3

“Into the distance, a ribbon of black Stretched to the point of no turning back A flight of fancy on a windswept field Standing alone my senses reeled A fatal attraction is holding me fast How can I escape this irresistible grasp?” 'Learning to Fly', by Pink Floyd, from the 1987 album 'Momentary Lapse of Reason'

SEPTEMBER / OCTOBER 2017

Â© IMAGE: BEARDY McBEARD

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Local Hero

SEPTEMBER / OCTOBER 2017

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BY PETER MANIATY

Local Hero: Baden Cooke THE TOUR DE FRANCE TRANSCENDS CYCLING. IT’S THREE WEEKS THAT, UNLIKE ANY OTHER BIKE RACE ON THE PLANET, HAS THE POWER TO CHANGE – AND FOREVER DEFINE – A RIDER’S LIFE. JUST ASK BADEN COOKE WHO ACKNOWLEDGES LA GRAND BOUCLE PROVIDED THE CROWNING MOMENT OF A CAREER THAT DELIVERED MORE THAN 50 VICTORIES IN 14 PROFESSIONAL SEASONS.

ORN IN THE VICTORIAN HIGH

country town of Benalla in October 1978, Baden Cooke began competitive cycling at the age of 11. Fourteen years later he became only the second Australian to wear the green jersey in Paris, after an epic battle with countryman Robbie McEwan and legendary German sprinter Eric Zabel that went all the way to the Champs Élysées. Cooke attended high school at Galen College in Wangaratta and, like many elite riders before and since, initially excelled on the track. He was a National Champion on the boards at both Junior (1996 Points Race Champion) and Senior (2000 Madison Champion) level. Towards the end of the decade Cooke’s focus was beginning to shift towards the road and in 1999 he raced in the inaugural Tour Down Under with the Australian Institute of Sport before joining fellow Australian Henk Vogels at the US-based Mercury Pro Cycling Team in 2000. Cooke spent two seasons with Mercury before the team folded at the end of 2001. This triggered a move to Europe where he signed with Marc Madiot’s powerful Française Des Jeux squad for 2002. He remained with the French set-up for the next four seasons and was selected for the Tour de France each year. It was a period that delivered many highlights, with the Victorian claiming Dwars Door Vlaanderen in 2002, the overall GC title at the 2002 Herald Sun Tour,

ABOVE: Cooke stood on the 2003 Tour de France podium in green with KOM winner Richard Virenque, Best Young Rider Denis Menchov, and GC winner Lance Armstrong.

multiple stage wins at the Tour Down Under (including third overall in 2004), Tour Méditerranéen and Tour de Suisse and a bronze medal at the 2002 Commonwealth Games in Manchester in an Australian road race trifecta behind Stuart O’Grady and Cadel Evans. Two years later Cooke also made his Olympic debut in Athens alongside Robbie McEwen, Michael Rogers, Matt White and O’Grady. Sandwiched between Manchester and Athens, of course, came the rarefied air

“Cooke claimed Stage 2 and finished

, with Aussie riders holding the green jersey for all but one stage.”

of the French summer in 2003. While Cooke would ultimately line up in six Tours de France – his final participation came in 2012 with Orica-GreenEDGE – it was unquestionably the high-water mark of his professional career. After showing tremendous promise in finishing fourth in the Points Classification in his debut Tour in 2002, Cooke turned the tables on Robbie McEwen in 2003, besting the Queenslander by just two points – one of the smallest margins in the history of the maillot vert. Cooke

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Local Hero

SEPTEMBER / OCTOBER 2017

first year SBS had broadcast live stages into Australia. Following his four years at FDJ, Cooke raced in 2006 and 2007 for the Unibet. com squad before its Swedish sponsor withdrew following a dispute with Tour de France owners, Armaury Sports Organisation. After one season with Barloworld, Cooke was set for a two-year move to the Rock Racing Team in 2009 before controversy surrounding the team licence and rider contracts saw a last-minute switch to the Netherlands with Vacansoleil. Cooke reunited with former FDJ team-mate

besting the Queenslander by just two points ...” claimed Stage 2 and finished in the top 10 six more times during the 2003 Tour, capping a remarkable three weeks for Australian cycling, with his FDJ team-mate Brad McGee wearing yellow for the first three stages and Aussie riders holding the green jersey for all but one stage. Cooke wore green himself from Stages 7 to 17, before relinquishing it to McEwen and then regaining it on the final day in Paris. Cooke’s timing was impeccable as 2003 was also the

PALMARES

1996 National Junior Champion Points Race

ABOVE: Cooke spent time with a handful of pro teams: Mercury, Française des Jeux, Unibet.com, Barloworld, Vacansoleil, and Team Saxo Bank, finishing his riding career with Orica GreenEDGE.

Brad McGee, now a directeur sportif at Bjarne Riis’ Team Saxo Bank, from 2010-2011. He then became part of Australian cycling history as a founding member of the fledgling GreenEDGE squad in 2012. After two years with the Australian-owned team, the 34-year old Cooke found himself squeezed towards retirement at the end of 2013 with his final WorldTour race coming at that year’s Vuelta a España. While Cooke felt he still had more to offer in the professional ranks,

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the veteran essentially became the victim of circumstance as a flood of talent hit the market following the disbanding of several teams including Vacansoleil-DCM and EuskaltelEuskadi. “I think pretty much it’s over,” Cooke told News Limited in late 2013. “It’s a really bad year for cycling with so many teams shutting down, there are hundreds of guys on the market with no job and I’m one of those guys. I’m speaking with one WorldTour team at the moment but it’s a very small chance, there are probably 50 guys going for the one spot.” While disappointed by Orica-GreenEDGE’s decision, Cooke said he left the team on good terms. “I had no inkling this could be my last year. It’s a shame but I’m not angry, I’ve had a really good run.” Shortly after retiring Cooke completed the UCI agent’s course and established Baden Cooke Sports Management which, amongst other riders, represents some of Australia’s top emerging professionals including Alex Edmonson (Orica-Scott) and 2017 National Champion, Miles Scotson (BMC). Cooke also purchased a stake in Factor Bikes which today provides bikes to UCI WorldTour team, AG2R-La Mondiale. Baden Cooke, now 38, continues to race locally when his schedule allows and will be forever remembered as one of the most famous sons of the Wangaratta Cycling Club.

BADEN COOKE (Selected results)

2000 National Men’s Champion Madison

2002

2003

Overall GC Herald Sun Tour

Bronze Medal Road Race, Commonwealth Games, Manchester

Stage Winner Tour de France, Stage 2

2003 Green Jersey Tour de France

2004 Olympian Road Race, Athens

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Coach’s Corner

SEPTEMBER / OCTOBER 2017

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BY DAVID HEATLEY

Critical Event Prep

OVER THE YEARS I'VE ATTENDED MANY EVENTS, BOTH RACES AND RECREATIONAL RIDES AS A COMPETITOR AND AS A COACH. I'VE SEEN WHAT CAN GO WRONG DUE TO POOR PREPARATION. PREP FOR RECREATIONAL EVENTS AND RACES IS VERY SIMILAR, SO MANY OF THE THINGS I'LL BE DISCUSSING WILL APPLY TO BOTH.

REMEMBER JUST A FEW KM'S

into an event, a rider I was descending with had a massive blowout. The explosion was catastrophic; it ripped through his tyre shredding the sidewall. There was nothing he or I could do about it. His ride was over only moments into it. I found out later on that morning that he had decided to pump his tyres up to over 130psi, thinking that this was going to make a difference. Unfortunately, this spur of the moment decision ended his ride just minutes in. All the time he had invested in his training and the money he spent getting to the event was wasted.

TRAVELLING, LOGISTICS AND ACCOMMODATION I remember that I left the booking on my accommodation till quite late for one race and ended up having to stay several hours travel from the event as all the local accommodation had been booked up. It also meant that our drive to the accommodation the Friday night ended up several hours longer than it was needed to be. Once you commit to attending an event, it’s important to ensure that you sort out how

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SEPTEMBER / OCTOBER 2017

days. Fortunately, we had a few days of local sightseeing activities before we started our cycling tour, so it wasn't too much of an issue.

NUTRITIONAL PLANNING

you plan to get there and where you'll be staying if you plan to stay overnight before or after the event. Logistically it may be better for you to travel to the location of the start of the event a day prior and stay overnight. While you are planning your accommodation and travel arrangements, make sure that you take into consideration the logistics of getting to the event start area and parking. Obviously, the earlier you arrive, the more parking options available to you.

GET TO THE EVENT IN PLENTY OF TIME I like to make sure that I arrive an hour before the event start. This was especially important for me when I was racing as I needed to sign in, get my race number, get changed into my cycle clothing, pump up my tyres and get warmed up, all before the start of the race. I like to warm up on a home trainer close to the start of the event so that I can keep an eye on the start time. I mainly do this to help relieve the anxiety of missing my start time. I advise my clients to do the same. I found that the home trainer also allowed me to have a much

One of the clients I was coaching ate a muesli bar that she was given while traveling to a state level competition. She then spent several hours having severe gastric distress and finally got to the start line dehydrated and feeling rather ill. While she still medalled in the race, she had a shocker of a ride. It was later found that muesli bar had nuts in it to which she had an intolerance. Nutrition is very personal, so there is no one-sizefits-all nutritional plan that suits everyone. If the event you are riding provides hydration and sports bars, then I recommend that you experiment with them on your training rides first to find out if you are compatible with them. Use your training rides to experiment and lock in your nutritional plan so that when you arrive at the event, you have a clear understanding of what you’ll be eating and when.

higher quality warm up than rolling around the local roads close to the event. Also, on colder days it was much better to warm up on a home trainer; I found I got to the start line much warmer than if I tried to roll around on the open road in almost freezing conditions.

TRAVELLING WITH BIKES ON PLANES Airlines will not accept a bike unless it's packed in a bag or box. There are plenty of options available for packing your bike and some airlines even provide cardboard boxes. Some airlines have a one bag restriction, so all your luggage that is not carry-on needs to be packed in with your bike bag. Pay particular attention to the baggage allowances and weight limits. Weigh all your bags before you leave for the airport to reduce the chance of getting hit with overweight charges. I like to arrive early to the airport so that there is a higher chance of getting my bike on the plane. Traveling to locations using smaller planes may mean that your bike may not travel with you but arrive several days later. When we flew to Italy one year, our bikes didn’t arrive for three

PACKING

our training camps in Bright

I’ve arrived at national races where I’ve had people approach me asking if I had any spare cycling shoes! Make sure that you have everything before you leave. A tip from my wife is to do a mental check as if you were dressing when laying out all your cycling kit before packing your bag. Make sure that you don’t forget critical things like helmet, shoes, and glasses. I usually have these in my carry-on luggage if I’m flying so that they don't go missing in transit. I also like to take a variety of clothing to accommodate different weather conditions. Better to take clothing and not use it than not take it and need it. I have a checklist that I give to my clients and recommend that they pack the night before they leave so that they are not rushing in the morning and miss something.

Coach’s Corner

SEPTEMBER / OCTOBER 2017

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If you are staying overnight make sure that you pack things like ear plugs, medication and spare contact lenses in your toilet bag. Also, don't forget things like cables, chargers for your phone, bike computer, lights, and bike. Place your phone, lights and bike computer on charge overnight, so they are fully charged for the event. I've lost count of the people who have attended our training camps in Bright with flat Di2 batteries. Either they forgot to charge them before they left or they did charge them only to have the battery go flat because their gear lever was engaged somehow by their bike bag while they were traveling.

GET YOUR BIKE SERVICED

“I don’t switch in any new equipment

and am 100% confident with it.”

ABOVE: You’ll be smiling all the way to the finish line if you remember ‘the five Ps.’

Pay attention to gear and brake cables, new tyres, chain and cassette, brake blocks and bearings. Also, make sure your lights are firmly attached to the bike along with your drink bottle cages. I know of a cyclist that had their bike built a few days before an important event only to have their front brake came loose during the ride causing them to abandon. At the same event, another had recently adjusted their rear derailleur and had it go into their spokes causing them to abandon too. Another pulled their foot from their pedal due to worn cleats which caused them to crash, bringing down several other riders and end up in the hospital with a concussion. On another event, I had a rider in front of me almost take me and several riders out when their saddle bag got caught in their rear wheel causing them to crash and abandon. If you get any work done on your bike always take it for several long rides to make sure that you identify any issue before your event. When I was setting up my wife's bike for races, I'd always check the gears were trimmed, her wheels were set straight in the frame, her quick releases were firmly in the closed position, and her brake pads weren't rubbing against the rims. Then I'd go for a quick test ride and I'd get her to check it too just before the start of the race.

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Coach’s Corner

SEPTEMBER / OCTOBER 2017

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It’s a good idea to do a course recon if at all possible, so you know the climbs and road surface and corners of the descents.

KNOW THE EVENT YOU ARE RIDING For races do a course recon and know where the KOM and Sprint points are on the course and scope out the finish. Learn about the rules that you'll be riding to. This especially relates to bike setup for time trials and roll-out gears for juniors. With recreational events, find out where the drink and feed zones will be, whether you'll need lights or other specific equipment to ride the event, any course hazards and if there are any time cuts. Also, read the information that the event provides.

DON'T CHANGE ANYTHING The event is not the place for experimentation. I've heard of people arriving at events with an almost brand-new bike that either they haven't been set up on or have a different set up to the bike that they have been training on. In many cases, they end up suffering from either strains and cramps during the event, or they sustain an injury that takes months to get over. Another thing to avoid is using a new set of wheels or kit that you haven't used before. I get my bike set up done at the beginning of my training block, and once I'm happy with it, I don't change it or my shoes. I also don't switch in any new equipment unless I have tested it on several training rides and am 100% confident with it. I hope that this helps cover some of the things to help you be more prepared for your next event. If you have any questions about this or anything else related to your training you are welcome to contact me at support@cycling-inform.com. All the best with your riding.

Top Gear

SEPTEMBER / OCTOBER 2017

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FATHER’S DAY GIFT GUIDE

Fathers’ Day Gift Guide PREMIUM TYRES, WIRELESS SOUND, NEW GPS, OR A SKINSUIT—GO ON SPOIL HIM!

PIRELLI RETURNS After a 25-year absence, the Italian company is back with an initial offering of three road tyres - the PZero Velo, PZero Velo 4S and PZero Velo TT. The PZero Velo - ideal for competition or training on any surface acording to Pirelli. Initially releasing three different models, the PZero, PZero TT and PZero 4S, each are colour-coded just like their F1 siblings. The PZero Velo is embossed with silver identification and aimed squarely at road racing, is fairly light ((195g for 23mm, 210g for 25mm, and 230gm for 28mm). According to Pirelli P the PZero with dry “provides speed and handling along w and wet grip meaning top cycling safeety. It is ideal for competitions or training on any type of surface.” P Zero Velo (Race) 23-25mm $69.00 28mm $72.00

GET MORE WIRELESS Love the idea of wireless connectivity? Got your eye on some SRAM eTap? Does your ride data upload to Strava automatically as soon as you get home? OK so they’re not cycle specific but they’re a great Fathers Day gift idea. The IQbuds from Nuheara are completely wireless; connecting via bluetooth. They deliver exceptional clarity, impressive bass and quite astonishing active noise management. The SINC app lets you tune out background noise and just enjoy your tunes, great for the train or plane, or alternatively they can accentuate voice frequencies for easier conversation in the pub. Battery life is great at 4x4 hours of streaming and they come with a solid little charging and storage case. RRP: $399 www.nuheara.com

The red labelled PZero Velo TT, is obviously the fastest great and lightest offering in the range and ffeatures g handling as well as top behaviour in thhe wet. This tyre is completely devoid of groovves and will only be available in 23mm. It weighs in at a featherlight 165gm. P Zero Velo TT (Time Trial) 23mm $69.00 The final tyre is the blue-labelled PZerro Velo 4S, an all-season tyre protection rotection and an outstanding wet that offers a higher level of puncture p olling, comfort and mileage. Tread grip guaranteeing, at the same time, ro wise, the 4S features a wider and more profound lightning bolt pattern. 23mm / 205gm, 25mm / 220gm, 28mm / 250gm. P Zero Velo 4S (All Seasons) 23-25mm $72.00 28mm $75.00 www.firstendurance.com.au

BONTRAGER AEOLUS PRO3 WHEELSET These 35mm, tubeless ready wheels use Trek’s D3 rim shape to cut drag at both the rim leading and tyre leading edge, to minimise turbulence and enhance stability. The rims are nice and wide measuring 27mm externally and 19.5mm between bead hooks, and they use Trek’s longstanding OCLV (optimum compaction low void) carbon fibre layup process to ensure their integrity. They spin on Bontrager CenterLock disc hubs with 12mm thru-axles front and rear, plus a Bontrager 24-point engagement, 3-pawl hub mechanism. The disc specific wheelset weighs 1,600g. There is also a rim brake version available which weighs just 1,506g. RRP: $1,998 for either set www.trekbikes.com/au

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SEPTEMBER / OCTOBER 2017

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FIZIK LIINK R1 SNAKE BIBS Fizik has b been developing their product offering over many years with specific attention to the comfort and performance of contact points on the bike. Their Spine Concept Evo has inform med saddle and bar design tailoring shape and size for riders of differing flexibility, categorising them as snakes, chameleons or bulls. Fizik has nnow stepped into designing knicks, an nd again optimised design to providee marginal gains in comfort and performance. The chamoisâ&#x20AC;&#x2122; vary according to the extent a riders hips can roll forward and matches their Spinee Concept product the pad, fabric offering. Beyond B panels aree cut to optimise freedom of movement again varied by riding still offering a level position, while w of compreession. RRP: $379 www.monzaimports.com.au

NEOS TRACK GPS COMPUTER Giant and Team Sunweb have collaborated to develop the Neos Track GPS computer for the demands of the pro peloton. Featuring a high sensitivity GPS receiver, ANT+ and Bluetooth compatibility, turn-by-turn navigation and up to 30 hours battery life per charge, this unit packs a punch beyond its value price point. Syncing your data to Strava or Training Peaks is made easy via the compatible Neos Track mobile APP or via your home WiFi. RRP: $299.95 www.giant-bicycles.com/au/

AIRWAY COMPOSITE BOTTLE CAGES Borrowing technology from their carbon mountain bike suspension linkages, Giant has been able to enhance the humble bottle cage. The Airway Composite bottle cage is constructed using injection moulded carbon composite materials to make a lightweight, yet incredibly strong cage with a secure bottle hold. Weighing in at only 26g each, the Airway Composite is also available in both a left or right entry side pull version. RRP: $39.95 www.giant-bicycles.com/au/

ELEVATE AERO 2-IN-1 SKIN SUIT Working with long term apparel partner and Team Sunweb sponsor Etxeondo, Giant have developed the Elevate Aero 2-in-1 Skin Suit. The road focused 2-in1 garment features technology borrowed directly from time trial skin suits worn by the likes of Giro dâ&#x20AC;&#x2122;Italia winner Tom Dumoulin. The 3D garment construction reduces aerodynamic drag while optimising comfort in the riding position. Mesh panels and TransTextura fabrics enhance breathability and temperature management while a top of the line E.I.T Urraki multi-density chamois takes care of saddle comfort. The Elevate Aero 2-in-1 Skin Suit also feature a practical full length front zipper and three rear pockets. RRP: $499.95 www.giant-bicycles. com/au/

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Destination: Portugal WORDS: WILL LEVY | IMAGES: AGNELO QUELHAS

Riding through the amazing UNESCO sloped terraced vineyards of the Alto Douro Vinhateiro region, the oldest controlled wine region in the world.

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SEPTEMBER / OCTOBER 2017

CYCLING MYTHICAL PORTUGAL WITH ITS SUN-SWEPT BEACHES, MEDIEVAL CASTLES, EXQUISITE FOOD, AND SPECTACULAR CYCLING, ITâ&#x20AC;&#x2122;S IMPOSSIBLE NOT TO FALL IN LOVE WITH PORTUGAL.

