e56 ehtdr

Nutrition Alternative eats for alternative rides

Gravel vs. CX Duelling dirty disciplines

GR AVEL S PEC I A L

TIPS AND TALES

FROM GRAVEL RACING PROS DOGS AND SINGLETRACK: IT’S COMPLICATED Should Your Pooch Come Along for the Ride?

CONQUERING EUROPE WITH

BIKES & BEANS The Empire Built by Canadians

CHRISTIAN AND AMBER MEIER

PLUS SPRINT FASTER RIDING BETTER Over Rolling Hills GRAVEL GEAR Bikes, Wheels and Tires

SMASH YOUR FITNESS GOALS WITH PRO-LEVEL WORKOUTS

Try for free at ZWIFT.COM on Power up your training with instant access to plans designed by experts.

Join Zwift, the indoor cycling app where fun is results and Fun is Fast.

BE SOFT & FIERCE Let yourself be energized by our Fall Collection Available at your local bike shop www.peppermintcycling.com

CONTENTS VOL. 12, ISSUE 5

8

40

Before Christian Meier left pro cycling, he and his wife, Amber, set down the foundations of a few successful business ventures involving bikes and beans

Four top riders share their wisdom and stories to help you ride at your best on the rough stuff

Gravel vs. CX Is the upstart discipline muscling the muddy race format into the tape?

GRAVEL

Cargo Bike Delivery Taking steps to move more parcels by pedal-power

11

Cycling Celebrity Richard Florida on classic bikes and kit

12

Notes from the Gruppetto Will racing return, for me?

13

Canadian Club The Cyclepop Cycling Club and the good life on the bike

14

48 Hours Rising speed and flow in Elkwater, Alta.

18

Nutrition Alternative eats for alternative rides

20

Guest Chef Maghalie Rochette’s pizza with fir-tip oil

46

Canyon Grizl CF SL 8 Aimed precisely at fun rides on tough terrain

47

Cervélo Áspero-5 Getting faster on rough surfaces and through turbulent air

48

Argon 18 Dark Matter The right mix of comfort and speed ROAD

50

24

Training Tips How to ride better over rolling hills

25

Technique Getting your sprint just right

26

Maintenance Tips for road-tripping with your bike Destination

60

Pinarello Dogma F The race-winning frame’s performance goes beyond the numbers TRAIL

51

Norco Range C2 This enduro bike’s new suspension design gives you more control at speed IN DEPTH

52

6 Things You Need to Know About Shimano’s New Groupsets The latest Dura-Ace and Ultegra components have many cool features. Some lie slightly beneath the surface

54

Heaps of Hoops Wheels for gravel, road and singletrack – reviewed

TRAINING

by Augustus Farmer

34 Tips and Tales from Gravel Racing Pros Advice from Rochette, Bessette, Wallace and van den Ham

GEAR

10

FEATURES

28 From Domestique to the Leader of a Cycling Empire How an New Brunswicker and a Winnipegger took over Europe

THE SCENE

RAPID FIRE 58

Rubber for Rocky Roads Three tires for your gravel rides

Just Inland from the Turquoise Coast With quiet roads and remote trails, the Turkish Riviera is a great year-round cycling destination

by Molly Hurford

40 Dogs and Singletrack: It’s Complicated Should you be riding with your pet on mountain bike trails?

During the pandemic, there have been big boosts in pet and bike ownership. The mix of the two can be fraught with tension out in the woods

Image: John Gibson

by Melanie Chambers

4 6 7 45 64

Editor’s Letter News/Olympic Roundup Vintage Velo Gear Q&A

ON THE COVER Oskar Russwurm rides a Specialized Diverge Base Carbon (specialized.com/ca). The gravel bike is outfitted with Specialized’s FutureShock 1.5 system above the head tube. It gives the stem and bars 20 mm of travel, which makes for a more comfortable ride on gravel routes. Russwurm is wearing the Specialized RBX jersey and Atlas XC Comp shorts. Both items mix comfort and performance, and are great for long days in the saddle. The shorts feature a removable liner with Specialized’s 3D Mountain chamois.

A Specialized Propero III helmet has MIPS inside to boost rider protection. Its numerous vents help to keep Russwurm’s head cool.

Specialized Recon 1.0 shoes clip in so Russwurm can turn the pedals along kilometres of gravel.

Photo: Matt Stetson

cyclingmagazine.ca

3

EDITOR’S LETTER Editor Matthew Pioro matthew@cyclingmagazine.ca

How You Shift Through Cycling

“Throughout the past 10 years, his life has changed as well as which facets of cycling he wants to focus on.”

Riders and gear may evolve,

Senior Editors Dan Dakin, Kevin Mackinnon, Dean Campbell Associate Editor Andre Cheuk Photo Editor Matt Stetson matt.stetson@gripped.com Copy Editors Amy Stupavsky, Rebecca Tucker Art Director Warren Wheeler layout@cyclingmagazine.ca [Roseander Main, roseandermain.com] Production Artist Warren Hardy MTB Web Editor Terry McKall terry@cyclingmagazine.ca Web Editor Lily Hansen-Gillis lily@cyclingmagazine.ca Podcast Producer Adam Killick Web Developer Sean Rasmussen Digital Operations Dmitry Beniaminov

but one thing stays the same

Publisher Sam Cohen sam@gripped.com Editorial Director David Smart dave@gripped.com

olumnist Bart Egnal has been chronicling his head-

mixing it up in those short, intense

Advertising & Sales Andre Cheuk andre@gripped.com

over-handlebars love for cycling in this magazine almost since he started racing. Like many, he got into

road races, I’m so excited that local racing has been able to return, albeit

Account Managers Joel Vosburg joel@gripped.com,

cycling in adulthood. His passion, and bike collection, has

briefly. The drive of the club behind

grown. His stoke amazes me. If something catches his fancy, such as track cycling or mountain biking, he’ll just go for it. I also enjoy the way he can laugh at himself. That requires a certain amount of fearlessness.

In his latest column (p.12), Egnal looks at his relation-

the series, Midweek Cycling, and others across the country that have put on events is inspiring. At the best of times, it’s hard to put on a bike race.

I can’t say it often enough: thank the

Lorena Jones lorena@gripped.com

ship with racing, especially road racing. Throughout the past 10 years, his life has changed as well as which facets of cycling he wants to focus on. His story is common for many of us. What we ride and how we ride can change.

Still, the love for the bike remains.

Writer Jake Williams looks at the rise of gravel and its effects on cyclocross, especially for weekend warriors (p.8). Is gravel muscling out cyclocross in the hearts and minds of riders who can choose to do only so many events

organizers.

As gravel racing has grown, the bikes have evolved. It seems they’ve changed so much so quickly. Check out Cory Wallace’s cutting edge machine (p.37). It seems to be able to do almost anything. On the testing front, I was thrilled to get a chance to spend time on the Cervélo Áspero-5

each year? Williams writes well about what is great about both disciplines. I myself am facing some tough decisions in the coming months: spend a day on gravel or a good chunk of one hopping barriers, getting heckled and then heckling others. As an aside, as this issue is going to press, I know Williams has been attending the local crit series.

He’s keen on all races, it seems. While I, like Egnal, am not

(p.47). I confess, I was slightly jealous when my colleague reviewed the first iteration of that gravel racer two years ago. Also, the Argon 18 Dark Matter (p.48) is another speedy machine I took on some bumpy rides.

There’s more gravel gear in this issue, too, including wheels and tires.

Wherever you are in your evolution as a rider – whether you’ve bought your first gravel rig or you’re watching old cyclocross World Cups in summer or you’re thinking maybe, just maybe, you’ll race next year – embrace your passion and enjoy the ride.

C

Online Website cyclingmagazine.ca Podcast cyclingmagazine.ca/cycling-magazine-podcast Facebook @CyclingMag + @CanadianMTB Twitter @CanadianCycling + @CanadianMTB Instagram @CanadianCycling + @Canadian.MTB YouTube Canadian Cycling Magazine Plus download previous issues of Canadian Cycling Magazine using our mobile apps and Apple News+.

Matthew Pioro Editor

4

Canadian Cycling October & November 2021

Circulation Manager Robyn Milburn robyn@gripped.com Social Media Nikita van Dijk nikita@gripped.com SUBSCRIBE Send $20.95 (1 year) or $38.95 (2 years) to Canadian Cycling Magazine, PO Box 819 Station Main, Markham, on, Canada l p l or call:

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Canadian Cycling Magazine Tel 416.927.0774 Fax 416.927.1491 cyclingmagazine.ca Gripped Publishing Inc. 75 Harbord St., Toronto, on, Canada m s g Copyright 2021 Gripped Publishing Inc. The contents of this magazine may not be reproduced in whole or in part without the express consent of the publisher. The views included herein are those of the authors, and do not necessarily reflect the opinions of the publisher, owners and management of Canadian Cycling Magazine.