Destination: Portugal

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HE WESTERNMOST COUNTRY IN EUROPE, PORTUGAL,

was named the 2016 'Destination of the Year' by Travel + Leisure and it has also become a hotspot for cycling tourists thanks to its inviting climate, reasonable prices and cultural significance. Lisbon is also famous for its Seven Hills. The maximum elevation is around 200m above sea-level, so it could be considered a climbers/ stitch-up paradise, but the overall cycling experience here is really top shelf. A word of caution; while the locale is stunning and you'll feel safe and comfortable here, riders must remember that with trams come tram lines, they are about the perfect size for a road bike tyre. Then add the cobbles - and they are everywhere. If you're here in September you can participate in Subida à Glória aka the Climb to Glory, 17% over a tiny 265m! On this same street is the famous Tram 28 (similar to a funicular ride) which operates every day and is a must see when in Lisbon. For something a little less steep, ride or catch the train west. Head toward the UNESCO town of Sintra. There you'll find Parque Natural de Sintra-Cascais and plenty of beautiful quiet roads and rolling hills. You can even stop at the Western most point of continental Europe - Cabo da Roca. I was invited to Portugal to participate in the inaugural edition of Ride Across Portugal. A five day cycling event from the North to the South wherein riders would spend most of their time riding on the N-2, the Portugese equivalent to Route 66 in the USA. This ‘mythical road’

starts in Chaves, about 12 km from the Spanish boarder and runs 750kms down to Faro, the southernmost city in Portugal. For years, knowledgeable travellers have ridden, walked or driven the N-2 through the most amazing natural scenery, picturesque villages and unbelievable local food and wine. In the innaugural year, 30 riders were invited from around the world to participate in the event. Riders from the UK, Brazil, Belgium, Spain, Norway, Hungry, Australia and of course Portugal were on the start line in Chaves.

and that it did, visually and gastronomically”

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SEPTEMBER / OCTOBER 2017

The idea behind this event was to showcase Portugal, and that it did, visually and gastronomically. Each day we could clearly see the terrain alter from region to region. Some of the highlights from the various stages were riding through the amazing UNESCO sloped terraced vineyards of the Alto Douro Vinhateiro region, the oldest controlled wine region in the world. We rode along the Mondego River, the longest river located exclusively in Portugal. Riders saw James Bond like Goldeneye dams and rode to the geographical centre of Portugal near the village

of Vila de Rei. To get to this point, riders rode up one very steep 1.1km climb with an average of 8.3%, was this brutal side trip going to be worth it? Yes indeed, there we witnessed the magical 360 degree vista and it gave us another chance to sample some more Portugese delights at yet another well catered rest stop. Each rest stop, located every 50km or so along the route, is slightly different to the last, with fruit, energy bars, water, coke and nuts. Then there was locally crafted specialities, including bread, honey, â&#x20AC;&#x153;famous spring waterâ&#x20AC;?, tarts and

ABOVE: The N2 crosses more waterways, on stage 4; this lake is the Albufeira do Roxo.

Destination: Portugal

RIGHT: Descending through the forests surrounding the town of Pedrógão Grande in central Portugal.

SEPTEMBER / OCTOBER 2017

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“Riders will pedal 750km with 8,600m ascent; so

PORTUGESE PASTRY One of the highlights of visiting is to experience the taste sensation of one of the famous Portugese tarts. I am sure you have heard or even tried one yourself but they taste different here. Go to the right store in Lisbon, you may have to wait in line but they are best served fresh out of the oven. Sprinkle some cinnamon and powdered sugar and you are sent to taste heaven! The most famous tarts in Portugal can be found at Pasteis de Belém. They are not in ‘downtown’ Lisbon, they are located around 8km from the centre and are more than worth the trip out and worth the wait in line. Catch a pre-war, circa 1930’s tram out and enjoy the journey, you will not regret the effort plus you can get some more culture in Belém by visiting the UNESCO Jerónimos Monastery and then the tower of Belém.

pastries, deep fried cod balls, wine and Spumante plus hams and cheeses. We were treated to daily lunches and dinners and each afternoon and night we were spoilt for choice, fish, meat, pasta, rice, soups, desserts and again specialities of the region; a fine way to replenish the stores after a tough day in the saddle. The local councils really got behind this event and we regularly saw the local Mayor at the various stops as well as welcoming us at the finish line. To give you an idea of how tough this ride is I might compare it with the Haute Route (HR). We

have participated in the HR since its inception in 2011. The HR is a seven day cycle-sportive ‘The Toughest and Highest Cyclo-Sportives in the World’ they offer races through the Pyrenees, Alps, Dolomites and Rockies. On average each HR is seven stages, 900km with 20,000m of ascent. However, the Ride Across Portugal is not trying to be a HR. They want to offer an event that is still a challenge, yet possible for riders of all abilities to complete. Riders will still have to pedal 750km with 8,600m ascent; so you can't just turn up and jump on their bikes for the first time and expect to

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LEFT: Lunch in the shade in Pedrógão Grande at the end of stage three. BELOW: Finishing stage 1 in the medieval city of Viesu in the hills of Beira Alta.

THE ROUTE STAGE 1

173 KM / 2800 M (ascent) Chaves to Viseu STAGE 2

148 KM / 2150 M (ascent) Viseu to Pedrógão Grande STAGE 3

125 KM / 1430 M (ascent) Pedrógão Grande to Montargil STAGE 4

163 KM / 1140 M (ascent) Montargil to Albernoa STAGE 5

148 KM / 1080 M (ascent) Albernoa to Faro

breeze through the event. As always, the fitter you are, the more fun you will have. While not officially a race, there are timed sections on each day’s stages. They range from 4km through to 20+km, some are flat while others are climbing sections. Some riders may take it easy through non-timed sections, saving themselves for the timed kilometres while others just ride consistently through to the end. The secret as with any of these types of events is to find a bunch which has the same mentality as you and with the same level of ability and stick with them. Riding for four to six hours is always much more pleasurable if done in a bunch. It is not just the unique foods and terrain which made this event a stand out. It was mandatory for riders to carry a GPS. Having one with maps was crucial, such as a Garmin 1000. The day’s course was signposted but not heavily. Yes, riders were primarily following the N-2 but in some cases we were going through tiny villages with left and right turns. Having a GPS with maps alleviated any concerns about getting off course. The GPS was

also critical for your timing on each stage. After each stage riders handed over their GPS and the files were downloaded. This is how we were ranked on each stage. Riders also had to carry a tracker, this was a safety feature for the event put in place by the ride organisers. We're planning on attending again in 2018, offering an 11 day tour which will include entry to the event. Riders will come into Lisbon a few days, staying at a majestic five star Palace. We will have a chance to sample Lisbon and get a few rides in, including Sintra to shake away any jet lag. We then head north up the coast to sightsee and ride through some more spectacular scenery. Once the five day event begins, our team will have support vehicles en-route and our own dedicated mechanic and massage to look after our riders. When finished in Faro, we will spend one night relaxing before heading back to Lisbon for our final night in the Palace. For more details on the tour, head to twowheeltours. com.au or email us at info@twowheeltours.com.au

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Rivets & Rails

SEPTEMBER / OCTOBER 2017

WORDS & IMAGES BY STEVE THOMAS

Rivets and Rails:

BROOKS

BROOKS ENGLAND ARE THE TRUE ORIGINAL MASTER SADDLE MAKERS, AND HAVE ENJOYED SOMETHING OF A RENAISSANCE IN RECENT TIMES. STEVE THOMAS RIDES BACK TO THE FUTURE TO VISIT THEM.

INELY POLISHED AND PERFECTLY HAND CRAFTED;

the final large brass front nose rivet is handbeaten and secures the finishing touches to the latest in a very long line of Brooks saddles. Manually handled, the aging round-headed hammer pounds the final rivet over a last that has seen more saddles pass by than even the oldest member of the Brooks team, and secures the deal by fastening the fine grade five millimetre thick leather top to the chrome plated frame of yet another masterpiece. These are saddles that have been made in almost the exact same way for a close shave under 150 years. That big and bold brass rivet was exactly what spawned the famous cycling phrase “on the rivet”, which we all know means when you’re hung, drawn and almost quartered with self

inflicted pain as you grasp with white knuckles at your bars and balance your groin on the hard fastened tip of the saddle. It was way back in 1866 that young Englishman, John Boultbee Brooks first set about his trade as a leather goods maker in a suburb of Birmingham. Horse harnesses, saddles, and other equine goods were his purveyance. Brooks would travel to and from his work by horse each day, until the horse died – and he was unable to afford to replace it. At around about this time the chain driven bicycle also came into existence and a friend loaned Brooks his bike for the daily commute. It had a harsh wooden saddle, and Brooks vowed to produce a more comfortable one, and in 1882 he filed the first patent for a Brooks bicycle saddle.

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BELOW: Highly sprung â&#x20AC;&#x201C; urban roadster saddles in the making. OPPOSITE PAGE: The new Cambium, currently still made in Italy.

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“Like a smouldering phoenix, to become a ‘born again’ cult and quality brand.”

ABOVE: Classic Brooks badges ready to be applied. RIGHT: The unassuming Brooks factory sign.

The company flourished, and remained within the Brooks family until 1958. In 1962 Raleigh Cycles, who were world leaders at the time, acquired Brooks. Raleigh was already part of the Tube Investments (TI) group, and owned Sturmey Archer and Reynolds Tubing amongst other related bike brands. A questionable fall from grace left Raleigh and its siblings in financial ruin and in 1999 Brooks was sold and forced into liquidation. Luckily in 2002 Italian saddle making giants Selle Royal purchased the company. Savvy marketing with a minor rebranding and almost zero change in manufacturing procedure have combined to flip the coin of fate for Brooks. Like a smouldering phoenix, Brooks, has once again risen from the ashes of financial despair to become a 'born again' cult and quality brand. Partnering and supporting events such as the Erioca vintage sportive have no doubt opened up a whole new world of appreciation and awareness for Brooks, and the business continues to go from strength to strength, with a large number of its new found fans being found in places such as Japan.

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Outsourcing to remote corners of China or raising cattle for saddle tops in the African outback have not been a part of the Brooks philosophy; things here are done the old fashioned way and the emphasis is still on pure craftsman created quality. Much of the machinery used in the factory is pushing the 100-year old mark, and the saddles themselves are all individually hand crafted by time served masters of the art. Leather is what Brooks have always been about, and the top of each saddle comes from either British or Irish cows, as they’re deemed to be best acclimatised to wet and harsh weather conditions, hence their leather is more durable. Tanning is done in Italy, at one of only two (considered) suitable tanneries in the world. Pressing, moulding and trimming of the leather is all done by a mixture of presses and by hand in the Brooks factory, where they also

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produce saddlebags and other high quality leather bike accessories. After first soaking the leather mechanical presses form the shape of the saddle top, and they are then oven dried before being fitted to the frames and hand chaffered. Rolled steel and titanium is shaped, coiled, sprung, chromed, and polished on site to form the saddle frames. From here the leather tops are then machine riveted and then manually riveted to the saddle frames before the famous Brooks badging is applied to the finished goods. Great consideration has been given to modernising the whole process and there’s little doubt that production could be sped up some and made cheaper. But by doing this the whole objective of creating a traditional Brooks saddle, the highest quality hand crafted saddles in the world, would be somewhat depleted, if not totally

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defeated. When you buy a Brooks saddle you know that you are getting one of the finest hand crafted bike saddles around. Love them or hate them, there is no quibbling that these saddles are works of art. Despite having grown up just an hour’s drive away from the Brooks factory I have to admit that (apart from a few minutes as a kid) I’ve never actually ridden one of their saddles. In part this was because there was always something of an old fashioned stigma attached to them, but in recent years that has turned more towards appreciation of these very fine things. It’s said that they can be excruciating things to break in, and that the process can take up to a 1,000 miles in some cases. When the saddle is broken-in and moulds uniquely to your undercarriage those who ride Brooks tell me that they are the most comfortable saddles out there. What’s more is that they’re built to last and in many cases will out serve the bike itself. If you’re in two minds on the subject then you may well welcome the arrival of the new Cambium range, which are something of a stylish hybrid saddle that sits between traditional Brooks leather and chrome and Selle Royal classics. These saddles are made in Italy with the branding and blessing of their namesakes and could provide a handsome introduction to these timeless leather classics.

ABOVE: Finished saddles are handled with great care before packaging.. CENTRE: Hand made from start to finish; here the rivets are being beaten.

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Indigenous Cycling

SEPTEMBER / OCTOBER 2017

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BY PETER MANIATY

Wood Chopping and Elite Indigenous Cycling AUSTRALIA’S ELITE SPORTING LANDSCAPE IS BRIMMING WITH OUTSTANDING INDIGENOUS ATHLETES. BUT REMARKABLY FEW CAN BE FOUND IN CYCLING. PETER MANIATY ASKS, WHY?

COURTESY OF SBS TV MEDIA CENTRE

WO HUNDRED AND NINETEEN. THAT’S HOW MANY

names feature in the Aboriginal and Islander Sports Hall of Fame. Established towards the end of last century, it’s an honour roll boasting many of Australia’s finest ever athletes. Footballers and boxers feature prominently, as do familiar names from the hockey, basketball and athletics arenas. Yet one sport is largely absent: ours. In fact, of all the names on the iconic list just one belongs to a cyclist: former State and National representative Brian Mansell, who rode his final competitive race almost forty years ago before carving out a second career in the Australian Army. To put this into even sharper perspective, three times as many darts and squash players are represented in the Hall of Fame, while the sporting juggernauts that are lawn bowls and wood chopping share the same representation. The obvious question is, why? Nowadays the concept of ‘population parity’ is frequently used as a yardstick to measure

Indigenous representation across many parts of society, from high school completion rates and university enrollments to workforce participation and health outcomes. It works like this. Indigenous Australians currently make up approximately 3% of the total population so, generally speaking, it’s only reasonable to strive for an equivalent percentage when it comes to Indigenous participation rates. Sadly elite cycling is nowhere near it. Despite the fact some of Australia’s finest Indigenous athletes have come from the very same towns and regions where cycling has also flourished – Moree in north-western NSW is a prime example, producing many notable rugby league and rugby union players – few, if any, have pursued careers in elite level cycling. Time and again I approached people I felt certain would be able to shed greater light on this situation, including several senior cycling historians and officials, only for most to shrug their figurative shoulders.

COURTESY OF BRIAN MANSELL

Brian Mansell narrowly won the 1970 Examiner Six Day Sprint title against his famous partner Bob Ryan. OPPOSITE PAGE: Lionel Rose MBE (1948 â&#x20AC;&#x201C; 2011) was an Australian bantamweight boxer, and the first Indigenous Australian to win a world title. The 1969 world title fight was held in Tokyo against Masahiko 'Fighting' Harada, with Rose prevailing in a 15 round decision.

Indigenous Cycling

SEPTEMBER / OCTOBER 2017

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“I just enjoyed riding. That’s all I ever wanted out of it,

ABORIGINAL & ISLANDER SPORTS HALL OF FAME MEMBERS Rugby League Australian Rules Boxing Cricket Athletics Darts Badminton Woodchopping Lawn Bowls Wrestling Cycling

29 28 24 13 13 4 2 2 1 1 1

Undeterred I turned to the work of Professor Colin Tatz, a PhD graduate from the Australian National University and respected authority on issues of politics, race and sport with many years of experience working with Indigenous youth. In his illuminating 1987 book, ‘Aborigines in Sport’, Tatz posed the question, “Why don’t Aborigines participate in some sports and why are they over-represented in others?” “Aborigines are over-represented in boxing, in Aussie Rules, in rugby league. Why these high percentages?” he pondered, before offering his thoughts. “The essential answers lie in having access to these sports; in these sports providing some group identification; in having role models before them, heroes to emulate.” Tatz also pointed to the concept of ‘denial of competition’. “The essence of sport is that competition, opportunity, and resources must be fair and equal for all. But (over the generations) a different ethos has applied to black Australians. In our society there has been exclusion from competition, discrimination within it, and at times gross inequality of chances, choices and facilities.”

COURTESY OF BRIAN MANSELL

DISCRIMINATION In a 2006 report published by the Human Rights and Equal Opportunity Commission, the then National Race Discrimination Commissioner, Professor Tom Calma, explained, “It is clear that fear of racism in Australian sport is a major barrier to participation.” Without prompting, it’s an issue Brian Mansell raises himself over the course of a fascinating – and at times confronting – conversation about his life before, during and after cycling, from his home in Kettering, 40km south of Hobart. “The name calling and the discrimination was there on a daily basis,” Mansell reflects with equal parts of sadness and frustration. “People would often tell me to ‘piss off half caste’. That was just the beginning of so much racism during my riding career. Even when I went on to represent Tasmania and place in the National Championships the prejudice never went away. The dominant cultural group had all the power and authority, everything was going for it, no-one called them names. You didn’t want to be part of the group that got treated like shit all the time. But it still happened. You either fought back or ignored it.” “It was tough because I was pretty much the only one (Indigenous cyclist). But it wasn’t really something I thought about at the time because I didn’t regard myself as Aboriginal. I didn’t regard myself as anything, really. You were given different identities two or three times day, depending on who you were with and where you were. I didn’t know who I was back then.”

With a heavy heart Mansell rattles off uneasy anecdotes of humiliation, discrimination and exclusion. He may be approaching 70 but it’s clear the cumulative effects have left deep scars. But this is a man made of stern stuff for, unlike many, it never stopped him from competing.

COST Perhaps not unexpectedly, cost was another sizable obstacle Mansell encountered as a wide eyed 16year old. “One of the greatest barriers to cycling was money, it still is. But I was lucky,” he recalls. “I went into Kevin McBain’s bike shop and he did the right thing by me." These days of course it’s even worse. You need $6,000 or more for all the gear, just to be competitive, even for second-hand equipment. That’s a lot of money, for anyone.” While sports like boxing, football and running require very little in the way of equipment or facilities, it’s an altogether different scenario when it comes to cycling – something virtually everyone reading this article will appreciate. Cost of entry is a real issue, regardless of your ancestry or skin colour. It’s hardly a recent phenomenon either.

ABOVE: Mansell toured South Africa during his time at the top, seen here racing against West Wits, cyclists from Westonaria, a town just outside Johannesburg.

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Indigenous Cycling

SEPTEMBER / OCTOBER 2017

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GENETICS

IMAGES: COURTESY OF BRIAN MANSELL

According to the Australian Bureau of Statistics a new bicycle cost around $31 at the time of Federation. This was equivalent to more than seven weeks of wages. While cheaper today in relative terms, the participatory cost of cycling still sits considerably higher than most sports.

COMMUNITY Mansell again casts his mind back to the 1960s and identifies another factor he feels prevents more Indigenous kids from pursuing careers in elite-level cycling: the physical and emotional detachment from family and community. “Those connections are so important, but cycling is such a hard and selfish sport,” Mansell explains. “You spend so much time away from your family, your girlfriend, your friends, you can lose contact with your community, the people and the things that really matter. I’d start at six in the morning and finish at two or three o’clock in the afternoon, then spend another two hours being motorpaced on the velodrome at night. ”

There are many other theories for cycling’s low Indigenous participation rates, some of which point to genetics. While deeply engrained stereotypes might suggest Indigenous athletes are more predisposed to certain sports such as the football codes, the reality isn’t nearly as simple. In his excellent 2009 essay, ‘Coming to terms: ‘Race’, ethnicity, identity and Aboriginality in sport’, Professor Colin Tatz explored the role cultural circumstances have on the development of Indigineous sportsmen and women. Quoting a variety of sources, Tatz concluded it’s far more likely to be the legacy of an athlete’s upbringing that influences their choice and aptitude for a given sport, rather than any biological predispopsition or geneticallyinherited skills. In other words Indigineous children are, generally speaking, no more or less suited to cycling than they are to football, boxing or athletics. However the circumstances of their lives continue to make it far more likely a majority will gravitate towards the latter. Such theories were alien to the majority of those who crossed Brian Mansell’s path as he began to consistently humble the best amateurs on both road and track. “There was never much respect, even when I started winning,” Mansell recalls. “A lot of people would just snigger and say things like ‘oh, you must get your ability from your ancestors, chasing kangaroos through the bush’, stuff like that. ” Half a century later the stereotypes still exist in many quarters. On more than one occasion in researching this story, for example, comments were made along the lines of bicycles being far more likely to be stolen by their Indigenous custodians than actually ridden. It seems old habits and attitudes die hard.

COACHING Beyond the riders themselves, another significant issue centres around many coaches having little to no experience in working with Indigenous athletes. The Australian Sports Commission devotes considerable literature to the subject, explaining on the Ausport website: “As a coach you are not expected to have an in-depth knowledge of every athlete’s background and culture, however there are some considerations to take into account when coaching Indigenous athletes…it can only make you a better coach.” It goes on to flag the sensitivities surrounding the role of family, cultural protocols, the more abstract notion of time management and the concept of ‘shame job’ whereby many Indigenous athletes have a deep reluctance to be singled out for achievement or recognition. Curiously this is something I experienced firsthand when speaking with Brian Mansell who, more than four decades on, still seems almost embarrassed by much of his success. “I never

SEPTEMBER / OCTOBER 2017

COURTESY OF THE RAS OF NSW HERITAGE CENTRE

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wanted to be a champion or even win races,” Mansell suggested on more than one occasion. “I just enjoyed riding. That’s all I ever wanted out of it, enjoyment, and to be accepted for who I am.”

LOOKING AHEAD Jump online and you’ll find numerous references to talent identification and pathway programs for Indigenous cyclists. Yet dig a little deeper and there’s very little in the way of actual substance. However there may be one glimmer of hope, one place where tangible evidence can be seen: Western Australia. One of the more interesting and recent Indigenous programs is happening out of the Perth SpeedDome, under the guidance of Cycling Australia accredited coach and National Cycling Centre WA founder, Amanda O’Connor. O’Connor established an Indigenous Talent Identification program in 2016 with the ambition of seeing the first Indigenous track star within a decade. “If we look eight to 10 years ahead, we want to see the first Indigenous cyclists pulling on the green and gold jersey,” she announced at the program’s launch. “Right now it’s softly, softly,” O’Connor explains. “It’s all about participation and gently introducing kids to racing; helping them realise there is no

shame in being the only ones to do something considered by their peer group as a bit radical. This is a very big thing. For example, one of the boys said ‘try telling your footy mates that you dress up in what looks like a women’s leotard and ride a bike round and round in circles’. Sadly, and despite many positives in the first 12 months, the future of the program already appears far from certain. “Limited resources are tough,” O’Connor laments. “National Cycling Centre WA is a private concern and I run the program on the smell of an oily rag. Funding is something I will have to investigate to keep the program going. While I have a good relationship with CycleSport WA we receive no meaningful support.” Looking ahead, can O’Connor ever see a time when Indigenous cyclists might reach population parity at the elite level? “No, not really because I don’t envisage the right pathways and support being made available. Unless there’s some fairly heavy lobbying done or a Kerry Packer-like individual arrives on the scene as a backer, the money just isn’t there that football attracts.” For his part, Brian Mansell agrees. “If it does happen, it will only be the odd individual. They’ll really need to enjoy what they’re doing. They’ll also need grass roots support from their community and someone with experience in bike riding.”

ABOVE: Champion NSW Indigenous woodchopper, Leo Appo (far right) with other champion axemen and sawyers at the 1921 Royal Easter Show in Sydney. OPPOSITE PAGE: Brian Mansell had an all too short career, though was Tasmanian Champion in 1968 and 1969 before retiring from racing in 1979.

Brand Profile

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BY KAREN FORMAN

Disc brakes on roadies? MERIDA STAARTED IN 1972 AND IS REPRESENTED IN 77 COUNTRRIES AROUND THE WORLD. THE BRAND HAS GROWN IMPPRESSIVELY AND AS WE DISCOVERED WHEN WE INTERVIEWED MERIDA DIRECTOR OF PRODUCTS, JUERGEN FAALKE, IS WELL POSITIONED FOR THE FUTURE.

BA: HI JUERGEN, WHAT IS YOUR ROLE WITH MERIDA? JUERGEN: I am Juergen Falke, my title is

Director of Products of the global bike-brand Merida and CEO of the Merida R&D Center based at Germany – a company owned by Merida Taiwan. Our responsibility is the design and development of all kinds of Merida frames and bikes for the global market, and contains as well the product management and all technical specifications. We are a team of 13 highly qualified and experienced industrial designers, engineers and product managers, all deeply involved in different facets of cycling; from road racing through triathlon XC/marathon, up to Enduro applications. And our team is still growing. BA: YOU SPEAK OF TAIWAN AND GERMANY. WHAT COUNTRY DOES MERIDA IDENTIFY WITH? JUERGEN: The factory and mother-company Merida

Industry Co LTD is based at Yuanlin, close to Taichung at Taiwan. Our Merida R&D Center is based in Germany, close to Stuttgart. This combination of Asian manufacturing and German engineering works quite smart and combines the strength of two different worlds for a global market. BA: DOES MERIDA HAVE OFFICES IN OTHER COUNTRIES AND IF SO, WHICH ONES? JUERGEN: No, the Merida distribution system

works with national distributors who buy directly at the Merida Taiwan factory. Even when the national Merida- distributor wears the brand-name in the company’s name and there is some financial linkage (Joint Venture Company with Merida Taiwan), they are still legally independent companies with the focus on the national distribution of the brand Merida.

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BA: IS THERE A SINGLE MESSAGE YOU WOULD LIKE TO PASS ON TO BICYCLING AUSTRALIA’S READERS? JUERGEN: Vunifies the 'best of two worlds': Western

mentality with experience at engineering, product design and marketing, combined with Taiwanese precision and expertise at the manufacturing of high quality bicycles. BA: WHAT’S BEEN NEW FOR MERIDA IN THE PAST COUPLE OF YEARS? JUERGEN: Merida was known for decades to be a

strong MTB brand with a clear focus at XC and marathon – but we had no strong image on the road. This was as well related with our long term investment in MTB racing, where we conquered 13 World Champion titles in XC and Marathon since 2003, but we had no presence at top level road-racing. This changed in 2013 when we stepped in as co-title sponsor into the UCI WorldTour with Lampre-Merida (2013 until 2016); now we made the next step with Bahrain-Merida (2017-2019) and gain more feed-back on the road-sales as well. BA: SO SPONSORSHIP IS AN IMPORTANT PART OF YOUR STRATEGY. WHAT’S NEW IN THE MERIDA RANGE FOR ROADIES? JUERGEN: The all new generation of our

aero road-bike Reacto. It is already the third generation of our aero-road bike family which closes the gap to the current leaders at the aerobike category under aerodynamic perspective, offering a great match of stiffness-values, improved riding comfort and weight saving. The Reacto is now divided in two different carbon quality-levels, which distinguish themselves through slightly different geo-data, frame details and now in that both are available in either rimbrake or disc-brake versions. BA: HOW DO YOU SEE DISC BRAKES PROGRESSING (ESPECIALLY NOW CYCLING AUSTRALIA HAS APPROVED THEM FOR NON-UCI RACES)? JUERGEN: It is progressing slowly, but quite consistent

as the pro cyclists do not send really positive signals to the market which doesn’t help some faster growth and acceptance at hobby and amateur riders. No matter how, we have several open minded markets (Central Europe, Scandinavia, Australia) where the shares in road-disc bikes are already today bigger than rim-brake models, while some traditional markets (South Europe, Asia) act quite conservative and are still sticking with rim-brakes and watch what the pros are doing…

and today a durable road-bike can easily go under six kilograms..” BA: WHAT DO YOU THINK OF CYCLING AUSTRALIA NOW ALLOWING DISC BRAKES IN MOST ROAD RACES? WHAT WILL THIS DO FOR THE SPORT AND YOUR SALES? JUERGEN: This is definitely a positive signal to

the hobby riders and amateurs and will have some noticeable impact for your market towards higher acceptance of disc-brakes. No one wants to purchase a new bike where he feels uncertain it will be allowed for racing later-on. BA: WILL YOU RETAIN RIM BRAKES? JUERGEN: Merida leaves this decision (between)

road-bikes with rim-brakes or disc-brakes to the different markets which behave quite differently i.e. being more progressive or more traditional. We face both extremes; markets who have already changed completely to disc-bikes starting from a certain price-point up, but as well some markets which completely refuse disc-brakes at road-bikes so far. The decision has always to be taken by our national distributors, as they have to order and pay for the Merida bikes they intend to sell. BA: WHAT’S YOUR TAKE ON RIM VERSUS DISC MODELS? JUERGEN: Under some global point of view, we arrive

already with MY18 close to 50 percent disc brakes shares for road bikes – but under national perspective, all variations are still present as I said before. BA: WHAT ABOUT ADVENTURE ROAD AND GRAVEL…. IS THERE ANY PLAN ON THIS FRONT? JUERGEN: Merida will introduce a range we

call Silex for this market. Gravel-bikes are a

OPPOSITE PAGE: Jeurgen Falke of Merida's engineering and design team believes the market will see a rationalisation in the extreme diversity of bike models available. ABOVE: The Merida-designed finned heat sink for road disc brakes.

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SEPTEMBER / OCTOBER 2017

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LEFT: Merida has been a vocal advocate in the push to bring in disc brakes.

rode with a drop-bar so far, can join group rides with roadies, as long as they don't end up in a race. BA: WHERE DO YOU SEE ROAD FRAME DESIGN GOING OVER THE NEXT FEW YEARS? JUERGEN: FROM A TECHNICAL PERSPECTIVE the

road-bike development is close to the ceiling of technical possibilities. Dropping weight to the absolute minimum may squeeze out the last 100 grams at a frame-set, for extraordinary cost, but it is more a kind of marketing gag as it doesn’t help the regular range of mid-to high-end bikes. There is huge segmentation and diversification in road bikes...lightweight, allround, aero, endurance, triathlon, TT, cyclocross, gravel, plus some categories with and without disc brakes. I guess the market has to shrink the portfolio within the coming five years to more universal products with less special skills, as the too wide range makes life for brands, distributors and dealers quite difficult.

“...we have several open minded markets where the shares in road-

BA: ARE YOU CONFIDENT IN A STRONG PRODUCT EVEN IF IT'S LESS THAN 6.8KG? JUERGEN: The 6.8 kg weight limit was launched

North-American story where thousands miles of gravel roads are present at the countryside, and US brands thought about alternative roadbikes for these specific conditions. Merida does not sell into North America and our territories have lots of different ground conditions beside tarmac – this is why we name this category 'multi road'. The Silex bikes look quite different than a traditional road bike, with a long headtube instead a bunch of headset spacers for a more relaxed and upright position, a long reach compensated by some very short stem for some well balanced handling, a quite unique shape of the frame, space for either 700C wheels up to 40mm or alternatively 27.5” wheels with tyres up to 2.1” and, of course, disc only. For MY18 we offer a full range of Silex alloy and carbon models, where even the alloy frames are looking quite 'carbonish' and where we guess that even people coming from the MTB and who never

17 years ago at a time where the UCI thought that a weight-limit could save the racers from unsafe products causing risk to the peloton when collapsing at high speed. Of course there has happened a lot of development and today a durable road-bike can easily go under six kilograms. It is not very logical that road-bikes should have the same minimum weight - think of an XS bike or an XL size bike. But dropping the weight limit would mean a significant increase of costs for the material sponsors at the world-tour. With a drop of the limit, teams would hunt for special tuning parts and those sponsors who don’t have them in their portfolio would step out, causing higher costs for the teams who are fighting already today for the budgets. A drop of the limit would impact important developments like aero bikes and road bikes with disc brakes – both are heavier than traditional all-around road bikes with rim brakes and end consumers always look what the pros are doing, whether their preference makes sense or not. If the UCI weight limit is lowered, we will never see disc-brakes at the World-Tour peloton as there will be always a weight difference, rim-brake versus discs of at least 500 grams and pros will always vote weight saving over brake-performance, if they have the choice.

NEW MATT BL ACK FR AME OUT

NOW

She Rides

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BY GEMMA MOLLENHAUER

New Kids in the Forest: Team Arenberg BORN FROM A DESIRE TO IMPROVE AND GROW WOMEN’S CYCLING AND FILL THE GAP BETWEEN CLUB AND ELITE LEVEL RACING, TEAM DS MATT LA BORG WILL BRING SOME FRESH FACES TO THE AUSTRALIAN WOMEN’S PRO PELOTON FOR THE SECOND HALF OF THE NRS SEASON WITH THE INTRODUCTION OF SYDNEY BASED WOMEN’S DEVELOPMENT SQUAD: TEAM ARENBERG.

“T

HE VISION IS TO SET THE

example for gender equality and to improve cycling for the next generation of riders”, La Borg said in an interview with Bicycling Australia. “We hope to achieve that by helping as many women develop toward their goals and be role models for other women through providing opportunities to race and develop their skills in a lowpressure environment”. The team is primarily sponsored by high-end cycling apparel brand: Arenberg, which was aptly named after the Trouée d'Arenberg or Forest of Arenberg and features as a 2.4km long cobbled road in the ParisRoubaix. Representative of growth, development and enduring spirit, the name accurately delivers a message on the purpose of Team Arenberg. While there is no doubt, Team Arenberg are the new kids on the block, La Borg is ambitious in achieving great things: “Short term the plan is to build our skills and tactics to become a confident and competitive team and long term we plan on growing into a two tier team with an A and B squad that will complement each other and give even

ABOVE: Introducing some new faces to the women’s pro peloton including (from left): Lucy Allman, Megan Scott, Kate Skinner, Emma Heath and Amy Vesty. Missing: Gemma Mollenhauer.

more opportunity to our riders”, said La Borg. With Tour of King Valley as their first race as a complete team, La Borg is hoping to achieve a podium in the overall classification and also work on team bonding. Team Captain for Tour of King Valley, Amy Vesty, said she was quite optimistic and excited to be leading the team, despite their inexperience racing at NRS level.

“Our team is quite balanced in that we have a rider who floats uphill, and some domestiques”, said Vesty, “The experience will come with racing, so I feel the more racing we can do -and particularly open road racing, the more ‘battle hardened’ we will become – and that’s what you need when competing in the NRS”. Through working as an individual racer in 2016,

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Cycling clothing brand: ‘Arenberg’ is the naming sponsor behind the team with other sponsors such as Skin Grows Back, MLB Coaching, Sydney Health Professionals, Vynal Bikes and Swift Sports also stepping up to support the team.

“We want to lead by example”, La Borg said,

Vesty brings some NRS experience to the team, however she admits that the first few races will be a steep learning curve for all involved. “Our challenge as a team now is to make the step up and be involved. Easier said than done, but we can start by racing positively - taking a chance in breaks, even if it gets reeled in quickly or getting someone in a good enough position to contest points are some examples”, confirmed Vesty. While La Borg is hoping that Team Arenberg will be able to showcase the talents and abilities of up-and-coming female athletes, he also plans to be part of the movement in improving women’s racing as a whole. “We want to lead by example”, La Borg said, “We want to show that women's racing warrants the same level of support as men's racing”. With less than a quarter of Australia’s biking population being female (30%) and only

5% of that population actively racing bikes according to the ‘Super Tuesday’ Bicycle Network statistics, Team Arenberg fills a gap in the world of women’s cycling nicely. Although other teams/clubs such as CBR Women’s Cycling (Canberra) and the Cycling Development Program located in Perth do feature similar offerings, there are no such offerings within CBD locations such as Sydney. It’s here that La Borg hopes to help women move up from club races to NRS level racing. The team is comprised of six athletes including: Amy Vesty, Lucy Allman, Emma Heath, Kate Skinner, Megan Scott and Gemma Mollenhauer. To follow Team Arenberg head to Facebook: @arenbergteam Instagram: @teamarenberg If you’d like to support or sponsor Team Arenberg, contact Matt La Borg: matthew_j_borg@hotmail.com

54 THE EDGE

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54 MASTERCLASS

Glutes

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Overtraining

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66 MASTERCLASS

Sitting On

Masterclass BY SARAH HUNTER

Train that junk in your trunk THE GLUTES ARE THE BIGGEST MUSCLE GROUP IN YOUR BODY, SO IF YOU CAN GET THEM WORKING WELL, YOU’LL BE A FASTER RIDER. HERE IS SARAH HUNTER’S BUTT BUILDING WORKOUT.

COMMON PROBLEM FOR MANY

cyclists is that their glutes do not work much, or sometimes not at all during the pedal stroke. Instead, the quads, and to some extent, the hamstrings do all the work, while the most powerful muscle group is laying there dormant, like a V8 supercar in storage. We need to find the key to unlock the storage and get that V8 firing. Before we start here is a quick butt anatomy summary. There are actually three muscles in the glutes: • GLUTE MAXIMUS – makes up most of the muscle bulk in your butt. It is regarded as the strongest muscle in the body and it is the strongest of all three gluteal muscles. Standing up from a sitting position, climbing stairs, and staying in an erect position are all aided by the gluteus maximus. In cycling, the glute maximus provides the power to the push phase of the pedal stroke (from 12 o’clock to 4 o’clock).

• GLUTE MEDIUS – sometimes referred to as the upper glutes, it sits as a deep layer of muscle beneath the glute maximus. • GLUTE MINIMUS – this is the smallest of the three muscles, and is located even deeper directly beneath the glute medius. The glute medius and minimus essentially perform similar functions, moving the leg in and out to the side of the body. In sport, the main purpose of these two muscles is to stabilise the leg during one-leg activities. In cycling these two muscles play an important job in keeping your knee tracking correctly and not caving in towards the top tube. There are four common reasons why your glutes might not be working for you on the bike: 1. Tight or shortened hip flexors. 2. Excessive sitting. 3. Injury or pain. 4. Inactivity – fail to use a muscle regularly and it will stop working properly. At this point you may be thinking, oh dear, this doesn’t sound good, what can I do? In this article we are not going to dive in to why they are not working, but rather how we can get them working for you and therefore becoming stronger on the bike as a result. The only caveat being that if there is any pain when doing these exercises, then stop (note that is the case for all exercises, and note that pain is different from discomfort).

1. GLUTE BRIDGES Basic Glute Bridge Lay on your back with your knees bent, feet hip width apart and toes pointingforwards. The closer you heels are to your butt, the more you will isolate the glutes, the further away your heels are from your butt the more you will use your hamstrings as well. Start the exercise by driving straight up through your heels to raise your butt off the floor until your shoulders, hips and knees are in a straight line. Keep your head on the floor. Pause for 1-3 seconds at the top of the movement before lowering back towards the ground. Tip – really try to initiate the movement with your glutes (you should feel them working) and do not over arch your back. Concentrate on making sure your knees do not cave inwards, and also concentrate on keeping the abs engaged, this isn’t a passive exercise, you need to try to make the mind-muscle connection and feel your way through this exercise. Aim to complete 10-12 reps. The mini band glute bridge is a more intense version of the basic glute bridge and is a great exercise if you have stubborn glutes that don’t want to engage. The mini band can be placed either just above the knees (I would recommend you start with this variation) or just below the knees (this variation makes the glutes work even harder). Press your knees out against the resistance of the mini band to keep your knees in line with the hips and ankles. As before, the same movement patterns apply in this exercise as the basic glute bridge. Once you have the basic glute bridge nailed, you can progress to a more challenging version on one leg. The single leg glute bridge – the key to this exercise is that the hips must stay level. If you cannot hold them level then take a short rest and start again. Keep the foot of the elevated leg flexed (pull your toes towards shins). Keeping both thighs level, drive through your heel of the supporting leg, trying to keep your hips level. Pause at the top of the movement momentarily before lowering back down (under control). Do not let the butt relax or touch the floor before going again.

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Chamois Cream

66 FUEL

Genetics

BASIC GLUTE BRIDGE

SINGLE LEG GLUTE BRIDGE

Â© IMAGES: MARK HUNTER

MINI BAND GLUTE BRIDGE

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2. BENCH SIDE LYING HIP ABDUCTION Doing side lying hip abduction (or side leg raises) is a great way to train your glute medius and minimus, which are your stabilizing muscles. Doing this exercise on a bench (rather than the floor) allows for greater range of movement to make the exercise more challenging. Experiment with toe position, you are looking to feel the exercise in your side butt muscles and not your quads. I like to rotate my top foot so that my toes are pointing slightly toward the floor for maximum butt engagement! To start, lie on a bench propped up on your elbow, with your elbow directly underneath your shoulder and with your hips stacked (you should neither be leaning forwards nor backwards). Raise the top leg as high as you can before bringing it back down towards the ground. Note that there is no pause in this exercise, it is a continuous movement. Aim to complete 20-30 on each side.

ÂŠ IMAGES: MARK HUNTER

3. MINI BAND SEATED HIP ABDUCTION Start by sitting on a bench (or a chair will also suffice). Place a mini band just below your knees. With your feet hip width apart, push your knees out against the resistance of the band. This is a continuous movement exercise, so once you have reached maximum abduction then return back to the starting position under control. Do not let the tension in the band slack off in the starting position before repeating the movement again. It is ok for the inside of your feet to externally rotate off the floor. Experiment with your body position in this exercise. You can sit tall and upright, or lean your torso forwards slightly (keeping a neutral spine and not slouching) or lean back slightly. You may find that one position works better for you than another. You should feel this in your glute medius and minimus (side of butt). Start with 20 reps in the position of your choice, through the weeks you can build to a set of 10 reps leaning forward (slightly), 10 reps sitting tall, and 10 reps leaning back (slightly).

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4. MINI BAND SQUATS

“A common problem for many cyclists is that

Instead, the quads, and to some extent, the hamstrings do all the work.”

Place a mini band just above your knees. The mini band forces you to spread your knees apart when you squat. This should allow you go deeper into the squat position without rounding your lower back. It also activates your glutes, engages your hip rotators and takes pressure off your knees. Stand with your feet about hip width apart with toes pointing forwards. Press your butt back as you start the squat, really focus on driving the butt back and hinging at the hips. Remember to constantly drive your knees out against the pressure of the mini band. You will need to extend your arms in front of you to counteract the weight of your hips going back. Keep your spine neutral(maintain a slight arch in the lower part of the spine), chest proud and shoulders back the whole time. When you get to a point at which you feel you cannot go any lower without your lower back rounding, hold this position for 3 seconds, before driving up through your heels to standing tall. Use the 3 seconds at the bottom of the movement to really engage the mind –muscle connection and think about your position. Are your knees tracking above your feet (and not caving in?) Are your hips back far enough? Have your knees travelled too far forwards (you should be aiming for near vertical shins). Is your chest proud? To get the most out of this exercise I would recommend doing it in either bare feet or minimalist shoes. You are able to feel the floor and get correct foot mechanics. Aim to complete 6-8 reps. As you get stronger you can progress to a thicker mini band.