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NEWS/OLYMPIC ROUNDUP

Kelsey Mitchell

Michael Woods faces different races at the same time Throughout July, Michael Woods was always able to stay focused on the major tasks at hand – the Tour de France, the Olympic road race and the birth of his son. But while he was in Tokyo for the Games, he really faced two overlapping races. On a video call with his wife, Elly, he saw her in a full hospital gown. She said the baby was probably coming in the next 24 hours. “I was really pissed off at myself when I thought I’d miss the birth. But she managed to hold on for a few days,” he joked. He arrived in time for the birth of the couple’s second child, William “Willy” Woods.

As for the Olympic road race, Michael Woods was of two minds. “I raced as best I could. I raced really well, but to finish so close to the podium and not have a medal is disappointing,” he said. On the final major climb, Mikuni Pass, he got away from the group with Tadej Pogačar and Brandon McNulty. Woods was happy with the move at first. Like the trio that included Woods, Alejandro Valverde, Romain Bardet at the finale of the world championships in Innsbruck, Austria in 2018, Woods hoped his group in Tokyo would go to the line. Pogačar, however, went too hard. “He just nuked it,” Woods said. “He went so hard that he nuked himself. I couldn’t drive the pace because I still hadn’t recovered from the attack. That’s what enabled the rest of the field to come back.”

In late August, Woods was in Adorra preparing for the latter part of his season. He was looking toward the one-day races in Italy, such as Milano-Torino, which he won in 2019, and Il Lombardia. With his newborn at home along with his one-and-a-half-year-old daughter, Maxine, the coffee stops on his training rides were pretty short, almost as if he were always racing to get back home.

Kelsey Mitchell keeps, and covers, her head following her Olympic gold medal

Michael Woods

and her cycling discipline were getting a lot of attention. It’s the power of Olympic gold. “I love it,” she said. “People are really into it. Usually you’re talking hockey or soccer in Canada. It was cool that people were screaming at the TV or having beers or crying when I won.”

A few days after the race, Mitchell reposted a photo that someone had tagged her in on Instagram. It made her laugh. The image featured the rider herself on the track near the côte d’azur with the Canadian flag she was holding flapping in her face. When Mitchell’s teammates saw it, they said the picture was “so you.” “I’m so new to the sport. Well, not so much anymore, but I still have so much to learn, like how to hold a flag and ride with no hands,” she said with a laugh. “It summarizes my past few years, too.” The repost shows her levelheadedness and good-natured humour, as well.

After the Games, Mitchell, from Sherwood Park, Alta., was in her home province. During the two weeks following her victory, she barely rode her bike and only hit the gym once. But in late August, she was on her way to Milton, Ont., to start training once again. At the world championships in Roubaix in October, she’ll be the rider everyone – not just Canadians – will be watching.

6

Canadian Cycling October & November 2021

Photos: Simon Wilkinson

“You need to get higher up on track,” was some advice that Kelsey Mitchell received from one of the many seemingly instant track cycling experts that emerged within Canada following her gold-medal win in the sprint at the Olympics. “OK. Thank you,” was her polite but bemused response. Suddenly, after all the hard work on the boards throughout the past four years, Mitchell

VINTAGE VELO

Catharine Pendrel

Balancing motherhood, the Olympics, and then more cross country racing Around 48 hours after Catharine Pendrel completed her fourth Olympic cross country race, she was back at home with her six-month-old daughter, Dara, and husband, Keith Wilson. “Definitely a couple tears at the airport,” Pendrel said of the emotional reunion. There was a short amount of focused family time, then back to some training as the world championships in Val di Sole, Italy, approached.

Because of the forest fires in B.C. at the time, Pendrel had

Photos: Simon Wilkinson, Walter Lai, Walter Lai, Walter Lai

to head to the coast to train outside. “Resetting has been a bit harder than anticipated,” she said. “Although my highperformance push to the Olympics wasn’t as long as it was for most athletes, it definitely required a lot of logistics and dedication. I also have the ‘what’s next?’ question looming over me. But, for now, I am just trying to focus on the next two months and put in the work and recovery necessary.

After that, I can look forward to less rushing around and more family hikes.” Pendrel’s squad, Clif Pro Team, is set to close at the end of this season. Her “what’s next” for 2022 won’t feature the outfit she’s been with since 2008.

In Tokyo, Pendrel finished the race in 18th place. “Even though it was not an amazing result on paper, I think being able to compete at that level six months after having a baby inspired me on a lot more levels than winning a medal,” she said. “After the fact, you always have what-ifs and wish you could have found more, but I think I did the best I could under the circumstances. I am curious what level I could get back to with another winter to prep and with Dara being a bit older, but I am content to leave that as a curiosity.”

After worlds, Pendrel planned to continue racing into October with the OZ Trails Off-Road in Arkansas as her final event. Would there be any cyclocross afterwards? “I don’t think so. I’m looking forward to a break. I only took two weeks maternity leave,” she said with a chuckle.

—Matthew Pioro

Charles Pélissier Tire Scraper A small piece of glass or a little sharp stone – these longtime foes of cyclists will mess up a ride by slicing into a rubber tire. Early in the 20th century, the tire scraper started to appear on bikes to keep them rolling. The component is essentially a wire that brushes off flint, glass or anything sharp before it can get embedded in the rubber and cause a puncture.

“When I was an amature racing in France – in ’96, ’97, ’98 – I still saw a lot of guys using them,” say Michael Barry of Mariposa Bicycles. “Guys definitely even raced with them.” These competitive riders had to weigh some pros and cons when it came to using tire scrapers. The scraper – or tire wiper or flint catcher – has to rub against the tire to be effective. That contact will cause a bit of resistance. In a way, a contemporary racer makes similar calculations with tire choice: run a more durable tire that usually adds more rolling resistance or run a faster tire that comes with a higher puncture risk.

The Charles Pélissier tire scrapers, from the 1950s, were often used by racers.

(Pélissier was a competitive cyclist who won 16 stages of the Tour de France, eight stages in the 1930 Tour alone.) The French name for the scraper, arrache clous or “nail puller,” sounds quite heavy-duty. You attach one onto the brake’s pivot bolt at the fork crown or at the seatstay bridge. Barry also remembers another type of scraper made of small chains that would hang from the crown or seatstay bridge. He says the rigid type, like the Pélissier, worked better.

While tire scrapers have largely fallen out of fashion, Barry’s shop still carries them. They commonly get installed on touring bikes or vintage rigs. The old technology still works to keep punctures at bay.—MP

cyclingmagazine.ca

7

THE SCENE

GRAVEL VS. CX

Is the upstart discipline muscling the muddy race format into the tape?

several back-to-back weekends of cyclocross racing in the fall.

If you ask many seasoned cyclocross racers about their first experiences

by Jake Williams fter almost two years of e-racing and pandemicinspired solo challenges, mass cycling events are returning to North America. As summer turned into fall, the traditional cyclocross season looked to be in direct competition with its trendier and debatably more enthralling breed of event: the gravel race. On the surface, both offer plenty of excitement for the price of admis-

racing ’cross, they would likely have plenty to say. What feels absurd and awkward at first can transform into a full-bodied and borderline rhythmic experience. The sport’s inherent learning curve and niche placement in the world of cycling is part of the allure. Spending time developing and practising the necessary skills to succeed in ’cross can often bring us back to our first memories on a bike, weaving through trees and cutting across the local playground. There are few things that stand out more than the benign but profound eureka moment of properly remounting your bike after hurdling through homemade barriers made of pvc tubing on a damp autumn evening. A cyclo-

sion, but if it came down to a choice between one style of race or the other, how many might abandon their 33-mm tubulars?

Well before the onset of covid-19, many cyclists flirted with the idea of ditching their cyclocross and road bikes altogether, in favour of the omnipotent modern gravel bike. A decade ago, before the term gravel bike existed, people would come to the bike shop looking for a Swiss Army-knife bike. Any experienced salesperson would walk them to the modest selection of cyclocross bikes.

The sales pitch would typically brush past the Eurocentric, mud-loving specifics of cyclocross and get right to the point: “This bike is great for multi-surface riding, and has room for bigger tires.” Sound familiar? Those riders, now tired of the same paved commute, would start to expand their riding repertoire, looking for their next challenge. For many of us in 2011, that meant a handful of muddy pointto-point events in the spring, with the crescendo being

cross race course can often be so difficult it enhances the shared experience between racers. What may have started off as a detailed plan of tactics and strategy can devolve into riding around in the mud with your friends having a laugh. Add a healthy amount of heckling and a few beer hand-ups into the mix, and you’ll have racers coming back for more. ’Cross, however, isn’t the only show in town. Those longer mass-start events have gained momentum and are no longer just an early season tune-up for road racers. In fact, gravel racing as it is known today has been a staple for competitive and recreational cyclists alike for many years. That salesperson who used to sell a few cyclocross bikes for their versatility has spent the past 18 months inundated with customers looking for gravel bikes.