Masterclass | Avoid Overtraining

SEPTEMBER / OCTOBER 2017

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BY SOPHIA AULD

Recharge for Peak Performance ARE YOU SMASHING OUT TRAINING SESSIONS HARDER THAN EVER, BUT YOUR TIMES ARE NOT IMPROVING. IF THIS IS YOU, THEN MAYBE IT'S TIME TO RETHINK YOUR STRATEGY.

achieved through training periodisation, where gradually increased training loads are interspersed with periods of rest and recovery. The body tolerates and adapts to the increased training intensity during the rest periods. If your training load leads to reduced performance that require days to weeks for recovery, you are likely 'overreaching,' a precursor to overtraining syndrome. Overreaching followed by appropriate rest can result in increased performance. However, extreme overreaching combined with an additional stressor can cause overtraining syndrome (OTS). Overtraining syndrome (OTS) is the name given to the clinical diagnosis of a maladaptive response to excessive exercise without enough rest. It has also been known as burnout, training stress syndrome, failure adaptation, under-recovery and staleness. It can be difficult to distinguish between overreaching and OTS, and some researchers consider them to be on a continuum. The difference between them is based on the time for recovery rather than the intensity or type of symptoms. The main symptom of overreaching and OTS is reduced performance. You may also feel chronically tired, lethargic, drained, and experience general aches and pains. Some people will suffer headaches, insomnia,

mood changes and decreased immunity, leading to frequent colds. These symptoms happen because the training imbalance affects numerous body systems, including the hormonal, nervous and immune systems. While the cause of OTS is not fully understood, researchers have a number of theories about it. These theories blame everything from low muscle glycogen to excessive oxidative stress to imbalances in the autonomic nervous system (the system that controls automatic functions like digestion and heart rate). Although the reason some athletes develop OTS is unclear, the mechanisms behind

researchers ... blame everything from low muscle glycogen to excessive oxidative stress to imbalances in the autonomic nervous system ...â&#x20AC;? improved performance are well understood. As training intensity is increased, the cardiovascular and muscular systems make changes that allow the body to use oxygen and energy more efficiently. Endurance training causes changes in heart size, heart rate, blood flow, blood pressure, blood volume and stroke volume (the amount of blood your heart pumps with each beat). These changes can increase your maximal oxygen

ÂŠ IMAGE BY EAMON FITZPATRICK

MPROVED PERFORMANCE IS

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SEPTEMBER / OCTOBER 2017

uptake, or VO2 max, which means your body is using oxygen more efficiently during exercise. Skeletal muscle is the most adaptable tissue in the body, and is capable of incredible remodelling in response to exercise. Intense exercise, or overload, causes trauma to the muscle fibres. This triggers a series of cellular events leading to muscle repair and regeneration, causing the muscles to grow (hypertrophy). Numerous cells and hormones are involved in this process, including insulin, testosterone and human growth factor. Although these physiological responses are triggered within hours of exercise, it takes several weeks to months for the changes to become evident. Muscle growth occurs whenever the rate of muscle protein synthesis is greater than the rate of breakdown. Excessive muscle overload without adequate time for recovery and repair means that the rate of synthesis canâ&#x20AC;&#x2122;t keep up with the breakdown. It is during rest and recovery that positive adaptive changes take place. To get maximum bang for your training bucks, be sure to allow for adequate rest. When it comes to overreaching and OTS, prevention is definitely better than cure. Rest and recovery donâ&#x20AC;&#x2122;t have to mean sitting around navel-gazing. Here are some ideas to rev up your recharge time and help you to get the most from your maxed out training days.

LEFT: Are you getting enough rest?

Masterclass | Avoid Overtraining

MANAGE STRESS You’ll never achieve peak performance if you’re stress levels are through the roof. Recent reports have shown the importance of psychological and social stressors in the development of overreaching and OTS. Excessive stress makes you prone to injury and sickness. Elite athletes have access to sports psychologists to help deal with stress, and you can learn from some of their relaxation techniques. Try progressive muscle relaxation, where you sit or lie quietly, and progressively tense then relax every part of your body. Relaxed diaphragmatic breathing is another wellrecognised relaxation technique. For more advice on high-performance stress management strategies, talk to a professional.

DO YOUR MUSCLES A FAVOUR Instead of pushing yourself on the bike ‘till your legs are screaming, do something your muscles will thank you for, that will also help your performance. Stiff, tight muscles are more prone to injury, and can negatively impact your technique, potentially causing joint problems and reduced performance. One great option is to get a massage. A sports or remedial massage will help release any tension or trigger points, and improve blood flow to hard working muscles. Cyclists are prone to tightness in several muscle groups. We’ve looked into stretches for problem necks in a previous issue. Here we’ll focus on the lower limbs. Hold all stretches for 20 to 60 seconds, and do five for each leg. Never bounce, or force into pain. If a stretch causes sharp or grabbing pain, it could indicate an underlying problem, so consult your health professional for assessment and advice.

SEPTEMBER / OCTOBER 2017

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HIP FLEXORS Get onto the floor in the position shown. The back leg is the one being stretched. The key to a great stretch is getting your pelvic position right. Imagine the bones at the front of your pelvis are headlights. They need to be level and pointing straight ahead. Next, tuck your butt in (if you were a dog, you’d be pulling your tail between your legs). If you don’t feel a stretch yet, shift your weight forward over your front foot. You should feel the pull at the front of your hip

GLUTEALS Lie on your back with knees bent. Place the ankle of one leg onto the opposite knee, as shown. Reach through to pull the underneath leg towards your chest until you feel the stretch in your butt. To increase the stretch, arch your back.

HAMSTRINGS Still lying on your back, bring one knee halfway towards your chest. Holding the thigh in this position, slowly extend your knee until you feel the stretch behind your leg.

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Masterclass | Avoid Overtraining

SEPTEMBER / OCTOBER 2017

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QUADS Roll onto your side, and make sure your pelvis is square (as described above). Grab the ankle of the top leg, and pull it towards your butt. Donâ&#x20AC;&#x2122;t let your back arch. This stretch can also be done in standing. Steady yourself with a wall or chair if needed to get your balance on one leg. Pull the ankle of the other leg towards your backside.

ITB Lying y g on your y side in the p position for the quads stretch above, use the ankle of the bottom leg to push the knee of the top leg tow wards the floor. You should feel a stretch on the outside of the upper hip. Key to getting this one right is keeping your back straight and making sure your pelvis doesnâ&#x20AC;&#x2122;t roll or twist. Again, you can stretch h this muscle in standing. Face side on to a wall, and lean onto your outstretched hand. Witho out twisting your pelvis, push your hips towards the wall and your shoulders away from it. You can cro oss the leg furthest from the wall over the other one if you want.

GASTROCNEMIUS (the large calf muscle which crosses the knee joint) Stand facing a wall, with your arms outstretched. Place one foot forward of the other. Keeping the back leg straight and heel pressed into the floor, lunge forward until you feel the stretch in the calf and/or behind the knee.

SOLEUS (smaller aand deeper calf musclle) In the position above, bend the back knee. Lunge onto the front leg. You should feel this stretch in the calf or tthe Achilles tendon.

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Masterclass | Sitting On

SEPTEMBER / OCTOBER 2017

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BY TRISTAN THOMAS

Sitting On

HOW TO SIT-ON CORRECTLY Stay within the draft of the back rider. As they start moving forward you want to move SIDEWAYS (not backwards) to get into the draft of the rider who is going to take their place at the back. The first lap or two just yell

sitting-on, than when lapping.”

Riding

Wind Direction Riding

Slower Lane

“It’s actually

Faster Lane

‘skip’ to let the lapping riders know you’re sitting...if it’s not a race they won’t mind and will just continue lapping as normal. After a lap or two they’ll know you’re not lapping so you don’t need to say ‘skip’ and they’ll basically ignore you.

Circular

Wind Direction

When done correctly sitting-on allows you to conserve energy by not lapping through.These are the two important aspects: 1. BE AS CLOSE TO THE LAPPING RIDERS AS POSSIBLE. You want to be within half a bikelength of the rider in front of you at all times. If you're more than a bike-length back then you’re not getting a full draft and you might as well be attacking off the front. 2. AVOID CHANGING SPEED. If you drop back slightly every time a lapping rider comes to the back you then have to accelerate as they move into the fast-lane. This burns energy and is bad. If there are five riders lapping then you’re doing five accelerations for every lap. If you were in the rotation and lapping then you'd only have to do one acceleration so you’re actually better off lapping and working than sitting on. Keep your speed constant. It’s actually quite easy to burn more energy sitting on than when lapping. This means you get dropped quickly and feel demoralised because you were ‘sitting on’ and couldn’t keep up.

Slower Lane

SITTING-ON

Circular

Faster Lane

WHETHER RACING OR PACE-LINING IN YOUR BUNCH, BEING ABLE TO DRAFT EFFECTIVELY IS AN IMPORTANT SKILL. TRISTAN THOMAS SPELLS OUT HOW TO DO IT WELL.

That’s good. If you’re doing this sideways movement correctly you can actually hide in the riders’ blind spot while still getting a good draft, and your position will make it clear to that rider that you’re not lapping through.

SITTING-ON ETIQUETTE Most of the time sitting-on will make you no friends; however there are a few rare times which are socially acceptable to sit-on. It’s ok to sit-on when: • YOU’RE RIDING WITH MUCH BETTER RIDERS. If there is a clear physical difference they’re not going to mind you taking a few laps out. • IT’S A RACE AND YOU’VE GOT A TEAM-MATE UP THE ROAD.

Chasing your team-mate is bad and as we all know from watching Tour de France the breakaway is often formed to allow certain teams or riders to not contribute to the pace-setting.

• It’s a race and you’re absolutely smashed. You can only play this card a couple of times so use it carefully.

YELLING IS A TACTIC If you haven’t read Phil Gaimon’s excellent book Pro Cycling on $10 a Day: From Fat Kid to Euro Pro then get yourself a copy. If you sit-on too often you’re going to get yelled at so be prepared and read the chapter entitled ‘Yelling is a Tactic’.

ABOVE: At the outset the lead riders pulls off to the left or the right… whichever affords the fast lane more protection from any prevailing wind. Green is good, red is bad.

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Masterclass | Chamois Cream

SEPTEMBER / OCTOBER 2017

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BY TRISTAN THOMAS

Chamois cream is glue, not lube THERE IS A COMMON MISCONCEPTION THAT CHAMOIS CREAM IS APPLIED TO ALLOW YOUR SHORTS TO SLIDE SMOOTHLY AND FREELY AGAINST YOUR NETHER REGIONS. THIS ISN’T THE CASE.

ESPITE WHAT YOU MAY

understand from scuttlebutt and marketing schtick, chamois cream does not act as a lubricant to reduce irritation caused by friction. It actually performs more like a glue which sticks your bum to your shorts, eliminating the friction (ideally) completely by removing any slippage. You want sliding to occur between your shorts and the saddle...not between the saddle and your delicate bits. HAVE YOU EVER RUN OUT OF CHAMOIS CREAM JUST BEFORE A BIG RIDE? Never use Vaseline

or moisturizer as a chamois cream replacement. Vaseline and moisturizers are lubricants and will only make things worse and in addition vaseline can clog your pores and will increase the chance of saddle-sores. HAVE YOU EVER DRIVEN TO SOME RURAL VILLAGE FOR THE START OF A BIKE RACE ONLY TO REALIZE YOU LEFT YOUR CHAMOIS CREAM AT HOME? Baby nappy rash cream

is an excellent substitute for chamois cream - it’s antibacterial, high-friction, soft on delicate skin and easy to find in most grocery stores. While you’re there pick up a pack of nappy wipes for

cleaning your undercarriage before the long drive home. HOW MUCH SHOULD YOU APPLY? As much as you

think, plus a little more. In the grand scheme of things chamois cream isn’t expensive when compared with the pain and discomfort of tender nether regions.

“...vaseline can clog your pores and

TIPS TO REDUCE CHAFING - THE BASICS • Use good quality bib shorts (not regular shorts) • Ensure bibs fit well - often chafing occurs when bibs are too big

With summer just around the corner remember the wise words of Greg Henderson: “Sunscreen on before chamois cream. Other way around is just a bit gross” DONE THE BASICS BUT STILL STRUGGLING WITH CHAFING AND SADDLE SORES?

Shower before you go riding. Sweat, grit, grime and natural oils present on your body while riding can aggravate skin irritation causing saddle sores Increase your core strength. A stronger core will mean you wobble less which can reduce chafing.

• Get out of our bibs ASAP after the ride. The old saying “chamois time is training time” isn’t true. • Use a good quality chamois cream. • Don’t use it sparingly. Your family jewels are worth it. • Change your saddle. Different saddles apply pressure to different points of the body. A saddle with a cutout might help you. Don’t forget that saddles are like tyres; they wear out. • Check your position. Chafing can be a sign of a poor bike fit. Don’t be too ashamed to mention chafing problems to the bike fitter before they start.

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Fuel | Nutrigenomics

SEPTEMBER / OCTOBER 2017

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BY DAVID O’REILLY

The Science of Performance Genes? EVERYONE HAS DNA AND EVERY SINGLE CELL IN YOUR BODY HAS AN EXACT COPY; A CELLULAR FINGERPRINT, INDIVIDUAL TO YOU. GENES TELL THE BODY HOW TO BUILD CERTAIN PROTEINS WHICH LEAD TO EYE COLOUR, HEIGHT, ENZYMES OR EVEN PERSONALITY, THEREFORE THEY POSSIBLY CONTRIBUTE TO ATHLETIC ABILITY AND NUTRITION METABOLISM. THE RACE IS NOW ON IN THE FIELD OF GENOMICS TO UNRAVEL GENES, NOT ONLY TO PERSONALISE MEDICINE, BUT ALSO TRAINING AND NUTRITION ON THE MOST INDIVIDUAL LEVEL.

“Trying to predict cancer or heart disease risk based on genetic variation, involves many genes,” says Nanci S. Guest, a dietitian and gene researcher with the University of Toronto who works with highperformance athletes. “There are 700 genes associated with height outcome and only 10-12% have been discovered. However, we also know it only takes a single gene variation to produce blue versus brown eyes.”

A BRAVE NEW WORLD When it comes to genes, “I believe we are really in the evidence creation phase and things are moving so quickly, sometimes too quickly, that evidence is lagging behind even for medical aspects. Technology is moving faster than our ability to create evidence.” says Dr. Paul Lacaze, Head of Public Health Genomics, Monash University. “We now know there is more than one gene involved in almost every outcome. As the cost of technologies declined, we began to measure the whole genome. Instead of looking at genes we deem important, we now scan everything and find changes anywhere. Big studies called association studies can now look at 10,000 people with high-athletic ability and find genetic associations. The same applies to height, broccoli preference, or anything you could imagine. We know there are genetic components to sense of humour, depression or temper.” However, current understanding of genes is neither predictive nor precise. “Take the BRCA gene mutation for breast cancer susceptibility, it increases your risk and you should do something clinically, however only a third of people who have breast cancer have this gene mutation,” Dr. Lacaze adds.

THE PERFECT ATHLETE

Dr Paul Lacaze, Head of Public Health Genomics, Monash University.

“Predicting athletic genes is a real problem with countries testing children trying to predict the next Olympian, attempting to mould children from five years old. This could save time by not training a child in swimming if they are predisposed to martial arts,” Nanci notes. “Potentially, we could predict lactate clearance or VO2max, power output or muscle building potential. However, there are numerous factors involved, including distance from a training centre, family income, or how was their first coach experience? Many things are involved in the path of making great athletes, genes are only one part.” Dr. Lacaze agrees, “Potentially, there is a higher likelihood of children of athletes becoming athletes, but

is this due to witnessing their parents become athletes, or do they have genes predisposing them. It’s probably both.” Dr. Michael Joyner, human performance expert, Mayo Clinic has a similar take, “The elites have already self-identified via competitive processes typically starting as teenagers, and as successful talent ID programs used in numerous countries show, performance based tests probably tell you more than genes. In cycling, it does not take rocket scientists to know the smaller, slighter riders are likely to be climbers and bigger riders potentially better time trialists.” However, Nanci adds, “I can see the flipside, with five studies now showing genes for motivation to exercise. It’s possible athletes have higher pain thresholds and feel more motivated, but I still think people are jumping the gun by making big statements not shown in evidence.”

TRAINING GENES Dr. Nir Eynon and Professor David Bishop are currently recruiting for the Gene SMART Study at Victoria University, looking at performance genes. “We have researched the field for the last 20-25 years but prior to this there was a big study, the Heritage Study, starting to look at

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SEPTEMBER / OCTOBER 2017

“Although I support the democratisation of genetic information in our society, Paying customers should receive information supported by evidence, not snake oil.” genes and performance”, says Dr. Eynon, “but I still don’t think we have enough evidence. Potentially, the only genes showing strong evidence are the alpha-actin-3 and the ACE gene. However, these genes contribute less than 1% to the actual outcome.” Dr. Eynon explains why the performance field is very complicated, “You need many cases to prove your point and we don’t have many people running marathons in less than two hours 20 minutes,” or in the Tour de France. “It minimizes the subjects and makes it hard to find associated genes. Currently, we are recruiting people to do four weeks of high-intensity training, including cyclists, and looking at their genes. We are seeing some people are gaining performance by 2-3% and others

as much as 25%. This is where we believe genes are playing a part. The other really appealing thing however for genes, is injury risk. We did a big study looking at ligament injuries and genes, as we believe as a coach, you'd want to know what genes are predisposing specific players to injury, then manipulate their training or recovery to account for this.” Although researchers are excited by future prospects, not all are as optimistic about its application. “I think it’s a bit far fetched measuring genes of top athletes, then telling them how to train based on their genes versus the regime they’ve used already. You would probably find some top athletes have genes suggesting they shouldn’t be high-performing athletes.

We have pretty good evidence that hard work, dedication, diet, and sleep give good marginal gains but this is not particularly sexy,” says Dr Lacaze. “I’m not sure genes would tell experienced cyclists anything they or their coaches do not already know,” adds Dr. Joyner. “Over the years people have tried all sorts of subtle nuances and when you get beyond a few key principles it is really hard to say definitively what is best. Many serious recreational cyclists could improve by merely dropping a bit of weight, training more, and doing some hard 3-5 minute intervals and hard 30-60 minute rides regularly. People spend big money on bikes but have pot-bellies! By and large, tried and true is still very current, especially for road cyclists. Plenty of mileage and some very high-intensity interval or hill efforts. If you think about

it, the 1-hour record set by Eddy Merckx hardly budged until the aero bikes.”

NUTRIGENOMICS “Though we are not currently using genes to tell people how to train, for nutrition it’s more black and white,” says Nanci. “The evidence base is larger at this point. We know the variance in a gene is potentially going to change your body’s need for a nutrient or how fast it metabolises it, such as caffeine. For example, if you have an impaired ability to recycle vitamin C, you may need to get more vitamin C in your diet. If you have obesity risk genes, for example, exercise can override those, but currently, if you are born a poor recycler of vitamin C, you die that way, people need to understand this. The same applies to vitamin D or iron

Fuel | Nutrigenomics

SEPTEMBER / OCTOBER 2017

We may see a 5% difference in performance through nutrigenomics and this is critical considering the milliseconds between winning or losing. At the London and Rio six hour cycling road race, the difference between the top 20 was less than 0.01%, so 5% could mean the difference between gold and 200th place. Recreationally someone who wants to set a personal best may want to know these things. We just don’t know what to do with gene training information but for nutrition a lot of it is actionable. Get more of this in your diet, get less of that.”

CAFFEINE METABOLISM Nanci S. Guest, Registered Dietitian, Gene Researcher, University of Toronto.

absorption. We are not trying to prove that iron deficiency is problematic, that evidence is available, we are trying to show that some athletes have lower absorption rates than others. Popular media says sugar makes you fat, carbs are bad, and for those who are sedentary they are likely to do okay on high-fat diets, but athletes are very different. Most athletes who are very competitive cannot do low-carb. I’ve had 40 athletes attempting low-carb and I told them it was not aligning with their genes, to let me switch it up and bear with it for two weeks. I see improvements in most cases. I even found myself through trial and error that on low-carb I gained weight before I even knew about genetic testing. Sure enough, my genetics fall in line with that. However, for folate, untested people won’t necessarily know if they are low or not. Iron, lactose, and gluten are great examples where people don’t recognise for years that they have a sensitivity. I had an athlete heading to the Rio Olympics whose genes showed low iron risk and we performed aggressive supplementation. Athletes don’t often have six months to add additional meat and lentils to their diet, this makes screening useful.

“Currently, we are recruiting people to do four weeks of high-intensity training, including cyclists, and looking at their genes.

“We know genes are involved in metabolism”, says Dr. Lacaze “So mutations can affect how you metabolise drugs and caffeine but it’s not a binary thing where one group can metabolise caffeine and one cannot, you have all shades; slow, medium and fast. Unless you are the very rare person with a mutation wiping out your caffeine metabolising ability, causing you to get ill drinking coffee, I would not change your lifestyle based on the current evidence. It’s likely you would already be aware of this anyhow through personal experience”. For athletes, however, where marginal gains are critical, Nanci’s gene research shows promising evidence. “I have tonnes of data coming out on caffeine and it appears fast metabolisers have better endurance. It looks like half the athletic population is benefiting from caffeine and for some, there is a negative effect. I actually have 30 subjects who did worse when they took caffeine during cycling time trials. As a practitioner, if I’m working with a team, such as the 400 athletes in the Canadian national team, and there are athletes who respond better or worse to caffeine, I need to know. Using genes to monitor metabolism crosses into pharmacogenomics where we see that levels of a drug useful for one person can be fatal in another. Take breast cancer

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chemotherapy drugs where some women see no benefit at all. Imagine taking chemotherapy that is doing nothing but has all the side effects.” states Nanci.