For starters, you are likely to spend more than a meagre 45 minutes, or the length of a cyclocross race, on your bike. Before gravel bikes – with their widerthan-’cross tires and stable handling – were the default choice for racers, you would see everything from full-suspension mountain bikes to road bikes on the start line of gravel races. And truthfully, calling these full days of riding bikes “gravel races” is a disservice to most of these events. The reality is the event is whatever each participant makes of it, and that is a huge part of their charm.

A

8

Canadian Cycling October & November 2021

Barry-Roubaix is one of those events, and just happens to be the largest of its kind in North America.

Every year more than 3,800 cyclists take over the small town of Hastings, Mich., for this one-day event. At the start corral, the excitement is silenced when the town’s mayor welcomes everyone over loudspeakers. Riders are asked to remove their helmets before the Star-Spangled Banner plays. It feels like a town holiday. There’s a fire truck on display and a vendor area complete with a stage.

The day’s food trucks set up for a busy after-party. The gun fires to signify the start. Whether you’re fighting for position in a fog of dust and dirt at the front or rolling out for a scenic day on the bike, a successful gravel event will leave you and every other participant with a sense of accomplishment.

It’s hard to believe that the hardcore cyclocrossers might give up their annual tradition of gluing tubulars anytime soon. The Type 2 blast of serotonin that kicks in

“Spending time developing and practising the necessary skills to succeed in ’cross can often bring us back to our first memories on a bike, weaving through trees and cutting across the local playground.”

while sprinting for the hole shot or closing the gap to your nearest rival going tape to tape is hard to beat. Those with less interest in tasting blood or finding a new max heart rate will likely opt instead for their local gravel race on competing weekends. Meanwhile, ’crossers will secretly

Photos: Matt Stetson

save up for their new gravel bikes in hopes they’ll get the chance to see what they’re missing.

cyclingmagazine.ca

9

THE SCENE

“The savings for a cargobike company are not just seen in gas, parking or tickets, but also in time and speed.”

CARGO BIKE DELIVERY

that are getting into the cargo-bike marketplace – there

ould your next Amazon delivery be by cargo bike? Two Toronto entre-

are a lot of options to choose from.”

Waissbluth and Gaganiaras also realized that cargo bikes, especially e-cargo bikes, can haul quite a bit. On a full charge, an e-cargo bike can assist a rider with moving 200 to 300 lb. for four hours. Cost-wise, cargo bikes can

preneurs think so. In 2020, Ivan Waissbluth and Nick Gaganiaras started nrbi (as in “nearby”) a cargo-bike delivery service and hope others will follow their lead. In Toronto, there‘s already a pilot project with FedEx – the delivery company with vans, trucks and airplanes – involving a handful of cargo bikes bringing packages to certain neighbourhoods. nrbi, however, is dedicated to deliver only via bike.

Home deliveries are up – from 50 per cent to close to 110 per cent depending on the market – since the pandemic began. The sight of white vans delivering food or goods has become ubiquitous in most cities and towns, and even rural spaces

still be expensive, but not necessarily prohibitive for a company that may otherwise rely on an expensive, gasguzzling van.

What makes nrbi and other new cargo bike companies – such as PenguinPickUp2U, which hit the streets of Toronto in August – different from, say, FedEx’s pilot project, is that for FedEx, it’s a bolt-on type strategy. That company is adding a fleet of bicycles to an already large fleet of trucks and vans.

in Canada. For Gaganiaras and Waissbluth, the conversation about using cargo bikes instead of trucks began in 2020, when Waissbluth, ceo of Bespoke Butcher, wondered if the company needed two vans for deliveries of its products. Since restaurants were closed, there weren’t many wholesale accounts. The majority of the company’s deliveries were from store-to-store. With the high cost of insurance, parking and having a driver on standby, Waissbluth decided, like so many others during the pandemic, to pivot and rethink. Bespoke had time to examine new options, which led to the idea of using cargo bikes.

Delivery by cargo bike has existed in many European cities for years; it’s quite common to see goods delivered in this way in Amsterdam, Copenhagen, Berlin or Paris. When many cities in Canada, including Toronto, rapidly expanded their dedicated cycle tracks as a result of the pandemic, Waissbluth and Gaganiaras knew it might be the time to try the cargo bike concept in their city. In 2020, Toronto expanded its bike paths by 40 km, including main arteries across the city. While much of the infrastructure was temporary, it signalled the growing importance of transportation beyond motorized vehicles.

“There are a number of factors that have come into play that are allowing us to do this properly now,” Waissbluth explains. “City mindsets, the importance of

The savings for a cargo-bike company are not just seen in gas, parking or tickets, but also in time and speed. A U.K. study found that vans average 4 to 8 km/h, while cargo bikes are up around 9 to 12 km/h. As well, there is the question of space. A truck must find a parking spot – legal or otherwise. In a busy city, there’s a high probability that the truck could block a bike lane or sidewalk, or even take up a narrow alleyway behind a building, blocking cars, bikes and people. With a cargo bike, the footprint is small.

Of course, a cloud lurks over companies such as nrbi, FedEx and all bike delivery services in general. That cloud carries the snow of winter. Apart from Vancouver, most Canadian cities face weather that’s challenging for riders for at least five months of the year. Still, with the advent of better winter clothes, robust cargo bikes and cities that are beginning to see the value of all-year bike riding, cargo bikes delivering presents might become as common as Santa’s sleigh come Christmastime.

Taking steps to move more parcels by pedal-power

by Matt Hansen

C

10

bike paths, infrastructure, as well as bike manufacturers

Canadian Cycling October & November 2021

Richard Florida

author. “I love thinking and writing, but in many ways,

with, over our shared love of riding.”

I have a special fondness for guitars and biking. Those hobbies hold a special place in my heart that is different

“This will sound dumb, but I’m also attracted to the esthetic of cycling,”

from my vocation.”

At the age of 12, Florida added a few more gears to his

he adds. “There is something about riding on a road or on gravel with a

The thinker behind the

two-wheel hobby. He can’t recall how he afforded it, but he saved up and bought a 10-speed Paris Sport. In his

Thermos of hot coffee on a cold day.

Vintage bikes are so beautiful and

‘creative class’ on classic bikes and kit

college years, like many, Florida added extra pounds that

I love vintage cycling clothing like

he never shed. By his late 30s, he weighed 235 lb. He was living and teaching at Carnegie Mellon University’s Heinz

merino wool jerseys.”

When the weather is not conducive

College in Pittsburgh when he decided to get active and make a lifestyle change. “I asked myself, what do I like

to cycling outdoors, even with a wool jersey, Florida enjoys Power Zone

by David McPherson

to do? The answer was obvious. I like to cycle,” he says.

Florida bought a rigid Cannondale mountain bike and

rides on his Peloton. Thanks to this gift from his wife, he has made some

G

Arlington, N.J. – Richard Florida

reconnected with his childhood passion.

These days, Florida lives in Toronto’s tony Rosedale

new friends and discovered a whole new community of bike enthusiasts.

felt freedom every time he climbed on his bike. When he wasn’t learning

neighbourhood and teaches at the University of Toronto’s Rotman School of Management. While he has come a long

“I don’t think I’ll ever stop cycling as long as I’m able,” Florida concludes.

Alvin Lee and Eric Clapton solos on his Gibson ES-345, a teenage Florida

way from his working-class upbringing in the New Jersey

“I look at these graphs that say your

suburbs, cycling is still his favourite form of exercise. He enjoys rides away from the city’s main streets as he finds

performance decays with age, but in cycling it often doesn’t. I cycle with

them too risky. “The last time I rode my Raleigh was three

guys in their 70s who are monsters

years ago,” he recalls. “I hit a streetcar track and bruised my elbow and shoulder.”

on the bike.”

rowing up in a U.S. suburb – North

felt the need for speed. When he was younger, his first two-wheeler was a gold 5-speed Schwinn Sting-Ray Fastback. His brother had a matching model in blue. The siblings rode everywhere together.

Roughly 50 years later, Florida’s

Florida loves to ride the ravine trails along the Don River. On weekends, he often meets fellow cyclists and

childhood pursuits define him. Deep

heads to the Leslie Street Spit, riding a commuter he transformed into a gravel bike by adding wider tires. He

within his soul, these two passions still bring him the most joy. “You love your hobbies,” says the renowned urban studies pundit, professor and

loves the feeling of the road, and going fast, along with the cycling community. “It keeps me young,” he says. “But what I really love about cycling are the people. Some of my closest friends in my adult life I’ve met through, or bonded

FAST FACTS Richard Florida Profession Professor, author, journalist.