GENE DOPING “Gene doping is a reality, however, it is very dangerous,” states Dr. Eynon. “You can do gene manipulation in mice, but once you do it in humans we don’t know what the consequences will be. Specific genes are not usually influencing only one specific thing in the body. For example, the ACE gene is expressed in muscle, the heart, the liver and in blood. So manipulating this gene in the muscle, you actually don’t know what the consequences will be in the blood, the heart or the liver. But, you know what, some people will do anything to stand on the podium.” Dr. Lacaze sees the potential but as a public health initiative. “In theory you could take blood cells out, edit them genetically and then put those cells back in, hoping they’d be super functional. Such things are possible in the future. We need to remember however, these things will also make huge differences to people suffering blood, muscle or skeletal diseases by manipulating someone's cells, or putting new cells developed for such a disease into someone.” As with any therapy, there is the potential such technology might be used for doping. “Anabolic steroids, diuretics, and betablockers prescribed to patients can make a huge difference to health, but these are also used for doping in sport,” adds Dr. Lacaze. “We assume genes will actually make a difference for top performers but I’m not actually convinced it will. Top performers will always find ways of optimizing their performance, training, routines, and diet that will have as much impact.”

GENE TESTING KITS “Recently there’s been concerning developments in the direct-to-consumer market

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SEPTEMBER / OCTOBER 2017

with genetic testing products appearing that are completely unsubstantiated by evidence and border on the absurd,” says Dr Lacaze. “These include products claiming specific testing for soccer prowess or wine preferences based on DNA. The fact that people can charge money, without providing evidence, in my opinion, is highly misleading and damaging. These products threaten to mislead and confuse paying customers, but they also undermine the integrity and quality of bona fide genetic tests. Things have gone too far now and need to be pulled back in line”. Nanci believes similarly, “Direct to consumer tests are really the 'wild west' and buyers should check who is behind the test,” says Nanci. “You want to make sure they have research experience in the field. Genetics is so broad that even if someone has a degree, it still may not be in the type of genetics examining

gene associations.” Dr. Lacaze adds, “The regulation a company has to go through is not standardised yet. It’s similar to supplements. If you deliver exercise or nutrition information, it’s not considered medical and is not heavily regulated. However, when people have been surveyed for why they did genetic testing, the number one reason is for interest, then ancestry, then medical. This is fine but we need to make sure we deliver them quality information.” Nanci agrees, “For caffeine metabolism, we know who is at risk and who is not regarding heart health and high blood pressure, and my research has looked at athletic performance but even this straightforward data is being misinterpreted. Slow metabolisers should limit to 200mg per day but I have seen gene testing companies suggest everyone can have four cups, which is not what the data shows.” Dr Lacaze sums

up the area perfectly, “Although I support the democratisation of genetic information in our society, we must ensure some level of quality control. Paying customers should receive information supported by evidence, not snake oil.”

THE SPORTING SPIRIT “If you went and trained with Usain Bolt, same environment, and training, you probably won’t run less than 10 seconds over 100 metres,” says Dr. Eynon. “You can manipulate the environment up to a point, for example, if you trained for the marathon, had the best training, ate exactly as you should, and even lived in Kenya, I still don’t think you’d run less than two hours and 20 minutes. For someone to do this is rare. So something must be different. However, we must be careful how far we manipulate anything before we begin to take the sporting spirit out of sport.”

BELOW: Dr Michael Joyner, Human Performance Expert, Mayo Clinic.

74 TEST LAB

SEPTEMBER / OCTOBER 2017

Road Cycling Saddle Guide BY MICHAEL HANSLIP

Saddle Guide

Bkool Trainer

Giant Helmets

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Scicon Bags

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Ridley Fenix

SEPTEMBER / OCTOBER 2017

100

Liv Langma

Saddle Buyers’ Guide THERE'S NOTHING MORE IMPORTANT TO YOUR ENJOYMENT OF CYCLING THAN HAVING THE CORRECT SADDLE FOR YOU. MICHAEL HANSLIP GIVES US HIS TIPS ON CHOOSING WELL.

T DOESN’T MATTER IF YOU'RE

entered in the Tour de France, or just riding to the local shops, if your saddle isn’t right the ride won’t be enjoyable. Thankfully there are some rules of thumb to guide you towards the correct model. By honestly answering four questions you can narrow the thousands of saddles available to a much more manageable selection.

1. HOW UPRIGHT DO YOU SIT? On the upright end of the spectrum are traditional city bikes where your spine is vertical – all the way through to an aggressive racing bike where your spine is getting close to horizontal. Time trial and triathlon bikes can even place your spine completely horizontal, but the saddles for these bikes are often distinct from the rest. Vertical spinal alignment goes with a short and wide saddle. Since you have a lot of weight on your bottom and the fleshy part of the muscles are involved, you want something like a stool. Horizontal spinal alignment goes with a long and narrow saddle. Virtually all the weight should be taken up by the ischial tuberosities (the sit bones) and the remainder of the saddle

needs to be narrow enough to be out of the legs’ way.

frequently and for longer you will benefit from less and denser padding and may approve of a dome-shaped cross section.

2. HOW FLEXIBLE ARE YOU (ESPECIALLY IN THE SPINE)? 4. DO YOU REQUIRE Like posture, this is a PERINEAL RELIEF? continuum and there is no clear line between flex-ability and saddle shape, but there are two clear extremes. Flexible people need to be able to move around on their saddle as they pedal and this requires a flat top – flat from front to back. Inflexible people are served best by sitting in one location on the saddle, and a saddle-shape is best for “set and forget” riding. Most companies also offer saddles with intermediate saddle-ness for people with intermediate amounts of flexibility. The inflexible spine is revealed by a standing forward bend where the hands don’t reach much beyond the knees. The flexible spine in the same test finds the hands flat on the floor beside the feet.

3. HOW LONG AND OFTEN ARE YOUR RIDES? If you ride infrequently and for short periods of time you require more padding on your saddle, and may benefit from one that is flat side-to-side. If you ride more

There is no easy test for this – just experience. I have found that it relates partly to body weight – heavier riders are less likely to enjoy a cutout in the saddle (the hole closes under their weight) and partly to gender – women are much more likely to require a cutout than men. Relief can come in the form of a cutout or a deep groove. Don’t discount the groove even if you are a cutout fan (and vice versa) as design differences between models makes a huge difference.

HOW WIDE? Many companies now produce otherwise identical saddles in several widths to cater to all anatomical differences. You may even find some brands have provided a butt-o-meter in your local bike shop that you sit on to measure the width between your sit bones. The right width here is the “right width”...too wide can be as uncomfortable as too narrow. And don’t expect consistency between brands on the width measure!

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

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ASTUTE

Starline

Miss Line

Rush

BONTRAGER

Ajna Comp Carbon XXX

Serano Pro

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Astute

Skycarb VT

$595

145g

Narrow

Flat

Hole

Carbon

Gender Neutral

Astute

Skycarb SR

$595

145g

Narrow

Flat

Carbon

Gender Neutral

Astute

Skylite VT

$375

160g

Narrow

Flat

Hole

Carbon

Gender Neutral

Astute

Skylite VT Pilarga

$375

190g

Medium

Flat

Hole

Carbon

Gender Neutral

Astute

Skylite SR

$375

190g

Narrow

Flat

Carbon

Gender Neutral

Astute

Skylite SR Pilarga

$375

195g

Medium

Flat

Carbon

Gender Neutral

Astute

Skyline VT

$240

220g

Narrow

Flat

Hole

Titanium

Gender Neutral

Astute

Skyline VT Pilarga

$240

225g

Medium

Flat

Hole

Titanium

Gender Neutral

Astute

Skyline SR

$240

225g

Narrow

Flat

Titanium

Gender Neutral

Astute

Skyline SR Pilarga

$240

225g

Medium

Flat

Titanium

Gender Neutral

Astute

Starlite

$375

200g

Narrow

Round

Hole

Carbon

Gender Neutral

Astute

Starlite Pilarga

$375

210g

Medium

Round

Hole

Carbon

Gender Neutral

Astute

Starline

$245

230g

Narrow

Round

Hole

Titanium

Gender Neutral

Astute

Starline Pilarga

$245

240g

Medium

Round

Hole

Titanium

Gender Neutral

Astute

Miss Lite

$375

210g

Medium

Round

Hole

Carbon

Female Specific

Astute

Miss Line

$245

235g

Medium

Round

Hole

Titanium

Female Specific

WWW.BICYCLINGAUSTRALIA.COM

SEPTEMBER / OCTOBER 2017

Composit Red V1

Carbon Blue V1

Glider Yellow V1

SELLE SMP

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Bontrager

Carbon XXX

$599

68g

138mm

Round

Mega-hole

Carbon

Gender Neutral

Bontrager

Serano Pro

$249

138/148mm

Round

Flat

Carbon

Gender Neutral

Bontrager

Montrose Pro

$249

167/167/172g

128/138/148mm

Round

Mega-hole

Carbon

Gender Neutral

Bontrager

Montrose Elite

$169

216/220/225g

128/138/148mm

Round

Mega-hole

Titanium

Gender Neutral

Bontrager

Montrose Comp

$89.95

298/307/308g

128/138/148mm

Round

Mega-hole

Steel based alloy

Gender Neutral

Bontrager

Ajna Pro Womens

$249

144/154/164mm

Round

Mega-hole

Carbon

Female Specific

Bontrager

Ajna Elite Womens

$169

229/232/240g 144/154/164mm

Round

Mega-hole

Titanium

Female Specific

Bontrager

Ajna Comp Womens

$89.95

144/154/164mm

Round

Mega-hole

Titanium

Female Specific

Selle SMP

Full Carbon

$700

120g

Very narrow

note 1 see below

Mega-hole

Carbon

Gender Neutral

Selle SMP

Full Carbon Lite

$700

120g

Narrow

note 1

Mega-hole

Carbon

Gender Neutral Gender Neutral

Selle SMP

Carbon

$550

170g

Very narrow

note 1

Mega-hole

Steel based alloy, Carbon

Selle SMP

Carbon Lite

$550

170g

Narrow

note 1

Mega-hole

Steel based alloy

Gender Neutral

Selle SMP

Composit

$310/$499

210g/160g

Very narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Forma

$310/$499

225g/175g

Narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Evolution

$310/$499

240g/190g

Very narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Blaster

$310/$499

255g/205g

Very narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Dynamic

$310/$499

260g/210g

Medium

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Stratos

$310/$499

260g/210g

Very narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Glider

$310/$499

270g/220g

Narrow

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Drakon

$310/$499

290g/240g

Medium

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Pro

$310/$499

320g/270g

Medium

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Lite 209

$310/$499

310g/260g

Medium

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Avant

$310/$499

350g/300g

Wide

note 1

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Selle SMP

Plus

$310

370g

Very wide

note 1

Mega-hole

Steel based alloy

Gender Neutral

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

WWW.BICYCLINGAUSTRALIA.COM

C-59 SP-01 Flite Tekno Flow

SLR Tekno

C2 Gel Flow

BRAND

MODEL NAME

$RRP

WEIGHT

SELLE ITALIA

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Selle Italia

SLR C59

$499.99

63g

Narrow

Flat

Mega-hole

Carbon

Gender Neutral

Selle Italia

Flite Tekno Flow

$399.99

145g

Medium

Flat

Hole

Carbon

Gender Neutral

Selle Italia

SLR Tekno Flow

$398.99

110g

Narrow

Flat

Mega-hole

Carbon

Gender Neutral

Selle Italia

SLR Tekno

$379.99

90g

Narrow

Flat

Carbon

Gender Neutral

Selle Italia

SP01

$369.99

125g

Narrow

Flat

Mega-hole

Carbon

Gender Neutral

Selle Italia

SLR Kit Carbonio

$234.99

125g

Narrow

Flat

Hole

Carbon

Gender Neutral

Selle Italia

SLR Kit Carbonio Flow

$239.99

120g

Narrow

Flat

Carbon

Gender Neutral

Selle Italia

SLR Superflow

$214.99

185g

Narrow medium

Flat

Mega-hole

Titanium

Gender Neutral

Selle Italia

Flite Kit Carbonio Flow

$214.99

165g

Medium

Flat

hole

Carbon

Gender Neutral

Selle Italia

SLR Ti

$199.99

145g

Narrow

Flat

Titanium

Gender Neutral

Selle Italia

Flite Kit Carbonio

$204.99

180g

Medium

Flat

Carbon

Gender Neutral

Selle Italia

Flite Superflow

$179.99

285g

Medium

Flat

Mega-hole

Titanium

Gender Neutral

Selle Italia

Flite Flow

$144.99

210g

Medium

Flat

Hole

Titanium

Gender Neutral

Selle Italia

SLR Flow

$159.99

170g

Narrow

Flat

Hole

Titanium

Gender Neutral

Selle Italia

Novus Superflow

$144.99

235g

Narrow medium

Semi-round

Mega-hole

Titanium

Gender Neutral

Selle Italia

SLR Lady Flow

$144.99

185g

Medium

Flat

Mega-hole

Titanium

Female Specific

Selle Italia

Max SLR Flow

$139.99

250g

Medium

Flat

Mega-hole

Titanium

Gender Neutral

Selle Italia

Turbomatic Flow

$134.99

310g

Wide

Flat

Hole

Manganese

Gender Neutral

Selle Italia

Novus Flow

$144.99

225g

Narrow medium

Semi-Round

Hole

Titanium

Gender Neutral

Selle Italia

Flite

$129.99

220g

Medium

Flat

Titanium

Gender Neutral

Selle Italia

Max Flite Flow

$129.99

290g

Medium

Flat

Hole

Steel based alloy

Gender Neutral

Selle Italia

Diva Flow

$114.99

255g

Wide

Semi-round

Hole

Steel based alloy

Female Specific

Selle Italia

Lady Flow

$144.99

185g

Very wide

Semi-round

Hole

Steel based alloy

Female Specific

Selle Italia

C2 Flow

$88.99

260g

Narrow

Flat

Hole

Manganese

Gender Neutral

Selle Italia

XR Flow

$66.99

320g

Narrow

Flat

Hole

Manganese

Gender Neutral

Selle Italia

Sport Flow

$44.99

330g

Narrow

Flat

Hole

Manganese

Gender Neutral

WWW.BICYCLINGAUSTRALIA.COM

SEPTEMBER / OCTOBER 2017

Liv Contact Upright

Contact SL

Phenom Expert

Liv Contact SLR

GIANT

PhenomPro

SPECIALIZED

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Giant

Giant Contact SLR

$199.95

180g

Narrow, medium

Groove

Carbon

Gender Neutral

Giant

Liv Contact SLR

$199.95

180g

Narrow, medium

Groove

Carbon

Female Specific

Giant

Giant Contact SL

$119.95

210g

Narrow, medium

Groove

SST Alloy

Gender Neutral

Giant

Liv Contact SL

$119.95

210g

Narrow, medium

Semi-round

Groove

SST Alloy

Female Specific

Giant

Giant Contact

$64.95

305g

Narrow, medium

Groove

Cromo

Gender Neutral

Giant

Liv Contact

$64.95

305g

Narrow, medium

Semi-round

Groove

Cromo

Female Specific

Specialized

Power S-Works

$350

153

143, 155, 168mm

Curved

Mega-hole

Carbon

Gender Neutral

Specialized

Power Pro

$250

211

143, 155, 168mm

Curved

Mega-hole

Carbon

Gender Neutral

Specialized

Power Expert

$170

233

143, 155, 168mm

Curved

Mega-hole

Titanium

Gender Neutral

Specialized

Power Comp

$120

247

143, 155, 168mm

Curved

Mega-hole

Steel based alloy

Gender Neutral

Specialized

Phenom S-Works

$350

153

143, 155mm

Curved

Hole

Carbon

Male

Specialized

Phenom Pro

$250

193

143, 155mm

Curved

Hole

Carbon

Male

Specialized

Phenom Expert

$170

248

143, 155

Curved

Hole

Titanium

Male

Hole

Steel based alloy

Male

Specialized

Phenom Comp

$120

254

143, 155

Curved

Specialized

Power Arc S-Works

$350

141

143, 155

Curved

Mega-hole

Carbon

Gender Neutral

Specialized

Power Arc Expert

$170

243

143, 155

Curved

Mega-hole

Titanium

Gender Neutral

Velo

Angel Ride

$329

234g

Medium

Flat

Mega-hole

Titanium

Gender Neutral

Velo

Angel Glide

$199

115g

Very narrow

Flat

Mega-hole

Carbon

Gender Neutral

Velo

Angel Dive

$199

202g

Very narrow

Flat

Mega-hole

Titanium

Gender Neutral

Velo

Blast W

$119

255g

Medium

Flat

Titanium

Female Specific

Velo

Century

$119

246g

Very narrow

Flat

Titanium, Carbon

Gender Neutral

Velo

Jet O

$119

200g

Narrow

Flat

Hole

Titanium, Carbon

Gender Neutral

Velo

Eagle O

$59.95

357g

Medium

Flat

Hole

Steel based alloy

Gender Neutral

Velo

Ospery O

$59.95

341g

Medium

Flat

Hole

Steel based alloy

Gender Neutral

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

WWW.BICYCLINGAUSTRALIA.COM

Team Pro Classic

Angel Ride

Cambium 15 Carved

Angel Drive

Team Pro S

VELO BROOKS

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Brooks

B15 Swallow

$262.95

490g

153mm

Semi curved

Flat

Steel based alloy

Gender Neutral

Brooks

Swift Chrome

$222.95

510g

150mm

Semi curved

Flat

Steel based alloy

Gender Neutral

Brooks

Team Pro Classic

$171.95

540g

160mm

Semi curved

Flat

Steel based alloy

Gender Neutral

Brooks

Team Pro Chrome

$222.95

540g

160mm

Semi curved

Flat

Steel based alloy

Gender Neutral

Brooks

Team Pro S Chrome

$222.95

480g

176mm

Semi curved

Flat

Steel based alloy

Gender Neutral

Brooks

Cambium C15

$219.95

405g

140mm

Curved

Flat

Stainless steel

Gender Neutral

Brooks

Cambium C15 Carved

$229.95

395g

140mm

Curved

Groove

Stainless steel

Gender Neutral

Brooks

Cambium C17

$219.95

415g

162mm

Curved

Flat

Stainless steel

Gender Neutral

Brooks

Cambium C17 Carved

$229.95

400g

162mm

Curved

Groove

Stainless steel

Gender Neutral

Brooks

Cambium C13 132mm $299.95

259g

132mm

Curved

Flat

Carbon

Gender Neutral

Brooks

Cambium C13 145mm $299.95

295g

145mm

Curved

Flat

Carbon

Gender Neutral

Brooks

Cambium C13 Carved 145mm

$299.95

280g

145mm

Curved

Groove

Carbon

Gender Neutral

Brooks

Cambium C13 158mm $299.95

310g

158mm

Curved

Flat

Carbon

Gender Neutral

Selle San Marco

Aspide Superleggera Open

$649.95

115g

Narrow

Wave

Hole

Carbon

Gender Neutral

Selle San Marco Aspide Racing

$239.95

162g

Narrow, wide

Wave

Hole

Titanium

Gender Neutral

Selle San Marco Aspide Carbon

$349.95

129g

Narrow, wide

Wave

Hole

Carbon

Gender Neutral

Selle San Marco Mantra Carbon

$409.95

168g

Narrow

Flat

Hole

Carbon

Gender Neutral

Selle San Marco Mantra Racing

$239.95

190g

Narrow

Flat

Hole

Carbon

Gender Neutral

Selle San Marco Regale Carbon

$349.95

145g

Narrow, wide

Flat

Hole

Carbon

Gender Neutral

Selle San Marco Regale Racing

$239.95

228g

Narrow, wide

Flat

Titanium

Gender Neutral

Selle San Marco Regale Vintage

$129.95

380g

Narrow, wide

Wave

Flat

Titanium

Gender Neutral

Selle San Marco Concor Carbon

$349.95

160g

Narrow, wide

Wave

Flat

Carbon

Gender Neutral

Selle San Marco Concor Racing

$239.95

184g

Narrow, wide

Wave

Flat

Titanium

Gender Neutral

Selle San Marco Rolls Vintage

$129.95

382g

Narrow, wide

Flat

Hole

Manganese

Gender Neutral

SAVE THE DATE

The Cycling Classic for SA

8 APRIL 2018

Feel the Freedom and ride for the charity that you are passionate about!

FEEL THE FREEDOM clareclassic.com.au AN EVENT BOUGHT TO YOU BY

A CYCLING CLASSIC EVENT HELD IN THE PICTURESQUE CLARE VALLEY.

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

WWW.BICYCLINGAUSTRALIA.COM

Vanguard Spectrum Echelon BBB

Falcon Stealth Carbon

Aerofuel II Carbon

PRO

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

BBB

Echelon

$159.99

278g

Medium, wide, very-wide

Flat

Mega-hole

Steel based alloy

Gender Neutral

BBB

Feather

$89.99

149g

Narrow

Flat

Steel based alloy, Carbon

Gender Neutral

BBB

Spectrum

$69.99

340g

Medium, wide, very-wide

Flat

Groove

Steel based alloy

Gender Neutral

BBB

Vanguard

$79.99

240g

Medium, wide

Round

Hole

Steel based alloy

Gender Neutral

BBB

Ladysport

$69.99

264g

Wide

Round

Hole

Steel based alloy

Female Specific

Pro

Aerofuel II

$175/$275

200/175g

Medium, wide

Flat

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Pro

Stealth / Stealth Carbon 142mm

$175/$275

205/179g

Medium, wide

Flat

Mega-hole

Steel based alloy, Carbon

Gender Neutral

Pro

Condor Anatomic Men's / Women's

$75

263/278g

Medium, wide

Semi-wave

Hole

Steel based alloy

Men's/Women's

Pro

Falcon Black 142mm $149 /152mm

213/223g

Medium, wide

Flat

Groove

Steel based alloy

Gender Neutral

Pro

Falcon Anatomic Black 142mm/152mm

$149

209/218g

Medium, wide

Flat

Hole

Steel based alloy

Gender Neutral

Pro

Griffon Black 142mm/152mm

$149

222/232g

Medium, wide

Round

Groove

Steel based alloy

Gender Neutral

Pro

Griffon Anatomic Black 142mm/152mm

$149

220/225g

Medium, wide

Round

Hole

Steel based alloy

Gender Neutral

Pro

Turnix Black 142mm/152mm

$149

233/240g

Medium, wide

Semi-round

Flat

Steel based alloy

Gender Neutral

Pro

Turnix Carbon 142mm/152mm

$249

199/205g

Medium, wide

Semi-round

Flat

Steel based alloy

Gender Neutral

WWW.BICYCLINGAUSTRALIA.COM

SEPTEMBER / OCTOBER 2017

Scientia R1

Scoop Radius Race

Scientia A2

FABRIC

Scoop Radius Ultimate

SELL LE ROYAL

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Fabric

ALM Team Saddle

$434.95

140g

Medium

Semi-wave

Flat

Carbon

Gender Neutral

Fabric

Line - Elite, Wide Elite, Shallow, Pro

$90.95, $90.95, $126.95, $227.95

237g / 242g / 239g / 183g

Narrow, medium

Semi-wave

Groove

Steel based alloy, Titanium, Carbon

Gender Neutral

Fabric

Scoop Elite - Radius / Shallow / Flat

$85.95

244g / 266g / 256g

Medium

Wave, semiwave, Flat

Flat

Steel based alloy

Gender Neutral

Fabric

Scoop Race - Radius / Shallow / Flat

$121.95

238g / 254g / Medium 250g

Wave, semiwave, Flat

Flat

Titanium

Gender Neutral

Fabric

Scoop Pro Team $222.95 Radius / Shallow / Flat

176g / 198g / 194g

Medium

Wave, semiwave, Flat

Flat

Carbon

Gender Neutral

Fabric

Scoop Pro - Radius / $222.95 Shallow / Flat

176g / 198g / 194g

Medium

Wave, semiwave, Flat

Flat

Carbon

Gender Neutral

Fabric

Scoop Ultimate $323.95 Radius / Shallow / Flat

162g / 182g / 180g

Medium

Wave, semiwave, Flat

Flat

Carbon

Gender Neutral

Selle Royal

Scientia A1 - Width 127mm

$137.95

380g

127mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia A2 - Width 144mm

$137.95

390g

144mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia A3 - Width 159mm

$137.95

418g

159mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia M1 - Width 141mm

$137.95

425g

141mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia M2 - Width 161mm

$137.95

455g

161mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia M3 - Width 178mm

$137.95

465g

178mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia R1 - Width 169mm

$137.95

479g

169mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia R2 - Width 196mm

$137.95

485g

196mm

Semi-round

Steel based alloy

Gender Neutral

Selle Royal

Scientia R3 - Width 224mm

$137.95

520g

224mm

Semi-round

Steel based alloy

Gender Neutral

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

WWW.BICYCLINGAUSTRALIA.COM

FI'ZI:K

Luce

Aliante 00 Aliante R1

Arione 00

Antares R3

Arione R1

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL RAIL OPTIONS MATERIAL

FEMALE SPECIFIC

Fi'zi:k

Arione 00

$569.95

140g

132mm

Flat

Carbon 7x9mm

Gender Neutral

Fi'zi:k

Arione R1 Carbon REG

$329.95

165g

130mm

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Arione R1 Carbon LRG

$329.95

175g

142mm

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Arione R3 Kium REG

$249.95

200g

130mm

Flat

Kium Black

Gender Neutral

Fi'zi:k

Arione R3 Kium LRG

$249.95

210g

142mm

Flat

Kium Black

Gender Neutral

Fi'zi:k

Antares 00

$549.95

140g

142mm

Semi wave

Flat

Carbon 7x9mm

Gender Neutral

Fi'zi:k

Antares R1 Carbon REG

$329.95

160g

140mm

Semi wave

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Antares R1 Carbon LRG

$329.95

165g

152mm

Semi wave

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Antares R3 Kium REG

$249.95

200g

140mm

Semi wave

Flat

Kium Rail Black

Gender Neutral

Fi'zi:k

Antares R3 Kium LRG

$249.95

205g

152mm

Semi wave

Flat

Kium Rail Black

Gender Neutral

Fi'zi:k

Aliante 00

$549.95

165g

140mm

Wave

Flat

Carbon 7x9mm

Gender Neutral

Fi'zi:k

Aliante R1 Carbon REG

$329.95

175g

143mm

Wave

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Aliante R1 Carbon LRG

$329.95

180g

152mm

Wave

Flat

Carbon Braided

Gender Neutral

Fi'zi:k

Aliante R3 Kium REG

$249.95

215g

143mm

Wave

Flat

Kium Rail Black

Gender Neutral

Fi'zi:k

Aliante R3 Kium LRG

$249.95

220g

152mm

Wave

Flat

Kium Rail Black

Gender Neutral

Fi'zi:k

LUCE Carbon REG

$299.95

175g

144mm

Flat

Hole

Carbon 7x9mm

Female Specific

Fi'zi:k

LUCE Carbon LRG

$299.95

185g

155mm

Flat

Hole

Carbon 7x9mm

Female Specific

Fi'zi:k

LUCE REG

$159.95

230g

144mm

Flat

Hole

S-Alloy

Female Specific

Fi'zi:k

LUCE LRG

$159.95

240g

155mm

Flat

Hole

S-Alloy

Female Specific

SCHWALBE

X-ONE

The exceptional profile and special rubber compound make the Schwalbe X-One one of the fastest cross tires ever. To make it the absolute high-flyer, mount it without a tube on a tubeless-compatible wheel. GO TUBELESS: LESS WEIGHT. LESS FLATS. LESS PAIN. schwalbe.com/X-ONE X-ONE BITE: 33-622 (370G) X-ONE ALLROUND: 33-622 (370G)

Test Lab | Road Cycling Saddle Guide

SEPTEMBER / OCTOBER 2017

WWW.BICYCLINGAUSTRALIA.COM

SQ LABS

611 Ergowave Crmo 612 Ergowave 613

TUNE

Tune shell

Komm-Vor Plus

Speedneedle Marathon

BRAND

MODEL NAME

$RRP

WEIGHT

WIDTHS

SHAPES

PERINEAL OPTIONS

SQ Labs

SQlab 611 Ergowave CrMo

$134

237, 239, 243, 245g

120, 130, 140, 150mm

Semi wave

Groove

Cro-mo

Gender Neutral

SQ Labs

SQlab 612 Ergowave

$199

175, 178, 179, 182g

120, 130, 140, 150mm

Semi wave

Groove

Carbon

Gender Neutral

SQ Labs

SQlab 612 Ergowave Carbon

$289

147, 150, 154, 158g

120, 130, 140, 150mm

Semi wave

Groove

Carbon

Gender Neutral

SQ Labs

SQlab 612 Ergowave Active

$229

211, 213, 214, 218g

120, 130, 140, 150mm

Semi wave

Groove

Carbon

Gender Neutral

SQ Labs

SQlab 612 Ergowave Active Carbon

$349

183, 184, 185, 189g

120, 130, 140, 150mm

Semi wave

Groove

Carbon

Gender Neutral

SQ Labs

SQlab 613 Carbon

$265

175, 180g

120, 130mm

Semi wave

Groove

Carbon

Gender Neutral

RI L

FFEMALE SPECIFIC

Tune

Tune Komm-Vor Plus

$369

88g

130mm

Round

Flat

Carbon

Gender Neutral

Tune

Speedneedle

$345

97g

125mm

Round

Flat

Carbon

Gender Neutral

Tune

Speedneedle Alcantara

$345

87g

125mm

Round

Flat

Carbon

Gender Neutral

Tune

Speedneedle Marathon $349

107g

135mm

Round

Flat

Carbon

Gender Neutral

NOTE 1- SMP saddles all share a unique 'beak' shape with a massive hole in the middle. The differences amongst the numerous models are fit and saddle weight only. Widths = very-narrow <130mm; narrow 130-139; medium 140-149; wide 150-159; very-wide >159 unless the brand doesnâ&#x20AC;&#x2122;t specify Shapes are difficult. Flat, round and semi-round refer to the side-to-side shape. Wave, semi-wave and flat refer to end-to-end shape. Of course no one is consistent. Perineal options are 4: flat means no relief, groove is a some sort of depression in the middle, hole goes all the way through, mega-hole for extremely large holes. Ti = Titanium C= carbon Fe = Steel based alloy

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Test Lab | Bkool Trainer

SEPTEMBER / OCTOBER 2017

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BY LUKE MEERS

Bkool Go Trainer INDOOR TRAINING MAY ONCE HAVE BEEN ANATHEMA TO CYCLISTS, A NECCESSARY EVIL TO MAINTAIN FORM WHEN WEATHER WAS POOR OR TIME SHORT. NOW THOUGH, REAL WORLD TRAFFIC CONCERNS ON ONE HAND, AND THE LURE OF ONLINE INTERACTION ON THE OTHER ARE MAKING THE TRAINER A MORE ATTRACTIVE OPTION. LUKE MEERS HAS REVIEWED SEVERAL TRAINERS AND NOW LOOKS AT THE BKOOL GO.

ABOVE: This screen grab from the Bkool simulator shows one of the 900,000 (!) rides on offer.

HIS IS A REVIEW IN TWO PARTS.

Part one is the hardware, the Bkool Go trainer itself. Part two, the multifaceted simulator platform offered from the same company. The trainer market has become flush with smart trainer options, particularly with new options of the direct drive type, where the rear wheel of the bike is removed. The customer, however, often pays a premium for these trainers. Hence there is still a good market for more affordable options. The Bkool Go is a conventional looking turbo trainer featuring resistance control and feedback. This means it can be used with the plethora of smart trainer software available such as Zwift, Trainer Road or of course the Bkool proprietary simulator

software. The Bkool Go is much more affordable than direct drive smart trainers with a recommended retail of $650. The Go delivers resistance feedback and control, up to 800w or a simulated incline of about 8%. In other words it delivers enough resistance for 95% of cyclists 95% of the time. This resistance requires the unit to be plugged into mains power and some software to control it. The unit can be used without power but does not deliver variable resistance control. Bkool offer their own simulator platform which pairs with the trainer (more on this shortly). The trainer can connect to software via bluetooth or ant+ protocols. Some reflections on using the trainer itself. Firstly, set up

is simple and quick. The trainer is relatively light at less than 10kgs, has extendable legs to provide a little more stability to the unit without any added size when packed down. It should be noted that despite these extendable legs the trainer felt unstable when throwing the leg over. Once on the bike, however, it was fine. The unit clamps to the rear skewer and relies on rider weight to provide traction between the tyre and the roller. This traction is adequate for most situations but I found it would slip a little under heavy standing efforts due to rider weight shifting forwards and off the rear wheel. There is a pleasant amount of flex in the trainer, allowing the bike to 'rock' a little during use. In addition to delivering power

Unicorn Racing Products Pty Ltd Mobile:

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Website: www.merckxbikes.com.au

Dealers Wanted

Test Lab | Bkool Trainer

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The Bkool Go is a relatively light unit, with a clean aesthetic and easy setup. It looks great, packs down neatly and performs well enough for the vast majority of serious cyclists; how much work do you do above 800watts?

feedback the Bkool Go also provides cadence data based on the natural fluctuations of power within a pedal revolution. This is a good feature and one that some more expensive trainers do not include. The power estimation from the Bkool Go was ok but definitely not perfect, at times floating higher than the figures shown on my power meter, whilst at other times dropping a little under. Overall, the power stayed within about 10-20 watts of my power meter. The resistance changes and ramps were generally smooth and simulated well. Like other 'wheel in' smart trainers, at low speeds the resistance becomes a bit less smooth. Whilst the Bkool Go can be used with many software packages, the Bkool simulator itself is arguably one of the most complete options available. Also worth noting is that Bkool are offering the subscription free to Australians till the end of 2017.

...coached training sessions, interval workout and custom workouts and even velodrome races.”

There are too many features to go into detail during this review. The package includes, 3D animated rides (think similar to Zwift but with over 500,000 routes!), video routes (over 400,000 of them!) and many other rides types such as coached training sessions, interval workout and custom workouts and even velodrome races. You can ride in real time with other users or select “ghost” riders to compete against. The software is downloaded but you sign in via a browser to create your profile, schedule rides, join groups and more. There is an amazing amount of content and ways to engage with this software, too much to fully explore during this review. Ironically, the main drawcard of this simulator; the huge amount of routes, may also be its achilles heel. Think about Zwift, there are a handful of routes to choose from; log in at any time and there are riders everywhere to ride with or

against. In the Bkool simulator though, there are so many routes, course and places to choose from that I struggled to find more than four people on any one route at any given time. The Bkool Go offers a very affordable and easy to use entry into the smart trainer world. The unit performs smoothly and effectively under most circumstances and the Bkool simulator package provides almost endless ways to keep your indoor training interesting, effective and even social.

SPECIFICATIONS WEIGHT: 9.85kg SOUND LEVEL: 75dB POWER: up to 800W DISTRIBUTOR: www.gkasports.com.au PRICE: RRP: $650 WEBSITE: www.bkool.com

Test Lab | Giant Helmet

SEPTEMBER / OCTOBER 2017

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BY GARY HUNT

Giant’s Pursuit Helmet GIANT’S RANGE OF ACCESSORIES CONTINUES TO EXPAND AND MORE NEW PRODUCTS WERE SEEN AT THEIR RECENT MY18 LAUNCH. WE GOT OUR HANDS ON TWO HELMETS TO REVIEW; A PURSUIT AND THE REV.

PURSUIT HELMET The helmet that Michael Matthews wore to victory during his 2017 TDF bid, the Pursuit, is Giant’s aero option, designed to optimise aerodynamic efficiency. The rider’s head and helmet accounts for a significant proportion of frontal area and even more so when tucked down over the bars for the sprint. So it makes sense that helmet design is as slippery as possible. Chasing aero is clearly a marginal gains game, but even if the majority of mere mortals only ever attain pro level velocity while descending, the Pursuit is an attractive design and after Bling’s win, has some serious cred. Ventilation is of the Pursuit is reasonable (though heat buildup was never likely to be an issue in this winter test) despite the reputation of aero lids being hot. The R&D around aerodynamics of helmets in the industry seems to be paying off and

high flow, low drag options are beginning to emerge. The Pursuit’s array of large ports above the forehead channel air nicely through the helmet and out the rear exhaust ports. The channels are quite deep so there’s easy movement of air through the helmet. The internal harness is effectively adjusted with a simple dial and notched slider. Very discrete, almost covert branding on the Pursuit will make this an attractive option for anyone looking at an aero helmet, regardless of brand affinities, with fit, design, and a winning reputation likely to be key purchase drivers. 250g (medium) RRP: $269.95 www.giantbikes.com.au

REV MIPS HELMET

“...the Pursuit is an attractive design and after Bling’s win, has some serious cred

We also had a look at Giant’s Rev helmet and the full review will go onto bicyclingaustralia. com in the next few weeks. Here’s a first look. The Rev is the go-to helmet for the Team Sunweb pro team. At 245g (medium), the Rev is lightweight and more of the conventional style we’ve become used to over the years. It features 21 vent ports to optimise air flow and is secured with the same dial and slider ‘CINCH PRO’ fit system as the Pursuit. It’s also available with MIPS technology in selected colourways. 245g (medium) RRP: $169.95 (non-MIPS) RRP: $199.95 (MIPS) www.giantbikes.com.au

Test Lab | Scicon Bag

SEPTEMBER / OCTOBER 2017

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BY GARY HUNT

THE TRAVEL CASES WITH THE INTRIGUING NAME (ACTUALLY PRONOUNCED "SKI-CON") ARE AN APPEALING OPTION AND HAVE UPGRADED FEATURES ON THE NEW MODEL AEROCOMFORT 3.0

SCICON AEROCOMFORT ROAD 3.0 Travel by plane to any cycling event and you’ll very likely have some idea of the market share of brands in the category; a simple headcount at the oversized baggage claim attests to the popularity of Scicon. It was certainly clear to me and evoked a twinge of jealousy, not so much for the good looks of Scicon, but more the ease with which these things were gliding away to customs. The Scicon Aerocomfort 3.0 is an ideal unit for the less mechanically proficient rider; or those who want a case that enables packing their bike with a minimum of disassembly. Scicon have made it a very quick, simple process. Remove the wheels, clamp the dropouts onto the base frame, drop your wheels into the side pockets, fix the frame pads and securing straps, and zip it up. The wheels on the 3.0 are tougher now; upgraded twin ball bearing castors that make the carpark and airport transfers a onehanded breeze, and this after bike protection, is one of the most appealing aspects of the Scicon. Padding has been upgraded and tougher panels strategically added. There's also a metal derailleur guard to keep your shifting sharp, and a couple of light gear bags for helmet, shoes and even some clothing in case you plan to be travelling light.

Designed to accommodate frames up to 61cm, my 58cm frame with its integrated seat post slotted straight in and allowed the zip to close easily; even lifting the saddle to 850mm from crank spindle it still closed up fine. Likewise my 44cm bars were an easy fit. Should you buy a bag or a case? For me this question really boils down to weight and storage. I’ve not experienced any damage after many trips with a soft bag, so I don't see the need for a hard case (and long may it be so!). Here's the other key factor in my mind: at 9.25kg the Aerocomfort bag is a good 2.5kg lighter than similar sized hard case options; that's 2.5kg of other baggage I can take. But even after the trip, there’s the issue of where you store the case. The Aerocomfort does with a bit of encouragement

fold down to a much more manageable size; about a third of its maximum height. Good looking, easy packing protection and super smooth rolling; the Aerocomfort Road 3.0 ticks all the boxes.

after bike protection, this is one of the most appealing aspects of the Scicon.”

RRP: $949 www.sciconbags.com

SCICON RACE RAIN BAG Have you ever been to a race or event and been rushing to make the start line but can’t find your gilet or gloves? Or you can find one glove, but not the the other? Scicon’s Race Rain bag is a really clever little case with external pockets all labelled for various items of clothing; shoes and covers, warmers (arm and leg), gloves, helmet, jersey, and jacket. There’s a larger zipped space—the main cavity, that can either be fully sealed, or use the other end zipped mesh panel to let worn gear (after the event) breathe a little. On occasion I have used this as carry-on luggage to make sure that even if my main suitcase was lost in transit I still had shoes, helmet, kit and pedals and would just need to either borrow or hire a bike. It also looks very pro. So simple, but a very tidy piece of gear. RRP: $185 www.sciconbags.com

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Test Lab | Ridley Fenix SL

SEPTEMBER / OCTOBER 2017

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BY PETER ROX

Ridley Fenix SL RIDLEY PROVIDE THEIR SPONSORED PRO TEAMS WITH FRAMES DIRECT FROM THE FACTORY, TO RACE IN THE WORLDTOUR. PETER ROX HAS BEEN RIDING THEIR PARIS-ROUBAIX WEAPON OF CHOICE.

N MY YEARS OF WRITING BIKE

reviews there have been many times when I was left wondering if the brand's distributors were indeed serious about the process. Bikes, often regardless of their price point, have turned up badly tuned, poorly presented, even the wrong size. In fact on one occasion, I was asked not to cut down an integrated seat post to allow me to get a proper fit. Certainly makes you wonder how they would expect a decent evaluation of a bike that doesn’t fit. I often thought that if I was in that position I would

over spec or 'pimp' out a bike so it could be seen in its best light even if it possibly didn’t accurately reflect the retail spec and when I first laid eyes on the Fenix SL I thought that was exactly what Ridley had done. For those that follow industry news you might know that the Ridley Australian distributor FE Sports recently added to their suite of prestige brands by acquiring Paint My Bike, probably Australia’s best credentialed bike repairer and custom painter. This now enables Ridley Australia to offer a fully integrated custom finish

to your Ridley and judging by the amazing lustrous finish on the Fenix SL I automatically assumed that this particular demo bike had been given the special treatment in order to impress little old me. The paint finish on the Ridley’s frame and fork looked like it was fresh from the paint shop and appeared as though it could have easily been carrying a few extra clear coats such is the apparent depth of the colour. A quick bit of Googling left me feeling a little less important but even more impressed as this, it appears, is the Fenix

1. Thru axles front and rear keep the hubs anchored, even if they're not properly tightened. 2. The Fenix is superbly finished with deep, wet looking paint. 3. Clearance for up to 30mm rubber front and rear provides good versatility.