Florida specializes in urban studies. Most recent book: The New Urban Crisis Hometown North Arlington, N.J Resides Toronto

CYCLING CELEBRITY

Bikes Cervélo R series, Seven Axiom, All-City Space Horse set up for gravel, Raleigh Tourist DL-1

Photo: Ruby Photo Studio

THE SCENE

Born Nov. 26, 1957

cyclingmagazine.ca

11

Will Racing Return, For Me? The challenge can be finding the right challenge

In the years that followed, I got super fit and lean, stood on podiums and eventually won a race. I started working with a coach and fell in love with the feeling of going all out in the bunch. There was nothing better than the soft pedal after the sprint where you’d pushed your heart rate to 192 b.p.m. Like anyone who gets into a new sport, I was hooked by the rapid progression that came with riding more and more.

After five or six years though, some facets of bike racing began to lose their lustre. To compete, I began to have to be more focused in my training, turning down group rides

“Like anyone who gets into a new sport, I was hooked by the rapid progression that came with riding more and more.” in favour of structured training. I put more pressure on

NOTES FROM THE GRUPPETTO

by Bart Egnal

T

his year marks a full decade of my life as a cyclist. I found the sport late in life. My wife and I moved to Vancouver where we made the fateful decision to become friends with two lovely, weird people who shaved their legs, did long rides and spent time evening out tan lines. How quaint those times were.

I remember going into the bike shop and being shocked, yes shocked that the cheapest bike I could buy was $1,900. I was happy to buy the entry-level shoes.

And bib shorts? Who in God’s name would wear those?

Only a year or two later, I was a changed man. Racing crits, riding deep-rim carbon wheels and writing for this magazine – I had gone all in for bike racing.

12

Canadian Cycling October & November 2021

the same but felt more acute. Adding to all of this, I went from zero kids to three. Not only did I want and need to be present with the kids, but when I rode, I had less sleep, less energy and no time to recover after. The thought of spending a full day for a road race became less compelling.

When covid hit and racing shut down, it was cause for reflection on what cycling was for me. I realized I still loved riding my bike – a lot. I still loved training and have continued to work with my coach to improve my fitness. I still pushed myself to achieve things on the bike, focusing on long-distance events or challenges like halfEveresting. I still love tough one-day gravel events where the vibes are great. I still love the camaraderie and feeling of sitting in the draft in a group ride, doing 45 km/h without pedalling.

But I didn’t miss the pressure of lining up for a crit. I didn’t miss the need to reach peak fitness just so I could compete. I didn’t miss racing in the rain because I’d driven to the event and that was what I had to do. I didn’t miss getting dropped five minutes into a crit and getting pulled from the course, as I was at BC Superweek. I didn’t miss the feeling that I’d missed a move that went away and that I could have gone with.

In short, I still love riding my bike and pushing my limits. I don’t know if I still love racing. There’s a lot of talk about “back to normal” as events restart. But there’s also talk that we should evaluate what in our life we want to keep and what we want to change. Cycling has become an even greater part of my life these past two years.

But racing’s absence has not been missed. When the pandemic (I hope) recedes, I don’t know if I’ll pin a number on at a road race again. I am starting to think that might be a good thing for me.

Image: Russ Tudor

THE SCENE

myself to perform instead of expecting nothing and being thrilled with results. The risk of crashing may have stayed

THE SCENE

CANADIAN CLUB

PROFILE Cyclepop Cycling Club

Cyclepop Cycling Club Experiencing the good life on the bike

by Annie Gélinas

Photo: Courtesy Cycle Pop

“N

o cyclists left behind,” is not just a fluffy message for the members of Montreal-based Cyclepop.

Ensuring riders of all abilities feel included is one of their core values. The road cycling club prides itself in giving new and existing members alike the tools they need to enjoy the cycling season to the fullest, both on and off the bike.

Newcomers go through an extensive mandatory training program, which ensures everyone taking part in the club’s rides is able to follow. Lessons cover everything from riding in a peloton to changing a tire, with a healthy mix of theory and practical learning. “We make sure we all speak the same language before hitting the road together,” says Flavie Côté, member of Cyclepop’s volunteer committee. But making everyone feel part of the club doesn’t just happen on the road. The organization has a strong social side, and its very own clubhouse for gatherings before and after rides (public health guidelines allowing). “Our membership is capped at 300 each year, so we all know each other’s names,” Côté says.

Location Montreal

It’s not hard to pinpoint where the Cyclepop social component comes from. Founder Robert Voyer is described as an epicure who started the club 17 years ago after crossing North America from San Francisco to Montreal on his bike. One bike shop and spinning studio later, Voyer wanted to create something that would roll all of his passions – cycling, good food and good company – into one. Cyclepop was born. The

Established 2004 Members 300 Online club.cyclepop.ca

“Events can include a ride out to a spa and fine bistro food.”

club quickly grew from its 10 original members to the 300 of today.

Members explore the island of Montreal and both its shores through two to three weekday rides. While evening events are shorter rides, there are also longer monthly outings combining both performance and fun. These events can include a ride out to a remote spa facility for a long soak and fine bistro food.

“We’re not a racing club, but we’re not a touring club either,” points out Voyer.

Cyclists ride in a peloton. Members are split into smaller groups to accommodate various speeds, starting at 26 km/h. Distances are adapted to the slowest group in order to keep the same fuelling stations and offer riders an opportunity to meet up, have socially distanced chats and finish the rides together.

The club is also very proud of its members’ progression. Some start off the season not knowing how to ride clipped in and end it by taking part in the epic Montreal-to-Quebec event, covering more than 280 km in one day. While the traditional end-of-season ride hasn’t happened since 2019 due to covid, Cyclepop is looking forward to bringing this staple back on the menu. Despite not operating at all in 2020, the club reached its yearly 300 members quota early on in 2021, with more than 80 cyclists showing up for the first official outing in May. Says Voyer, “Clearly, our team spirit is still very much alive.” cyclingmagazine.ca

13

Rising Speed and Flow in Elkwater Get to the new trails to the south of Medicine Hat before things really start to take off

R

ipping down the newly minted, machine-groomed trail in Cypress Hills

Provincial Park, I was struck by how fantastic this new route is. It offers fast flowy riding, with big berms and a selection of jumps – 100 per cent fun sustained the whole way to the bottom. It is also a sign of what’s in store for the region.

Like most Calgarians and Canmorites, I first heard rumours of the excellent mountain biking in the Medicine Hat area several years ago. Living in the Canadian Rockies, it took a period of time and a poor local weather forecast before I made the almost four-hour drive southeast to check out the riding near Canada’s sunniest city. About 65 km south from Medicine Hat, the small community of Elkwater, at a higher elevation, can offer a refuge from heat and sun to the north in midsummer. Matt Los, a strong local rider, says, “It’s cool to have a completely different riding experience just 40 minutes away from Medicine Hat. We have the best of both worlds with the dry, badlands riding style of Redcliff near Medicine Hat to the lodgepole pine forest with rooty trails in Elkwater.”

My initial trips to Elkwater were fun but left me wanting more. Still, I continued to return at least once a year. During my most recent outing, though, things were quite different, largely thanks to the work by the 670 Collective Mountain Bike Club. “The bulk of this whole trail network couldn’t have happened without the hard efforts of all the volunteers involved over the years,” says local rider Aron Adrian. “There are countless trail fairies who put their own rides on hold to fix trails or move and saw trees for

story and photos by Tim Banfield

everyone else’s enjoyment.”

THE SCENE

Old Baldy Trail

14

48 HOURS

Canadian Cycling October & November 2021

“This MTB community is on the cusp of exploding with the current trail development going on.”

Canadiana Trail

This year, you can experience trails by the 670 Collective that have been kicked up a notch, the result of a partnership between the club and Alberta Environment and Parks. It started last year and included $400,000 in funding.

More than 14 km of new trails are being developed. The latest are at the local ski hill, Hidden Valley Resort. “Until this year, a cross country hardtail with skinny tires was the best bike choice for riding in the region,” says Tyler Wilkes, one of the trail developers. “After this year, the right bike will be a big-wheeled enduro smasher. The new trail development at Hidden Valley is going to add a gravity-oriented, DH/enduro experience to supplement the already great trail riding.” The trail developers are Lifetime Outdoor Inc. and Starr Trail Solutions with Wilkes’s company, McElhanney, doing the design and project oversight.

“The riding community in Elkwater and the Medicine Hat area is unique compared with other western riding communities,” Wilkes says. “It’s young

and growing. I would say mountain bike culture hasn’t gone quite as mainstream in the area yet as it has in most of B.C. or other developed mountain bike towns. For the fraction of the overall community that does mountain bike, it is extremely passionate, dedicated to the cause and incredibly welcoming. The 670 Collective is an amazing group of volunteers who have helped push the trail development that is going on now. I think this mtb community is on the cusp of exploding with the current trail development going on.”

If you have two days to spend in Elkwater, start the first day off at 12–34 Café and Pub for coffee. Then, head over to the visitor centre parking lot to start the day out on an cyclingmagazine.ca

15

Cougar Ridge and Old Baldy

iconic singletrack loop. A grand singletrack ride that will give you a sampling of some of the classic cross country trails is the roughly 13.5-km with 360-m gain loop of Old Baldy Trail to Horseshoe Canyon Trail to Plateau Trail, over to Mystery Trail, and then Lower Mystery Trail to the start of the downhill-only, black-diamond Last Grizzly. As you climb Horseshoe Canyon, you’ll have views of the prairie 600 m below. On Last Grizzly, you’ll enjoy the fun, tight turns on the way down. If you’re not riding black-diamond trails yet, then hit Mazama Drop for its descent. Mazama is named after a volcano in Oregon that deposited a blanket of ash in the area when it erupted 7,700 years ago. The 670 Collective found that ash beneath the surface as they built the trail.

Another shorter and easier loop option is the approximately 5.7-km-long and 200-m-gain ride connecting the recently developed, machine-built trails of Cougar Ridge, Badger Grind, Firerock and Old Baldy. This shorter loop will

Canadiana Trail

16

Canadian Cycling October & November 2021

Calgary Medicine Hat

Regina Elkwater

The Tragically Steep Trail

Details provide smooth riding and great views of the surrounding area from the top of Old Baldy. The ride down to the camp-

How to get there Elkwater is a 45-minute drive southeast of Medicine Hat. Take the Trans-Canada

ground is quick and fun, with numerous bermed turns.

At the end of the day, if you still have some energy, swing by the pump track located at the visitor centre parking lot or head straight to the Camp Cookhouse nearby to try the delicious Italian burger and sample a Medicine Hat-brewed craft beer, Travois, that donates 25 cents from every sale at the Cookhouse to the 670 Collective. Jacques LeBlanc, one of the founders of Travois, was the club’s first president.

Highway east and then turn south on Highway 41. Elkwater is less than a fourhour drive from Calgary and a six-hour drive from Edmonton. If four to six hours of driving sounds like too much, break up the trip by stopping an hour earlier to ride at Redcliff, a desert-riding location to the northwest of Medicine Hat.

During the second day at Elkwater, focus on the recently sanctioned downhill trails at the Hidden Valley Ski Resort.

Keep in mind that the trails may be located on the ski hill, but they are not being developed by the resort itself, so there is no lift access. The pedal up is relatively quick from the visitor centre. There are green, blue and black flow lines, two to three black tech lines and a black jump line. The blue flow line, recently named Canadiana, offers smooth riding, high berms and intermediate-level jumps.

The trail is perfect for those just starting to ride these types of trails.

Elkwater, particularly the new ski hill trail network, is a superb option for your next bike trip. Cypress Hills Provincial Park offers a large selection of family-friendly riding, singletrack cross country trails and roughly six new downhill trails. Also, make sure to pick up a membership to the 670 Collective. The group has done so much for the trails, so do help it out after you take in the great riding.

Where to stay The Elkwater Lake Lodge and Resort (elkwaterlakelodge.com) is the place for hotel-like accommodation. One of the best features of Elkwater is the camping.

Seven campgrounds offer a large selection of sites that are connected to the trail network. You do not have to start your vehicle in Elkwater to reach the trails. Do check out the provincial website (albertaparks.ca) to find available camping before arriving.

Where to eat Since Elkwater is a small community, it has only a few places to grab a bite.

Fortunately, the highly rated Camp Cookhouse (campcookhouseandgeneral store.com) is located near the main parking area for riders. The convenience is amazing: after a ride, rack up the bikes and head over to the patio.

For coffee, wraps, paninis and pizza, you can go to 12–34 Café and Pub (12-34cafeandpub.com). Located next door is the Elkwater Fuel Stop, where you can get groceries, especially ice cream, and a small selection of camping gear.

Where to shop For everything biking related check out Gravity Sports (gravity-sports. business.site) and CyclePath (cyclepathmedhat.ca) in Medicine Hat before arriving in Elkwater. Both are great shops with a large selection of bikes, parts and gear. cyclingmagazine.ca

17

THE SCENE

NUTRITION

Alternative Eats for Alternative Rides Your fuel can be as adventurous and fun as your routes

to replace those lost through sweat,” Docherty says.

Stroopwafels, Pop-Tarts and various candy bars (factor in “meltability,” though) fill the pockets and bellies of alternative eaters.

Homemade cookies or rice cakes are

“Candy can work as long as you get electrolytes elsewhere.”

popular choices, too. Docherty has some dietitian-approved suggestions to try. “You could bring potatoes with salt, a sandwich, wrap or bagel with peanut butter and honey or jam, or maybe even switch things up and use pancakes or waffles instead of bread for your sandwich.”

When it comes to replacing sports nutrition products more directly, Docherty suggested making energy

fter a dnf at a 160-km mountain bike race, Reg Peer changed up what

syrup, nut butter and dried fruit.

Consider lower-fibre baby-food pouches or applesauce tubes as a swap for gels. In place of chews, dried fruit provides concentrated calories and some potassium –

he ate on long rides. “The combination of heat stroke, a broken hand and improper nutrition left me sad, sitting in a lawn chair at 3 a.m., wondering who I was and how I got there,” the rider from Sault Ste. Marie, Ont., says. After dropping out of the self-supported race with 30 km left, Peer found the experience prompted him to open his mind – and stomach. “Throughout the race, locals set up feed zones with bacon, steamed potatoes, doughnuts, jerky, chips, pickle juice, ham-and-cheese sandwiches, and waffles with peanut butter and Nutella,” Peer says. “The following year, I went back and changed up my nutrition. I tucked a chicken burrito into my jersey pocket, had some teriyaki beef

just don’t overdo it (because fibre). Candy can work as long as you get electrolytes elsewhere. “You can eat jujubes or gummy bears, but since you may not get electrolytes, get those from other sources such as pretzels or crackers,” Docherty says.

Some athletes’ dedication to gels, chews and bars comes down to portability. If that’s your only barrier, consider making alternative fuel more convenient by pre-cutting it into bite-size pieces. Or, give yourself permission to do

jerky, a sleeve of Oreos, a few Snickers and even a can of beer.” He finished the race and hasn’t stopped fuelling alternatively since. “Now when I go out for a long ride, I take pretty much whatever is in the fridge.”

For cyclists expanding the types of riding they do, including fastest known time attempts, bikepacking trips, rail-trail adventures and the like, there’s no better time to branch out in the fuel department. Here are some reasons – and ideas – that will have you stuffing your jersey pockets with different foods.

According to Andrea Docherty, registered dietitian and sports nutritionist in Windsor, Ont., engineered nutrition products aren’t inherently better than “regular” food. “They both have pros and cons, but one isn’t necessarily superior,” she says. The important thing is to have a nutrition strategy.

“When you ride longer than 60 to 90 minutes, make sure you’re taking in some fuel and bringing a water bottle,” Docherty says. “Consume carbohydrates to maintain your glycogen and blood sugar. On even longer rides, make sure you’re eating some protein and fat to sustain you longer and to fight hunger.”

She recommends 30 to 60 g of carbohydrates hourly, increasing that if you ride all day. Make sure to drink intentionally, too. “On long rides, have a hydration mix or sports drink, maybe homemade, that contains some electrolytes

what sometimes feels unthinkable. “You probably won’t want to, but you’ll be able to keep going farther if you take a little time to stop and fuel your body properly,” Docherty says. Again, your nutrition approach needn’t be all or nothing. Sports foods can fill a gap when you’re tired of eating or drinking.

Reg Peer’s fridge-raiding approach to ride grub not only fuels his rides, but those of others. Peer is the co-founder of Red Pine Tours, which helps people discover the riding in the Sault Ste. Marie area. Normal food features in his tours and does more than top up cyclists’ reserves. The fuel actually helps to make cycling more accessible. “The cycling world can be intimidating. We want to try to break that stigma with a fun time out in the saddle,” Peer says.

“We think there’s no better way to do that than stopping for a coffee made with locally roasted beans or hand-cut fries and a hotdog.” If that outlook is not reason enough for a butter-tart break on your next ride, what is?

by Cheryl MacLachlan

A

18

Canadian Cycling October & November 2021

Photo: Matt Stetson

bars using oats, honey or maple

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THE SCENE

Pizza with Fir-Tip Oil

by Tara Nolan

W

hen Maghalie Rochette is packing for a race, one of the most important items she brings is not cycling-related. It’s her Gozney Roccbox portable

pizza oven.

After the uncertainty of 2020 affected the structure of her training, Rochette used the summer of 2021 to train hard – competing (and winning) in provincial road, gravel and mountain bike races. By the beginning of August, Rochette was the Canada Cup leader. After taking a break from World Cups for a couple of years, Rochette says bringing her own chill energy to mountain bike races helped her get back into cross country. “I do well when I’m having fun, and I couldn’t bear the seriousness and heaviness of the vibe around some of these events,” she said.