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SPECIFICATIONS FRAME: Fenix SL 30T-24T HM Unidirectional Carbon FORK: Fenix SL 30T-24T HM Unidirectional Carbon HEAD SET: FSA STEM: Forza Cirrus Pro HANDLEBARS: Forza Cirrus Pro SADDLE: Astute Skyline VT SEAT POST: Forza Cirrus Pro SHIFT LEVERS: Shimano Ultegra 6870 Di2 Hydraulic BRAKES: Shimano Hydraulic 140mm rotors FRONT DERAILLEUR: Shimano Ultegra Di2 REAR DERAILLEUR: Shimano Ultegra Di2 CASSETTE: Shimano Ultegra 11-28 CHAIN: Shimano Ultegra CRANK: Shimano Ultegra 52-36 172.5mm BOTTOM BRACKET: Shimano Pressfit WHEELS: Shimano RX31 TYRES: Continental Ultra Sport WEIGHT: 8.4 kg PRICE: $7,299 DISTRIBUTOR: www.firstendurance.com.au

2 3

Test Lab | Ridley Fenix SL

4. The stock saddle supplied is an Astute Skyline VT with decent padding (for the cobbles) and a cutout. 5. Wheels are Shimano's RX31's, a good match for this bike, solid and reliable. 6. The 52/36 chainrings and 11-28 are a balance of speed and climbing capacity. 7. This Fenix is a beautiful bike; well specced, comfortable and quiet.

“The Fenix SL feels like it has

SEPTEMBER / OCTOBER 2017

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SL’s standard livery. In the current world of matte frames and black on black palettes the Ridley is a refreshing splash of colour and gloss. Another point of note was that the Fenix, from the first turn of the pedals, was absolutely silent. Now many would argue that that is all down to the mechanic, and all kudos to them for a great job. But as a ham-fisted backyard bike mechanic myself, I know that well designed and engineered bikes are much easier to build well. My first few rides on the Fenix were pre-dawn solo rides on crisp, clear mornings and the silence was deafening. The loudest noise coming from the whole ensemble was the squirm of the new tyres on the road. The joy of the silence was so great that I actively tried not to coast lest the sound of the free-wheel pawls should ruin the moment. Ridley touts the Fenix SL as …“the bike that could do everything. Bash over cobbles, finesse over mountain passes and sprint to race and stage victories, the Fenix SL is a bike that is both comfortable and fast. Its versatility makes it the choice for enthusiasts the world over who want to ride all day without feeling like they have been beaten half to death.” Thankfully now with Cycling Australia breaking ranks with its international counterparts and allowing disc brakes in most forms of amateur racing the Fenix is now, at least, the bike that is “allowed” to do everything. The frame of the Fenix SL in its disc version carries some small changes to accommodate the different stresses disc braking puts on a frame but equally these can be used to enhance the ride of the frame. The forks of the Fenix SL have been redesigned to work with the thru axles and also to deal with the additional stresses at the the dropouts that disc braking

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SEPTEMBER / OCTOBER 2017

SUMMING UP QUALITY

imparts. The payback is, that on both the front and rear, not having calliper brakes allows for greater tyre clearance, up to 30mm, for those that require, or just prefer, wider tyres. The seat stays also benefit from the change in brake type. Not having to carry the rear brake means the seat stays can be dropped a few centimetres. This, accompanied by the cantilevered top tube, is designed to give the Fenix SL a plush ride. When you take your eyes off the glossy frame you see that the Fenix SL is well equipped. The running gear and brakes are full Ultegra from front to back. As always Shimano’s workhorse groupset performs faultlessly. While Di2 certainly isn’t new, sometimes we do tend to take it for granted and it is occasionally worth taking a moment to appreciate how precise and reliable it is. The shifters, in their hydraulic guise, do take a little getting used to but with the new regulations in place I’m sure a lot more hands will be making the switch to hydraulic levers pretty soon. The finish kit is from Forza (4ZA) a Belgian

company in keeping with Ridley's Belgian heritage. The carbon handlebar is a very comfortable number with the tops being somewhere between round and full on aero, making it very easy on the hands. The Forza stem and seat post are equally well finished and simply functional pieces that fit in nicely with the overall quality and aesthetic. The saddle is from Astute another of FE sports brands. Astute saddles are proudly hand made in Italy and while I found it agreeable, as with all saddles, your nether regions will have their own opinion. When the rubber hits the road the Fenix SL is a very friendly bike. It is very easy to get used to and feel comfortable on. Being a 'do-all' bike tends to mean that, as you would expect, they need to compromise a little bit at either end of the spectrum. The Fenix SL feels like it has the stiffness of a race rocket with the handling of an endurance steed. For most riders who enjoy lapping up the miles and occasionally pinning on a number this would seem to be about the perfect balance. The Fenix does not have the

snappy steering you want in a criterium special, instead it has a stable wheelbase and predictable handling. It is not as upright or tall as a dedicated endurance bike which still keeps it responsive to positive input. As Ridley have Andre 'The Gorilla' Greipel on its sponsored rider roster you can be guaranteed that any frame bearing the Ridley name will be well up for any amount of power you can put through the pedals. One of the touted advantages of the disc brake/thru axle combination is that it physically connects the two sides of the bike together as one unit, and while the dropped seat stays are designed to smooth out the ride somewhat it is not enough to make the ride disconnected or soft. Generally the 'SL' moniker when used in cycling circles is shorthand for SuperLight, at 8.4 kg’s I don’t think the Fenix SL would be classified as super light, but then again, its muscled up appearance doesn’t give the impression of a featherweight, it truly looks like a bike of substance. A glossy, impeccably finished bike of substance.

The Ridley Fenix SL is a bike that takes all the best bits required by 90% of riders and puts them in one very easy to live with package. A fantastic looking frame, proven, reliable running gear, a nice finishing kit, and race ready disc brakes that will pull you up quick, straight and true.

PERFORMANCE While not as flighty as a fullyfledged race machine there is no reason why, when piloted by some decent legs, the Fenix SL can’t be a decent race weapon. But where it excels is on long days, where a comfortable position teamed with dependable and predictable handling make it a joy to ride.

VALUE FOR MONEY $7,299 for an Ultegra Di2 spec is a little more than some of the competition but those few dollars extra can be the difference between turning up with the same bike as everyone else or this glossy Belgian beast.

OVERALL A great bike with a stunning aesthetic. It is ready to ride or race with no more to spend and although, as a jack of all trades, there must be compromises they are small and will be insignificant to most riders. Oh, did I mention how good it looks!!

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Test Lab | Liv Langma

SEPTEMBER / OCTOBER 2017

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BY GEMMA MOLLENHAUER

Langma Advanced SL0 WHILE TEAM SUNWEB WERE SOME OF THE FIRST WOMEN TO PUSH THIS BIKE TO THE LIMITS THROUGHOUT THE 2017 EDITION OF THE GIRO ROSA, A SELECT NUMBER OF LADIES INCLUDING OUR WOMEN’S SPECIFIC JOURNALIST GEMMA MOLLENHAUER, WERE ABLE TO TEST THE BIKE IN THE MOUNTAINS OF NORTHERN ITALY.

PECIFICALLY DESIGNED FOR

the race-focused, mountain goats amongst us, the featherweight Langma Advanced SL0 is the newest edition to the Liv family. Described by Liv Founder, Bonnie Tu as her “favorite daughter”, the Langma features an incredibly lightweight design with aero features, paired with SRAM Red eTap, a Quarq power meter and the tubeless Giant SLR 0 Composite Wheelsystem. Prior to its maiden voyage, Liv Founder Bonnie Tu issued a word of

warning: “Be careful! Be careful because this bike is so light and so fast.” Designed specifically for “the girl that loves to climb in the mountains and the girl that loves to go fast up and downhill”, according to Product Manager Erin Lamb, the Langma is Liv’s first climbing race bike. More than two years in the making and named after the tallest peak in the world: Mount Everest, or 'Qomolangma' in Tibetan, the Langma has been developed with climbing efficiency at its

forefront without compromising aerodynamics or stiffness. "With this new model, climbing won't be a problem," said the brand manager for Liv Cycles, Phoebe Tu. "I like climbing. It reflects the reality of life. You gain what you work hard for.” In 2012 Giant launched its pioneering sister brand, Liv with the release of the Envie, an aerodynamic machine which has consistently rated highly amongst female consumers from that point until today. Athletes such as Marianne Vos, Pauline

1. Super glossy paintwork and unused cable porting thanks to the eTap groupset. 2. Giant has slashed the weight of this bike to just a smidge over six kilos! 3. Blue and red highlights remind me of the flame from an acetylene torch, and look red hot too!

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SEPTEMBER / OCTOBER 2017

SPECIFICATIONS FRAME: Advanced SL-Grade Composite SHIFTERS: SRAM eTap FRONT DERAILLEUR: SRAM eTap REAR DERAILLEUR: SRAM eTap, 11-speed

CRANKSET: SRAM Red, 34/50 with Quarq Powermeter CASSETTE: SRAM Red 22 (11-28) BOTTOM BRACKET: SRAM GXP WHEELS: Giant SLR 0 Composite TYRES: Giant Gavia Race 0 Tubeless BRAKES: SRAM Red HANDLEBARS: Giant Contact SLR STEM: Giant Contact SLR Flux SADDLE: Liv Contact SLR (Forward) SEATPOST: Integrated seatpost with TCR ISP Clamp EXTRAS: RideSense Bluetooth WEIGHT: 6.05 kg (Size Small) PRICE: $10,999 DISTRIBUTOR: Giant/Liv outlet stores

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Test Lab | Liv Langma

Ferrand-Prevot, Anna van der Breggen and Coryn Rivera have all ridden the Envie to victory, however on hilly courses some riders admitted to finding the bike somewhat limiting. “We started with Avail; our on road endurance bike... it's really great for those long rides. Then Envie came along; our aero road bike. But what we were missing was a climbing bike - a bike that you would choose in the mountainous stages of races such as the Giro Rosa,” said Lamb. With climbing a particularly notable feature of the Giro Rosa and the 2017 edition of La Course shifting to the mountains and the Col d'Izoard, among other races throughout the professional peloton, the

SEPTEMBER / OCTOBER 2017

launch of Langma came just in time for Team Sunweb, who raced the bike to a stage win and podium positions throughout the Giro Rosa. “The bike is really cool. It is very different from the Envie but not in the sense that it’s crazy better or worse, it’s just different. It’s a lot lighter but still aero and stiff. It makes for a very agile ride, a very quick reacting ride”, team sprinter and pocket rocket Coryn Riveria told Bicycling Australia prior to Stage 2 of the Giro Rosa. When asked if this bike will give her the edge up a climb, Rivera agreed, stating: “Yeah it’ll be able to let me reserve more and not have to work as hard to get over a climb because it’s

so light. I’ll hopefully be able to save some energy for the end”. While the Team Sunweb women were instrumental in test riding the Langma prototypes, the Giro Rosa was to be their first chance to give the bike a workout under race conditions. The women were impressed after the close of Stage 2, which saw Floortje Mackaij in the white Young Riders Jersey. “The bike was really good and really responsive”, said Riveria, “It was nice to be on a good bike for the climb even though it was a bit hard for me. I sprinted at the end just to test it out and it was good for the sprint.” Fellow teammate, Molly Weaver echoed Riveria’s enthusiasm,

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agreeing that the bike was lighter and stiffer than the Avail and noticeably quick to react. While the test conditions I experienced were low key in comparison, despite a few test sprints and my competitive spirit kicking in mid climb, I agree with Riveria and Weaver’s experiences of the Langma Advanced SL 0. Noticeably responsive and seemingly able to float up the climbs, the Langma felt comfortable and light. And so it should. The Langma is the lightest bike the brand (including Giant) has ever built with Liv claiming the built weight to be 6.05kg. The Langma was an eager climber, and seemingly rolled

“Noticeably responsive and SEEMINGLY ABLE TO FLOAT UP THE CLIMBS, the Langma felt comfortable and light. ”

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up the climbs pedaled for this review. Climbs such as Passo San Boldo, with its 18 switchbacks or the Via Bosco del Madean, a 10km climb with an average gradient of 8, weren’t easy, but the Langma certainly made the ride comfortable, with each pedal stroke feeling purposeful - possibly due to what Liv describes as the “tuned stiffness” of the frame. Sharing the same Powercore bottom bracket with the sprintfocused Envie, the Langma has achieved its feathery weight through narrow tubing and a few key ‘junctions’ specifically at the bottom bracket and top tube. This, coupled with Liv’s highest grade composite material, an integrated seatpost and some innovative construction techniques make for a ‘weight to conquer hills, aerodynamics to power through flats, and the stiffness for responsive handling’, according to the marketing spiel. Liv has also used Giant’s Contact SLR Flux stem to increase the aerodynamics of the Langma with the brand claiming the stem reduces drag by 1.75%. In following market trends, Liv has opted for minimalist and very tasteful frame graphics with the Langma Advanced SL 0 taking its inspiration from the “sun and the stars”, according to Shih. While the Langma is the women’s specific TCR equivalent, it’s not just a bike with female-specific touch points, but rather has been designed from the ground up using global anatomical data to create the optimum climbing position for a female. According to Lamb, “We use our 3F design philosophy (fit, form & function) to design our bikes from the ground up, for women. We do not take our men’s bikes and adjust them to fit them to women”. While initially taking a little time to become accustomed to, as I ground my way up the climbs featured in the test rides, surprisingly the Liv Contact SLR saddle became more comfortable. Although

SUMMING UP

QUALITY Although the Langma is undoubtedly for the climbers amongst us, or rather those who need an extra edge up steep climbs or mountainous races, with her aerodynamic features and race-ready set-up, the Langma also meets the needs for rolling-road races and races where a sprint finish may ensue.

this could be the result of the discomfort being transferred to my legs, the saddle gave me little to complain about and even with a brand-new chamois maintained its comfort levels throughout the most of the rides. The compliance of the frame made for an ache-free couple of days and an almost instantaneous comfort, despite only the saddle and stem height being adjusted to fit my specifications. Despite sometimes slippery conditions, the bike as a whole felt remarkably planted and stable. While the frame was among the most comfortable I’ve ridden, during the damp conditions of our initial test ride up Passo San Boldo, traction was somewhat elusive so high speed descents were not on the agenda. Sporting a SRAM Red Quarq powermeter as its crankset, the Langma is certainly well equipped for the racer girl to simply jump on and go. Known for its consistent reliability, I was impressed with the inclusion of the Quarq and felt it added a real ‘value for money’ feeling compared to other race-ready bikes. While disc brakes aren’t

offered on the Advanced SL 0, flat mount disc brakes with thru-axle wheels do feature on the other models in the Langma line up and interestingly on Tu’s custom made Langma Advanced SL 0 DISC. When asked about this, Tu agreed that discs are the future of bikes, however evidently many dealers and riders aren’t keen on it. Shih echoed this, but stated that disc options are definitely up for discussion. For Australia, the Langma range consists of three types including the Langma Advanced SL, the Langma Advanced Pro Disc, Langma Advanced Pro and Langma Advanced and comes in at sizes XS to L.

4. Liv's ISP and the Contact SLR Flux stem contribute to a very sleek profile. 5. Carbon tubular wheels are standard issue on the Langma. 6. Disc brakes are not an option on the SL0, but available elsewhere in the Langma stable.

PERFORMANCE Described as responsive, yet sturdy and planted, the performance of the Langma far outweighed expectations. Bonnie Tu was right, climbing really wasn’t a problem with the Langma Advanced SL 0.

VALUE FOR MONEY With her composite carbon frame and seatpost, flux stem and Quarq Powermeter, the Langma is not cheap but represents solid value-for-money in comparison to other top-of-the-line, femalespecific race bikes.

OVERALL While it was disappointing to see no disc-brake on the SL0, the feathery light Langma was impressive on all other fronts and comfortable to ride. The addition of a Quarq Powermeter gives the Langma a high-end, yet value-formoney feel, and the compliance of the frame, coupled with some classy graphics present a sense of luxury not always seen in racespecific bikes.

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Bunch of Fives

SEPTEMBER / OCTOBER 2017

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BY PETER MANIATY

A bunch of

5s FIVE RIDERS. FIVE QUESTIONS. ONE BUNCH.

WHO? R.A.W. TRACK (AKA RACE ALL WINTER)

NAME: Selina Ho LIVES:Blakehurst BIKE: : Fuji Elite PROFESSION: Student (Mechatronic Engineering)

WHERE? DUNC GRAY VELODROME WHEN? 7PM FRIDAY NIGHTS, JUNE TO SEPTEMBER

T’S FRIDAY NIGHT. IT’S COLD.

Music is blaring. I’m standing on the infield of Sydney’s Dunc Gray Velodrome, shivering, as a small army of track cycling enthusiasts are speeding around the Olympic boards urged on by the most recognisable voice in NSW cycling, Paul Craft. Sporting a Sean Eadie-style bushranger beard, Craft launched the R.A.W. format around 14 years ago, and it continues to draw strong fields across the grades every winter. But tonight it’s all about the 2017 crop of combatants. Let’s meet five of them, starting with a Canadian Keirin National Champion from Ontario wearing, of all things, an owl onesie…

NAME: Lizanne Wilmot LIVES: Wolli Creek (originally from Brampton, Ontario, Canada) BIKE: ‘Flouro Pink Whatever You Want To Call It from Alibaba’ PROFESSION: Spatial Scientist

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NAME: Alex Chubb LIVES: Marrickville BIKE: Avanti Pista Team Evo II PROFESSION: Engineer (Fire Protection)

NAME: Blake Ryan LIVES:Cherrybrook BIKE: Dolan DF3 PROFESSION: Lifeguard/Student (Health Science)

NAME: Nigel Apps LIVES: Rydalmere BIKE: Custom carbon ‘Nitro’ frame with personalised pin-striping PROFESSION: Business Owner/Car Accessories

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Bunch of Fives

LIZANNE WILMOT WHY RACE TRACK ON COLD FRIDAY NIGHTS IN THE MIDDLE OF WINTER?

It keeps me out of trouble! I do enjoy a beer and going for drinks after work at 4pm would usually mean I’m in bed by 8pm. But if I come here I get to socialise with my team. So I do that instead, stay healthy, do some laps around the velodrome, then after we'll grab a couple of beers and some food. WHAT CAME FIRST FOR YOU, TRACK OR ROAD?

I’ve ridden fixed (wheel bikes) most of my life. I actually started out commuting and was pretty good at that. Cycling is all about fun, and with track riding you

SEPTEMBER / OCTOBER 2017

get to have more fun because everyone is in the centre of the track, everyone gets to talk, it’s so social opposed to road riding where once you’re dropped you’re in no man’s land. WHAT SHOULD THEY DO WITH DUNC GRAY VELODROME?

I actually don’t spend much time here, apart from Friday nights in winter. For me to get out here (from Wolli Creek) it’s about one hour each way. I think track could be so much bigger in Sydney if they utilised both Dunc Gray and Tempe tracks; grow the grass-roots a lot more. WHAT’S THE CRAZIEST THING YOU’VE SEEN ON THE TRACK?

he was super fast but never a good wheel to sit on because you just couldn’t follow him.”

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I always remember watching the 2012 World Championships on TV. Chris Hoy was boxed in during the Keirin Final and somehow on the last corner he just flicked his elbow and parted the Black Sea like Moses, coming through to win the World Championship. I just remember going "wow!" IF YOU HAD $500 TO SPEND IN A BIKE SHOP, RIGHT NOW, WHAT WOULD YOU BUY?

A new skinsuit, I have the biggest collection of skinsuits! I have a unicorn skinsuit. I had a Mighty Ducks skinsuit. This one (leans forward to proudly reveal a fleece lining) is actually for cyclo-cross but I bought it especially for R.A.W. because I gets so cold. I own more skinsuits than bibs.

NIGEL APPS

WHY RACE TRACK ON COLD FRIDAY NIGHTS IN THE MIDDLE OF WINTER?

It’s a heap easier than doing road racing. You’re in and out, the race is over in three or four minutes. Sure it’s taxing, but it’s also a hell of a lot of fun, really addictive. WHAT CAME FIRST FOR YOU, TRACK OR ROAD?

Road came a long time before track for me. I happened to be in Paris the day one Tour de France finished and was swept up by the atmosphere. I came back to Australia, and it wasn’t long until I joined a club and got into racing on the road. Then, some years later, I had a go at track and haven’t looked back. WHAT SHOULD THEY DO WITH DUNC GRAY VELODROME?

It would be really nice if it was moved somewhere else like Homebush (Olympic Park) where all the other infrastructure is. The place is going to ruin with very little maintenance, but it would be a real shame to see it go altogether. WHAT’S THE CRAZIEST THING YOU’VE SEEN ON THE TRACK?

We had a big crash here a few years ago, one of the international riders was here on a training stint. He went down,

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LEFT: The man behind RAW, quick witted and silver tongued Paul 'Crafty' Craft is quite something to behold when he has the microphone in hand. OPPOSITE PAGE: The RAW crew comprises some colourful characters who are into the track for the social element as much as the racing.

hard, sliding on his back and came up with a whole bunch of splinters. It was just gruesome. IF YOU HAD $500 TO SPEND IN A BIKE SHOP?

Hmmm, I don’t know, maybe some kit. Whatever’s value for money and looks alright.

BLAKE RYAN

WHY RACE TRACK ON COLD FRIDAY NIGHTS IN THE MIDDLE OF WINTER?