The pizza oven is part of Rochette’s “make it fun” mindset. “At the local mtb races around here, or at the CX races, you see a lot of people camping at the event and it is so fun,” she said. Rochette believes you can make pizza and have a nice time with people the night before a race and still perform at your best.

“I realize now that the vibe I put myself in is totally up to me. I’ve been going back to mountain biking with a happier vibe and having fun,” Rochette said.

Rochette loves the endless topping possibilities you can put on a pizza. She credits husband David Gagnon with being the king of dough. She likes to keep it simple, yet creative, often scrounging in the fridge to use up leftovers, such as pulled pork to which she’ll add peaches, a nice cheese and a drizzle of honey from their hives.

With the motivation that came from a successful summer season, Rochette looked to cyclocross, which is always her main focus. “Now, it looks like the race season will happen,” she said. “It’s much nicer lining up with the confidence that I’ve done everything in my power to be prepared at my best.”

The pizza oven will come, too. “I love the process of making pizza. I think it’s a very convivial way of eating.”

20

Canadian Cycling October & November 2021

Photos: Maghalie Rochette, Pété Photographie

Maghalie Rochette’s

GUEST CHEF

Makes two small pizzas Ingredients For the dough 1 cup lukewarm water 1 tbsp of olive oil 1 tbsp honey 3.5 g of instant rise yeast

“You can make pizza and have a nice time with people the night before a race and still perform at your best.”

Directions 1. Combine water, honey and oil in a bowl. Sprinkle yeast on top. Let it sit

7. Preheat your oven. If it’s a portable pizza oven like Rochette’s, it will get up to 900 F. Heat a conventional

1 1/2 cup flour 1 tsp salt

until the mixture becomes foamy.

2. In another large bowl, mix the flour

oven to 500 F. 8. Coat the back side of a cookie sheet with flour. Put the

Toppings fir-tip oil (See note below.)

and salt.

3. Once the wet mixture is ready, pour

rolled out dough on it. The cookie sheet will help you transfer the pizza to the oven.

garlic, chopped roasted mushrooms

it over the flour mixture.

4. Knead the dough with your hands

9. Drizzle fir-tip oil on the dough. Top with garlic, mushrooms and cheese.

mozzarella cheese

for five minutes. You will prob-

10. If you have a hot pizza oven, cook the pizza for 60 to 90

salt fir tips

ably need to add a little more flour, but add it a little bit at a time. It is

seconds. In a traditional oven, cook for roughly 15 minutes.

11. Garnish with fir tips. Add salt to taste.

normal if the dough is sticky, but if it is so sticky you can’t manipulate

Making fir-tip oil

it, add more flour.

While pizza makes for a warm treat at fall cyclocross races,

(about half a packet)

Nutritional Information For one slice Calories 95 Carbs 14 g Saturated Fat 0.7 g Fibre 0.6 g

5. Cover the dough with a cloth or tin foil. Let it rise for at least an hour.

the fir tips need to be harvested in the spring, when the bright green tips are growing on fir trees. Pick two to three cups of

6. Once the dough has doubled in size, sprinkle some flour on the counter,

young fir tips, and then rinse them with water. Add the tips to a jar containing a litre of olive oil. Let stand for two weeks. Then,

grab a handful of dough and roll out to form a small pizza. You can use

strain the fir tips and keep the oil. Also make sure to collect extra tips to garnish your pizzas.

your hands or a rolling pin. Add flour Protein 2.9 g

if needed.

Distributeur exclusif / Exclusive distributor:

Et autres produits / And other products

damourbicycle.com

cyclingmagazine.ca

21

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TA KE A DEE P DI VE IN T O TH E S CI ENC E OF S PE ED AT ROA D. SH I MA NO .C OM

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TRAINING

TRAINING TIPS

How to Ride Better Over Rolling Hills Workouts and tactics for undulating terrain

by Ryan Atkins

C

ycling has many long, glorified, epic climbs. Usually the major selections in

all the Grand Tours happen on climbs that are 10 to more than 30 minutes in length. Of course, those epic climbs are great, but most of us don’t live in areas

where we can train on these types of inclines. Instead, we have undulating terrain. Sometimes rolling terrain can be the hardest to race and to train for.

Here are some tips to train for rollers.

The physiological requirements of riding and racing on rolling hills not only come down to having a good threshold power, but the ability to go way over that requirement and then recover quickly for another effort. In order to train this skill, you can do intervals that require you to go into your VO2 max power and then take short recoveries. Try to match your expected length of roller climb with the intervals that you do. So, if you expect climbs to be 45-seconds long, go hard for 45 seconds and then recover for 15 to 30 seconds, before repeating. You can progress your intervals by changing your rest from full recovery to riding tempo or soft pedalling for recovery. You can also decrease the rest length or increase your power while attacking those climbs. The beauty of training in this manner is that you will get better at many other types of cycling, like mountain biking or pulling through in a rotating echelon (think team time trial).

Using Tabata structured intervals can be great for training for rollers. These are intervals done 20 seconds on, 10 seconds off, eight times. The “on” is at 170 per cent of threshold power. You can do up to three sets of these, but they will be very, very hard. If you do them properly, it is very normal to be unable to

“These intervals will teach you to operate with lots of lactate in your system and to recover fast.”

24

Canadian Cycling October & November 2021

complete this workout. These intervals will teach you to operate with lots of lactate in your system and to recover fast. This adaptation is exactly what you want when you hit a short climb and you only have a few seconds to recover on the descent.

Another factor to think of is equipment. When you go over rolling terrain, you have a high average speed. With your gear, you should look for aero gains – instead of going for lightweight equipment – which will have greater payoffs in terms of speed.

Tactics can help a lot here, too. Ride smart and stay off the front the first few hills. This strategy can save you for later on when the field starts getting ripped apart. Also, you can easily roll up in a group on the descent and drift back on the climb to make things easier on yourself if you find you are at your limit.

Another tactic is to really tuck on the descents and even the flat parts of road, when your speed is highest. Once your speed drops below 30 km/h, sit up a bit to open your lungs and produce the power required.

Rollers are a huge part of cycling. Training for them can have great payoffs for your races or group rides.

Getting your Sprint Just Right you can muster

by Andrew Randell

Y

ou’ve almost finished an epic

gravel event. You’ve endured a long slog, made it through a bunch of

TRAINING

Close out a gravel, mtb or road race with the best push

“If there is a final turn at 150 m to go, you’ll want to throw all caution to the wind.”

TECHNIQUE

technical sections, over some steep climbs and held everything together nicely. You’re about to come to the finish line with several other riders.

You want to get the best result you can. Now what? It’s time to unleash your awesome sprint.

Sprinting is one of the most tech-

Photo: Sean Cochran

nical and complicated parts of an event. A lot of factors come into play as you calculate how to unleash your sprinting awesomeness toward the finish line.

How the wind is blowing – its direction and force – and how you can use it to maximize the draft as the sprint ramps up are probably the most important considerations. In any sprint, the ideal situation is in the draft of the riders in front. You want to use that advantage, accelerating up and into the draft to speed up and launch your final punch

longer the race is, the more the sprint dynamic changes. Many riders who are

to the line.

Determining how long that final punch can be is probably the next factor to consider. Many riders launch their sprints too early and then fade. In a tailwind, you can go longer. In a headwind, you’ll want to wait as long as you can before sprinting.

The course can also affect this final punch. Will there be a run-in long enough to get around a rider in front of you? Many courses are tight into the finish. If there is a final turn at 150 m to go, you’ll want to throw all caution to the wind (pun intended) and make sure that you’re the first rider out of that final corner. Drafting won’t matter when you get a gap thanks to your great cornering skills. That space will help you to hold off all challengers.

In our opening scenario, you’re at the end of an epic gravel day. The type of race – distance, terrain and difficulty – will have a definite effect on the sprint. The

very punchy as sprinters will find that their abilities are blunted in a longer event. A longer race is almost an equalizer to give everyone a better chance.

Sometimes these sprints, with all the riders tired and slogging to the line, turn into real drag races where tactics go out the window. You just put your head down and go.

One thing to consider as well when we talk about gravel events, or mountain bike races for that matter, is what sort of surface you are finishing on.

The smoother and more stable the surface, the more important the planning around wind, drafting and the length of the sprint. But if the surface is loose, rough and slippery, your ability to even get in the draft may be limited. Then you may find that getting traction to launch a full-on assault will be a challenge.

In this scenario, you get back into the drag-race situation – head down and go.

Sprinting can make the finish of an event lots of fun. You often end up going head to head with people you have spent the day riding with. Your collaboration goes out the window as you all try to get the best result. Don’t lose your head though. Think about all the factors that matter: wind, draft, length of your sprint and even the surface you are finishing on. Make your calculations, figure out your tactics and go for it. cyclingmagazine.ca

25

TRAINING

M MAINTENANCE

Keep Road Spray at Bay Tips for road-tripping with your bike

by Amie Renaud

y once new Trek Checkpoint was facing a complete

Before you leave

overhaul due to my own neglect. The chain was rusty, everything squeaked and the disc brakes barely

Prior to your departure, clean and oil the chain to get rid of any sand and

worked. It had seen rain, mud, dust, sand and even snow and ice during an 11,000-km road trip through Canada

grit that might cause wear. A thicker viscosity chain lubricant is better

this past year. A road trip can be a great way to hit riding options farther from home, but spray from the road – especially the unpaved kind – is harmful. My bike had seen its fair share of grime. Before you head off on your

than a lighter oil in wet weather, but Thacker opts for a lighter lube for car trips. Why? “Everything tends to stick even more to the thicker stuff,”

next epic road trip, make sure you’re prepared to keep your bike from turning into a dirt-encrusted mess.

he says.

Reinforce areas that are sus-

“Road spray is really damaging for bikes. When road debris gets caked onto bike parts – such as brakes, rotors

ceptible to rubbing using frame protection tape or stickers. Focus on

and pads – it accelerates their wear,” says Mitch Thacker,

areas especially prone to cosmetic damage from repeated sway. To

operations manager at Trek Bicycles on Vancouver Island.

“Sand and dust are especially harmful. Dust billowing out

address some of the bouncing, a couple of cinchable all-purpose

from a car works its way into every nook and cranny of a bike, gumming up shift cables and housing.”

sports straps will keep your front

What rack you have on your vehicle will affect how blasted your bike gets. A roof rack can keep your machine

fork in line with the rest of the frame, preventing most of the movement.

away from direct spray. While a hitch-mounted tray rack is the best overall for its versatility and ease-of-use, and a decent trunk rack is pretty convenient and affordable,

During your journey You can easily put together a small

those two rack types do put your bike closer to the road and the grit. Your bike might get so caked with gunk that

road-trip bike maintenance kit using a few items from home to give your

you could be tempted to take it through a car wash. But it shouldn’t come to that.

bike a quick cleanup while travelling.

Use a brush and rag to remove

“With a bit of proper maintenance, a bike can happily survive a long road trip on a trunk rack,” Thacker says.

grease, oil and contaminants from your chain. A small spray bottle of water can be useful for rinsing off grit in lieu of a hose. A soft brush (or even old toothbrush) is perfect for loosening grit off between your chainrings and cogs.

Use a clean cloth for drying your drivetrain. Finish off with another application of oil to your chain.

Upon your return Depending on the nature and length of your journey, you may need a full-service appointment when you arrive home from your trip. Rusted areas can be refreshed by lightly rubbing them with a steel-wool pad.

If the conditions were particularly dry and dusty, don’t hesitate to take your machine to a bike shop for a thorough clean.

So don’t let the thought of damaging your bike stop you from planning your next big road trip for a biking adventure. Remember: as tempting as it may be to drive through a car wash with your bike on the back, just don’t.

“With a bit of proper maintenance, a bike can happily survive a long trip.”

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Canadian Cycling October & November 2021

Don’t worry.

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FEATURE

FROM DOMESTIQUE TO THE LEADER OF A CYCLING EMPIRE

by Augustus Farmer 28

Canadian Cycling October & November 2021

Photo: Tristan Cardew

above Amber and Christian Meier at the entrance of La Fábrica Café

Before Christian Meier left pro cycling, he and his wife, Amber, set down the foundations of a few successful business ventures involving bikes and beans

Those who know Girona always reference La Fábrica, the

cycling can be a subculture off to the side. This café seems

first coffee shop opened by Christian and Amber Meier.

It’s in what was once a carpentry shop on a small square

like an inclusive space with the bib-short population rather than a private club for the cleated hoof. I suppose simply because cyclists tend to be normal people, too, like lawyers and driving instructors, who do wear regular shoes Monday to Friday.

Girona has a certain something about it. This northeastern SpanishCatalan city – with its famous tall, colourful houses lining the river that cuts the town in two and frequently Instagrammed bridges joining both sides – lies just inland from the Mediterranean and below the Pyrenees. It’s on many a cyclist’s bucket list and tourist’s must-see map. Girona’s one of those standout European cities, like Venice or Prague, that just has an indescribable kind of magic to it. History, architecture, location – there are familiar elements to all those places.

Girona has added cycling culture.

Maybe all those features are what made former pro rider Christian Meier and his wife Amber stay after the racing career that drew them to Girona had finished. That or coffee beans perhaps.

Christian raced professionally from 2005 to 2016 for various teams that ranged from the influential Canadian continental outfit Symmetrics to Orica-GreenEdge, part of the WorldTour. In 2008, he took the Canadian road race champion’s jersey. Christian rode mostly as a domestique, in races around the world: the Japan Cup, the Tour of Britain, Tour of the Basque Country and all three Grand Tours. Those places, and Girona, are all a long way from his hometown of Sussex, N.B, a

top Christian wrenches in The Service Course

Photos: Augustus Farmer

above The Service Course is a hot spot for ride meet-ups

south of the city cathedral. Cleats and civilian shoes reside together in peace here while Amber can be found on any given day, omnipresent from kitchen to front line and usually in an apron. “I love everything about working here,” Amber says. “I still wake up on weekends, bright and early, genuinely excited to start the day. Usually on a Saturday, we have people sitting on the terrace waiting for us to open the doors. The feeling of hearing the 9 a.m. bells of Girona start to sound as I open the door and welcome them in, with the smell of coffee pouring out of the café – it’s amazing.” There’s an obvious cycling presence from queues of standing Lycra to framed jerseys and race photography on the walls, but it doesn’t feel exclusive to cyclists here. Quite the opposite actually. In many cities,

rural town fewer than 10 sq. km with a little more than 4,000 residents. Its main industries lean more toward dairy farming or potash mining than boutique coffee culture and cycling tourism, which are Christian and Amber’s businesses today. In 2015, they opened La Fábrica, a cycling-themed café in Girona. A year later came another café, Espresso Mafia. In December 2016, they launched The Service Course, which is about a five-minute walk from La Fábrica, through the ornate preserved cobbled and tiled streets and across the Onyar River. The Service Course provides bike rentals and tours. It’s a high-end way to experience cycling that has expanded from Girona to include Oslo, Norway, Wilmslow, U.K., and Nice, France. The domestique from Sussex is now a leader of a multinational organization. So how did a guy from a small town in New Brunswick and his partner from cyclingmagazine.ca

29

left La Fábrica fills with plainclothes regulars and cyclists alike opposite Christian builds his super domestique cred while at the 2009 Amstel Gold race, in the Canadian champion’s jersey

Winnipeg build this cycling empire?

When Christian was on Symmetrics, he and Svein Tuft famously lived in trailers behind team owner Kevin Cunningham’s house near Langley, B.C. The team referred to the two as the Trailer Park Boys. “We were definitely the Trailer Park Boys,” Tuft remembers. “We both talk about it to this day – how that was such a fantastic part of our lives.

We were truly free of all the things you acquire over time.

We had nothing but all we did was ride, eat good food and go on crazy races down in South America. It was such a good time.” After Symmetrics shuttered in 2008, Christian landed on Jonathan Vaughters’ Garmin-Slipstream outfit for two seasons. He rode for UnitedHeathcare presented

by Maxxis in 2011. Then, in 2012, he joined the team that he’d stay with until the close of his career in 2016: Orica-

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Canadian Cycling October & November 2021

the family he was raised in. He’s truly one of the hardest bastards I know and up for anything. There would be days out in those trailers in Langley where it would rain nonstop and I’d hear him putting it down for five or six hours on the rollers.”

All that focused effort did pay off. To make it over to Europe, you have to get results and show you have some class and tenacity, which Christian certainly did. “It’s when he got to Europe that he really found his legs,” Tuft says. “He was a smart rider. He’d tell young guys they need to find their niche: where they could be effective in a team. When we got onto GreenEdge together, he was really able to be effective himself, helping out the leaders

above Espresso Mafia opposte Christian’s coffee obsession in action

Photos: Augustus Farmer

GreenEdge. What got Christian to the top level of pro cycling? Tuft’s observations from Christian’s early days provide some clues.

“Christian was one of those guys that the team could put up in any race, whether flat with crosswinds in Belgium or a hilly 260-km Classic Liège-type race,” says Tuft, who was also Christian’s teammate on Garmin and Orica. “He was just reliable and durable – one of those guys who was up for anything. When it came down to doing the work, he’d be the first to put up his hand. I would consider him a great domestique. But it’s one thing to be considered a domestique and another to be a guy the team can rely on all the time. You’re healthy, look after yourself, and you’re ready to go for any race because it’s your life. He was that through and through. He’s one of the hardest working people I’ve met – that’s what he poured into his life as a bike racer. I don’t know many people with his work ethic – a lot of which has to do with where he grew up and

in those long, hilly Monument-type races. He’s just an engine.”