Right now I’m trying to get over jetlag, I’ve just come back from America so I’m trying to spin the legs out here on Keirin night. I do come here most Fridays, although I’m a little down in the points series at the moment (laughs). WHAT CAME FIRST FOR YOU, TRACK OR ROAD?

I actually started in triathlon about five years ago and made the switch to track last year. Why? I was bored of being a skinny prick and decided I wanted to look good in a t-shirt. I think it’s worked out alright! WHAT SHOULD THEY DO WITH DUNC GRAY VELODROME?

They should definitely reinvest some money, at least an upgrade so it can host World Cup events. At the moment it’s underutlised, a $16 million stadium that was once cutting edge and we’ve just neglected it for too long.

WHAT’S THE CRAZIEST THING YOU’VE SEEN ON THE TRACK?

WHAT SHOULD THEY DO WITH DUNC GRAY VELODROME?

Some of the sledging has been pretty crazy, mostly from me (laughs)! No-one’s really expecting to get sledged too much when they’re rolling around the bottom behind the motorbike. It works very well!

I’m a bit biased, but I think it should stay. A lot of riders who’ve trained here over the years have gone on to really big things. If this place was to go I don’t think track would be able to survive for a lot longer in Sydney.

IF YOU HAD $500 TO SPEND IN A BIKE SHOP?

WHAT’S THE CRAZIEST THING YOU’VE SEEN ON THE TRACK?

Does a lap dance from the mechanic count? If not, probably a new ergo, my current one is pretty dodgy.

I’ve seen quite a few mechanical failures that have blown up big time, some pretty horrific stuff, but probably riders forced up on the walls of the track.

SELINA HO

WHY RACE TRACK ON COLD FRIDAY NIGHTS IN THE MIDDLE OF WINTER?

IF YOU HAD $500 TO SPEND IN A BIKE SHOP?

To hurt myself basically! Pushing myself as hard as I can in the best atmosphere around. There are heaps of friends who give you plenty of smack talk and it really pushes you to do better.

I’d get a big collection of colourful socks. I come from a family of riders, we share a lot of stuff, and my socks eventually get worn by someone with bigger feet – they get stretched and they’re not really my socks any more!

WHAT CAME FIRST FOR YOU, TRACK OR ROAD?

They were pretty simultaneous. I started riding during the track season so my first time ever riding with a club was on the track, just some local club racing. But my first interclub race was on the road. These days it’s all about track for me.

ALEX CHUBB

WHY RACE TRACK ON COLD FRIDAY NIGHTS IN THE MIDDLE OF WINTER?

I ask myself the same question quite a bit, actually! Sometimes it’s a struggle to get out here but once I am it’s awesome fun. I love it and have been riding R.A.W. for

about 10 years now, it’s just part of my life. WHAT CAME FIRST FOR YOU, TRACK OR ROAD?

Road. When I was 18 I moved from the Central Coast to Sydney for Uni and started riding on the road. Then a few of the old guys in the club (Dulwich Hill CC) told me I’d be good on the track and it didn’t take long to be convinced. Before I knew it I was riding around in circles at Tempe. WHAT SHOULD THEY DO WITH DUNC GRAY VELODROME?

Working in the construction industry I can understand, financially, why it doesn't make sense (to keep it). But there’s so much negative talk about cycling right now – the debate between bikes and cars – the track is the perfect answer. WHAT’S THE CRAZIEST THING YOU’VE SEEN ON THE TRACK?

I’d say racing with guys like Caleb Ewan when he was just 15. He was super fast but never a good wheel to sit on because you just couldn’t follow him. He went through the tiniest of gaps. IF YOU HAD $500 TO SPEND IN A BIKE SHOP?

(laughs) I’d say some nice white socks. They don’t stay white for very long so maybe 20 pairs!

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Spin Cycle

SEPTEMBER / OCTOBER 2017

BY ANTHONY TAN

The Perfect Day A WEEK OUT FROM PARIS, SO FRUSTRATED WAS MICHAEL MATTHEWS, ALL HE COULD DO WAS HOWL AND WEEP. A 570 METRE, LARGELY UNKNOWN STRETCH OF ROAD CHANGED ALL THAT, AS ANTHONY TAN WRITES.

OBBIE MCEWEN, THE THREE-

time green jersey champion turned television commentator remarked during this year's Tour de France that winning a stage of the world’s biggest bike race is like no other: “It’s not a career-changing event; it’s a life-changing event,” I heard him say. It might sound melodramatic but it’s true. It can mean the difference between the continuation of your vocation and retirement. It can provide a much-needed salary boost, often involving a change of team. It can also act as a fillip for a change of mindset, as it was for BMC Racing’s Greg Van Avermaet when he triumphed on the 13th leg to Rodez in 2015, sparking a winning streak that continues to this day. Funnily enough, a very similar stage popped up at this year’s Grande Boucle, also finishing in Rodez. Sweet and sour was

how race director Christian Prudhomme saw the 181.5 kilometre journey from Blagnac in the country’s southwest: “Sweet to the eyes are the aerial shots of the countless little valleys that, however, are tough on the legs of the riders on solid ground. The stage will be demanding. In these conditions, the Côte Saint-Pierre will offer a splendid launchpad to a puncheur.” Until Saturday July 15, Team Sunweb rider Michael Matthews had spent most of the past fortnight feeling rather exasperated. “I’ve got good legs”; “I’ve got good speed”; “I’m climbing well” he told journalists as much as himself, as each sprint opportunity came and went. On five of those six occasions, line honours went to a seemingly irrepressible Marcel Kittel of Quick Step Floors, the other to Frenchman Arnaud Démare of FDJ, who finished hors délai

(outside the time limit) on the ninth stage to Chambéry and by consequence, was no longer in the race for green. Before the 14th stage to Rodez, the closest Matthews got was second place on Stage 3 to Longwy, an uphill finish won by Peter Sagan. The five-time points winner was controversially expelled the following day in Vittel for supposedly shutting the door on Mark Cavendish and elbowing him into the barriers—Cav left Le Tour in an ambulance. Although a fast finisher Matthews has never been a thoroughbred sprinter, and it showed. His best placing in a mass-sprint was Stage 7 in Nuits-Saint-Georges, where he ran third to Kittel and Edvald Boasson Hagen, the latter of similar ilk to he and equally frustrated at the plethora opportunities for the pure sprinters and slim pickings for those not as quick but more versatile. It meant that even though he was lying second in the battle for green, the Canberran was a cavernous 128 points behind Kittel, the hulking German who bears an uncanny resemblance to Dolph Lundgren, the actor who played Captain Ivan Drago in Rocky IV. Equivalent to two-and-a-half stage wins, if Matthews was playing Rocky Balboa, at that point, it would most definitely have been a “Yo Adrian, I think I’m gonna lose...” moment. In fact, after the tenth stage to Bergerac (yes, won by Kittel...), where he finished 13th, he let out an almighty howl, then, when he got to the

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ABOVE: Matthews launched into prominence as U23 Road Race World Champion in 2010. The race was held in Melbourne where Matthews outsprinted John Degenkolb for the title. OPPOSITE PAGE: More recently Bling stepped up to take the sprinter's jersey at the Tour de France.

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Spin Cycle

bus, his slumped torso over the bars and with his head buried, sobbed. “Today was really one of the days where we needed to nail it,” he said when he came to. “We didn’t.” What was the howl about? “I think knowing that if I want to go for (the green jersey), it’s going to be a long battle.” Can you still win green? “I think that’s something we'll have to discuss tonight – whether we keep going for it or we give it a miss, stop going for the intermediates, and just focus on stage (wins).” Nevertheless, if ever there was a stage with his name on it, Rodez was the one. Matthews still went for the intermediate sprint at Km 55.5 (beaten by Kittel – again!) but with a five-man move up the road, they weren’t going full-throttle. Team Sunweb, along with Van Avermaet’s BMC Racing team and Bahrain-Merida, outfit of Sonny Colbrelli, kept the pace in the peloton high and the gap pegged at two minutes. Entering the final 50 kilometres they continued to pile on the pressure, which saw Kittel dropped on the Category 3 Côte de Centrès, the last categorised

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“...the former world champion and current Olympic champion

climb of the day. But with the finish to Rodez, the Côte de Saint-Pierre averaging a menacing 9.6 per cent, not the last hurdle. As Thomas De Gendt, the last remaining survivor, was mopped up 12.5 kilometres out and Team Sky took control in an effort to keep the maillot jaune of Chris Froome safe, it was certain the puncheurs would indeed have their day, as Prudhomme foretold. Tour of Flanders champion Philippe Gilbert was first to strike out on the Saint-Pierre, followed by Van Avermaet... but the former world champion and current Olympic champion were no match for a superlative Matthews, who duly delivered and earned his second Tour stage victory after last year’s in Revel. “Last time we finished here two years ago, I had four broken ribs and skin off all over my body, and it was one of the stages I was really targeting before I crashed,” he said after the finish. “Now, to come back on the same finish and to win like that, it’s really a dream come true.” The relief was palpable. “It was a perfect day.”

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Out of the 3,540 kilometre parcours this year, it was a 570 metre stretch of road that changed his fortunes, and, in doing so, put him back in the hunt for le maillot vert. Despite the win, Matthews was still a not insignificant 99 points in arrears. It didn’t seem to matter anymore; a switch had been flicked, and in the House of Bling, all lights were on and shining bright. Bright, bright green, that is. From that moment, the 26-year-old from Canberra, talent-spotted by his phys-ed teacher in high school – “he had this enormous drive” – then went about the business of assiduously picking up points wherever he could, à la Sagan. By the 17th stage his confidence was snowballing, having landed another victory in Romans-surIsère and was now just 29 points behind ... Kittel, meanwhile, had fallen ill (you could say he looked a little green in the face...); a few kilometres from the start in La Mure, the drop became literal as he and his Specialized machine parted ways in a crash that would soon see him abandon. Matthews’ rise, and Kittel’s demise, appeared inexorable; inevitable. It’s something we’ll never know, only to say that it would’ve been a Rocky-Drago ding-dong all the way to Paris. But as any of the 167 finishers this year will tell you, first you’ve got to get there. For Bling Matthews, a careerchanging Tour? Absolutely. Lifechanging? Hell, yeah. “Yo Adrian, I did it!” Twitter: @anthony_tan

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WA N T M O R E

G E T T H E L AT E S T C Y C L I N G N E W S , TRAINING TIPS & MORE BETWEEN ISSUES G E T T H E F R E E B I C Y C L I N G A U S T R A L I A E N E W S L E T T E R | S I G N U P O N L I N E W W W. B I C Y C L I N G A U S T R A L I A . C O M . A U

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Pro Files | Orica Scott

SEPTEMBER / OCTOBER 2017

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BY KIERAN PENDER

The Team Behind the Team:

Orica-Scottâ&#x20AC;&#x2122;s Backroom Staff BEHIND EVERY WORLDTOUR OUTFIT IS A GROUP OF PROFESSIONALS DEDICATED TO ENSURING THAT, ON RACE DAY, THE RIDERS ARE AT THEIR BEST. KIERAN PENDER WENT BEHIND THE SCENES WITH ORICA-SCOTT TO FIND OUT MORE ABOUT THESE MEN AND WOMEN.

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RIGHT: Andy Gerrans, Osteopath speaks with communications director Taryn Kirby. OPPOSITE PAGE: Team ‘mascot’ John Trevorrow, a former threetime Australian national champion, hands out bottles during a stage.

HERE IS NO GLAMOUR.

There is little glory. But the importance of nonriding, non-coaching staff to a professional cycling team cannot be understated. While some riders and sports directors find themselves in the headlines on a daily basis, few fans would know the osteopaths, soigneurs, mechanics, chefs, doctors and bus drivers behind each World Tour team. Yet these individuals play a vital role in the success of their riders. Whether it is waking early to prepare breakfast or giving massages late into the night, support staff in professional cycling endure gruelling schedules during the season. 9-5 roles these are not. On the World Tour, most staff spend the majority of the year travelling – 200 days per year away from home is not uncommon. Emotions run high and stress can take its toll. But among the OricaScott employees interviewed for this article, there was unanimity about job satisfaction. These individuals take immense heart from knowing that, in some shape or form, their work contributes to team success as a whole. Orica-Scott’s backroom staff have also had remarkable longevity. The cycling industry is one of considerable employee turnover, yet less than half a dozen non-riding staff have left the team since its inception in 2011. That all but one of the interviewees for this article have been with Orica-Scott since the beginning is a testament to a

positive workplace atmosphere. The team’s much-envied culture is alive and well. We asked each interviewee to tell Bicycling Australia about their background, role with the team, highlight or lowlight and a tip to help our readers improve their riding.

OSTEOPATH, AUSTRALIA (4TH SEASON WITH THE TEAM)

with them on a regular basis throughout the season. Gym work, preparation work and rehabilitation where required.”

BACKGROUND

LOWLIGHT

“I studied osteopathy in Australia, and would work with various cyclists during summer holidays – Simon [Gerrans, Andy’s brother] and riders he was training with. Gradually I started picking up bits and pieces with different teams, and then in 2013 moved to Europe to join Orica-Scott.”

“There is no one moment, but any time there is a major crash with one of our guys involved, there is always a heart-sinking sensation. You hope they are okay, but there is often a period of time where you do not know what has happened.”

ANDY GERRANS

ROLE

‘My role involves injury prevention, injury treatment and injury management. In the morning I will check on each rider, maybe giving a little treatment before they leave for the stage. On the bus and at the start I will check again, often doing taping and other prevention work. Then my main role is at the end of the day: once the riders are at the hotel, I will see how they are feeling, whether they have had a crash etc, and give treatment. Away from races I live in Girona, where many of our riders are based, so I work

TIP

“What you do off the bike is as important as what you do on the bike. So train by doing other things: trail running, strength work – cross training, in other words. Cycling is a very specific movement pattern, so introducing an additional stress on the body will help you improve.”

CRAIG GEATER

MECHANIC, NEW ZEALAND (6TH SEASON) BACKGROUND

“I became a mechanic because I was a bad bike rider. Many years ago I was working with a smaller

European team when I was asked by Shayne Bannan [now OricaScott’s general manager] and Neil Stephens [sports director] to work with the Australian national team in Italy. I was only there briefly before moving to CSC, but I told Shayne that if he ever started a professional team I would come back.” ROLE

“During a race like the Tour de France we have four mechanics. In the morning we pump up tyres, load spares onto cars and put race bikes in the bus. Two mechanics stay with the truck and drive to the next hotel, while two follow the race in separate cars. “The first car will remain behind the peloton, typically supporting the team’s lead rider. The second car will be at the front with the breakaway if we are represented, or out the back with riders who have been dropped. We service any issues that arise during the race, hand-out bottles and support the sports director. After each stage, we wash all the race bikes, wipe down the spares and prepare everything for the next day.”

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“Every day is a highlight – it is just a fun team to be with. with the fastest ever average time – it has all been pretty impressive.” HIGHLIGHT

“Every day is a highlight – it is just a fun team to be with. Winning the Milan-San Remo, winning Grand Tour stages and winning the Tour de France team time trial with the fastest ever average time – it has all been pretty impressive.” TIP

“The easiest thing riders don’t do is wash their bikes. We always get asked how we keep our chains so clean. Most people ride their bike and put it in the garage. Washing it after every time you ride takes just five minutes but your bike looks brand new.”

NICKI STROBEL

CHEF, DENMARK (6TH SEASON) BACKGROUND

“I started at gourmet restaurants in Denmark. At one restaurant we received an offer to cook for a Danish cycling team. I did a few races and really liked the experience, it was a very different style of cooking. I took a contract with a team, and later [former OricaScott rider] Stuart O’Grady asked me if I wanted to come to GreenEDGE.” ROLE

“During a race I wake up and start cooking for the team around 6am. A typical breakfast would be freshly baked bread, porridge, omelette, fresh fruit and juices. I also prepare food for the riders to eat during the race. “Then – and this is the race people don’t realise is going on – I jump in the car and drive anything from 100 to 600 kilometres to a new hotel, do the shopping and start cooking. You always see the other team trucks on the road, and everyone is in a hurry. I then cook dinner for the riders – ordinarily salad as a starter, a main course with vegetables,

rice and pasta, and a small dessert. I normally finish by 10pm, and then eat myself before bed. “I am constantly trying to implement nutritional advice into my cooking – I recently finished my Bachelor’s degree in nutrition. I also help riders with their diet throughout the season. An average rider has 70 or so race days per season, so what they eat during the rest of the year is very important.” LOWLIGHT

“The moment I remember most clearly is the 2016 Giro d’Italia. When Esteban lost the pink jersey I was just heartbroken. It is such a close-knit team, I really wanted Esteban to win and when he did not I was almost in tears.” TIP

“People should be smarter about their carbohydrate intake.

I see many cyclists overeat – think about whether you need all the carbs for one ride. You can spend $10,000 on the lightest bike, but you will go faster if you shed two kilograms off your gut.”

SANDRA NI HODNAE SOIGNEUR, IRELAND (6TH SEASON) BACKGROUND

“I rode as a kid and was always very passionate about cycling. I travelled with a team for a while and did work for them, and then ended up moving between a few different teams. I worked at Garmin alongside Matthew White [now Orica-Scott’s sports director]. One day Matthew said to me, ‘we’re starting up a team – would you like to come?’ I said yes, and five or six of us moved across!”

ROLE

“There are many different jobs done by soigneurs. We pack and clean cars, making sure there are race hats, bars, gels, rain jackets, spare helmets, towels etc. One soigneur will look after the cars each day – and make sure there is enough chewing gum for the anxious sports directors! One soigneur will have a mini-pantry in their room for the riders if they need something outside of meal times – so that role is to make sure the food box is clean and ready. “We have one soigneur on laundry and sandwich duty. One soigneur is on bottle duty – arranging bottle points during the race and making sure each car has enough water. Then one soigneur is responsible for accommodation – going from hotel to hotel arranging rooms. Each soigneur also does

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GARIKOITZ ATXA

BUS DRIVER, SPAIN (6TH SEASON) BACKGROUND

“Neil Stephens lived near me in Spain, and had worked with my brother. The year before the team started Neil called, asking me to drive some of the new vehicles from Spain to Italy. I also drove a VIP tour with [owner] Gerry Ryan at the 2011 Tour de France, and from there I took a job with the team.” ROLE

“In the morning I prepare the bus for the riders, then drive to the start with the team onboard. When they leave I drive straight to the finish, and prepare for their return. I make post-race snacks: recovery shakes, rice, pasta, museli. I then drive to the hotel, clean the bus and plan for the next day.” HIGHLIGHT

massage – normally one hour per rider after each stage.”

“When Mathew Hayman won Paris-Roubaix in 2016 was the nicest moment. Hayman is a worker rather than a winner, so it was extra special.”

HIGHLIGHT

TIP

“It is hard – there are so many moments. But winning MilanSan Remo in the first year marked us as a serious team. We went against all odds and we did something amazing, winning our first Monument. That set us up for a big initial season.”

[After a long deliberation and some consideration in Spanish] “Follow Orica-Scott!”

TIP

BACKGROUND

“Hygiene is really important. Do not stay in your cycling clothes for too long – you can get all sorts of infections, which will make it hard to stay flat on your seat, which will then cause muscular and skeletal problems. Also keep up on your massages – get a rub weekly or fortnightly. If you are a serious rider and want to race or do triathlon, massage therapy will really help you to recover.”

“I once worked with Neil Stephens at a Spanish team. We had the same philosophy about cycling and we stayed in contact. I have worked with Belgian teams, Italians teams, Spanish teams, so when he offered me an opportunity to work for Orica-Scott I was eager to learn from a new cycling culture.”

MANUEL RODRIGUEZ TEAM DOCTOR, SPAIN (6TH SEASON)

CLOCKWISE FROM OPPOSITE PAGE: Garikoitz Atxa, bus driver, helps riders with their bidons before a stage Craig Geater (Mechanic) Sandra Ni Hodnae (Soigneur)

ROLE

“The team doctor role has several different elements.

We are in charge of the health and wellness of the riders. We ensure the rider is in good shape, sorting all the small details: how they eat, how they sleep, how they recover, how they are coping with stress. “I specialise in performance analysis. I monitor the efforts of the riders at each race day, and pass on that information to the sports directors so they can manage workloads. This is the most interesting aspect of my work. Finally, I stay in contact with riders when they are not at races, monitoring their health and working with their coaches. LOWLIGHT

“Fortunately we have not had too many bad moments. But during this Tour de France, one of our colleagues passed away in Colombia. She was a young physiotherapist and had huge potential.” TIP

“The bike is a tool that can improve our health, but it is important to use that tool in the right way. Sometimes riders put themselves in dangerous situations during races, that might be normal for them because they are professional, but for recreational riders it can be problematic.” “From a medical perspective, the most important thing that the bike can help with is developing our cardiovascular system. Endurance work, slower efforts, can be more beneficial than high-intensity, interval training. Cycling is a combination of both aspects, but when we see athletes doing long distances at lower intensity I am sure that they are developing their cardiovascular system in the best way.” Kieran Pender was at the Tour de France with the support of Orica-Scott.

BBBCYCLING.COM

AERODYNAMICS WITH BREATHTAKING LOOKS SEBASTIAN ADER, Fanatic road cyclist, triathlete and coffee lover

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