While the distance between Sussex, N.B., and Girona, Spain is more than 5,000 km, the two places have some things in common for Christian. “They are very similar in ways,” he says. “I’m a guy from a rural way of life – used to a slow-paced, small-town vibe. For us, we slotted right into Girona immediately with its chilled pace of life, long lunches and days in nature that the community here really seems to cherish.”

For Amber, there are a few contrasts with her hometown. “I was born in mosquito-infested Winnipeg, where you can watch your dog run away for three days because it’s so flat,” she says. “Girona had this hook that once we moved here, nothing else could compare. It really ticked all the boxes and we started to build a life outside of cycling that was perfectly suited to the little town. We could go to the beach in less than an

Photos: Stefano Sirotti, Augustus Farmer

“HE’S TRULY ONE OF THE HARDEST BASTARDS I KNOW AND UP FOR ANYTHING.”

hour. Christian could escape to some insane running trails in the mountains. Then the idea of La Fábrica had taken root, and we were ready to start that project.”

Tuft remembers the idea starting to take shape while the pedals still turned in competition. “Christian was always obsessed with coffee,” Tuft says. “I remember him labelling new brands of coffee here in B.C. But when he launched the idea of doing a café while he was still racing, the extra workload and pressure actually made him an even better rider. I think that when he does something closely scrutinized by skeptical people, it drives Christian even harder to prove to them it’s possible.”

The Meiers opened La Fábrica a year before Christian

retired from the pro peloton. Espresso Mafia opened the next year. The Service Course – the boutique bike shop/ ride hub/club hangout – came in late 2016. While the best designed products and bikes adorn The Service Course’s walls and shelves, there are also sofas, fresh coffee, changing rooms and Roubaix-style showers. The resident dachshunds take introductory sniffs of visiting ankles.

The place’s mission statement is to bring exceptional cycling experiences to Girona. It’s a local bike shop that’s the stuff of dreams to any high street: the best-known cyclists in the world mixing it with the rest of us, clickclacking their cleats around, looking at T-shirts while their drivetrains are honed, like we all do. The likelihood of that spannering actually being done by the boss, the former pro, seems pretty routine here. The Service Course is now a destination store. People across the globe have heard of this little, deep-set bike shop on a backstreet in a foreign land and want to visit it. Consumerist tourism on the back of a family holiday or business trip is commonplace here. That’s well-executed marketing of course, but the power of word of mouth can’t be underestimated in cycling culture. Often stronger than advertising, significant shared public opinion is how to stand out among stiff competition in niche culture.

The competition in bike stores is dwarfed by that of coffee-shop rivalries.

Spain famously has a social culture, and not much says socializing better than meeting friends in a café. There’s a distinct language of connection specific to cafés, from hours spent on a terrace outside to caught glances in a queue at the counter. Books are written in cafés. Plans are dreamed up.

Everywhere you go in Girona, cyclists who either look pro or are pro freewheel past you every few metres. A sizable chunk of the pro peloton makes its home here because of spectacular riding in the area, as well as the presence of an airport nearby, essential for getting to races around the world. It’s hard to express quite how much cycling there is in this town. It’s almost routine to cyclingmagazine.ca

31

own racing heritage and roasted coffee beans.

Their rise to the head table of the coffee-drinking elite in Europe does seem a

The Meiers’ cycling empire-building could well have been timed perfectly. Throughout the past decade, a new

far cry from Canadian domestic racing, and then the domestique racing scene.

The Meiers are happy here. I’ve seen the smile on Christian’s face as he hosted

wave caught on in cycling. The previous, brightly coloured,

guest speakers on bicycle design talks or at product launches in the workshop

ill-fitting subculture with homemade sandwiches stuffed into its jersey pockets quickly became aware of comfort, style and, dare it be said, fashion. Cycling became more accepted in city-centre coffee bars where it had once been banished to parking lots. Rapha no doubt had a large hand

after hours. The Service Course is like his own personal velo clubhouse and man cave that also happens to be where he works.

At what point did he get the idea for this clubhouse? On yet another brutal alpine climb in the rain one year? Or at age 10, kicking about on a bmx? “I never really knew I was going to have my own bike shop,” Christian says. “To be

to play in that transformation of a subculture. The Meiers could leverage that as they built something new with their

honest, it wasn’t something I had really planned. But after La Fábrica, when we saw Girona was really missing that high-end bike experience, it was something that we didn’t even really think twice about. We were able to create something very special with The Service Course. I can honestly say there were people we were working with, small brands and other like-minded people who made us stand apart from a lot of other places. For that, I will forever be grateful. I’m sure 10-year-old Christian would have thought it was a pretty freaking cool place though.”

And what does he consider the best part of having your own bike shop?

“Probably that I get to buy all the cool stuff that normally I wouldn’t be able to justify if I didn’t have a bike shop,” he says. “I also like just personally having a place to hang out, work on my computer a bit and chat with guests – going over routes, having a bike race in the background and really creating the living room-type of feel that we were going for.

“After I completed my first Tour de France, the Girona-as-home dream’s

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Canadian Cycling October & November 2021

Photos: Augustus Farmer, Stefano Sirotti, Tristan Cardew

be among so many like-minded people with shiny legs in every town square. That is also part of the place’s cachet.

“I THINK THAT WHEN HE DOES SOMETHING CLOSELY SCRUTINIZED BY SKEPTICAL PEOPLE, IT DRIVES CHRISTIAN EVEN HARDER TO PROVE TO THEM IT’S POSSIBLE.”

in Wilmslow (near Manchester) and Oslo. The Nice location started running this past March. “After opening La Fábrica and Espresso Mafia, we had a lot on our plates when The Service Course started to really take off,” Amber says. “For this reason, when we realized we had worked for years and years to build these three businesses, we were ready to work a little bit less. We decided to separate The Service Course from the other businesses so that it could grow on its own journey and we could focus on the cafés, coffee roasting and having a bit of free time.

The Service Course is a great international concept that can be perfectly executed anywhere in the world, so we brought on some investors and selected the locations

seed was planted. I guess we both thought something would magically change after I crossed that finished line,

where people wanted the experience of tsc, and then started growing and growing.”

but the team gave me four days to recover and I was off

It all started to roll out just as the global pandemic erupted. The Meiers were trying to expand their hospi-

again to my next race. It was at that moment we both realized that I could be doing this for another 10 years if we kept on our current path. After having spent, at that point, eight years committed to my cycling career, we started exploring the idea that perhaps there could be more than

tality and tourism business as the world had to stop socializing. So the recent past has been about clinging on, but what of the future? “It has been the hardest, calmest, weirdest most eye-opening year of our lives,” Amber says. “Half the year, we thought we were each having a mid-life crisis.

The other half, with all the locations closed, we thought we were living the dream of a simple and peaceful life. Our dreams have changed a lot

above La Fábrica packed with cyclists opposite top right Christian at Brabantse Pijl in 2015, with teammate Svein Tuft behind

Photo: Augustus Farmer

opposite top left La Fábrica

just cycling in our lives.”

These two have a very hands-on partnership. I say that as somebody who’s had lunch made by one half of the team while the other half rebuilt my bike. It seems the idea of a break from the bike shop doesn’t take the form of a ride, as you might expect, but rather a session of roasting a fresh batch of coffee beans at the Espresso Mafia. I’m still not sure if Christian is more content on or around wheels or surrounded by the aroma of freshly roasting coffee beans. There’s seemingly equal contentment to the smiles elicited by both chores. I ask him, “Bikes or beans?” He answers back instantly with “Both.” A man of few words when tinkering with gear cables, Christian’s a dab hand at bike building. His awareness of bike design and function is reflected in the handmade bikes by independent builders The Service Course chooses to stock.

The idea of global expansion to new cities just made sense. The Service Course seemed ripe for growth to fresh palettes and pedals. In December 2019, shops opened

in the past year, not only because of covid but with the expansion of The Service Course. You reach a point where you can step back and look at what you built and ask yourself, is this enough? Do I want more?

Especially for Christian who had been giving 200 per cent for the past 16 years of his life. He went straight from a professional cycling career to an empire builder with zero experience. covid made us realize it’s time for a break. We are channelling our energy into a few smaller projects now. We can focus on enjoying what we have built with the nice routine of working in a café, or for Christian, roasting the coffee and travelling a bit more.”

I do wonder where the next Girona will be. Where could the next big thing in cycling be? “We think the next Girona will be somewhere in Italy,” Amber says, “and chances are you will see us there.”

The amount of limelight quietly switched on to Norway this past year or so makes me wonder – as unlikely as it might seem – if Oslo could be a new Girona, too.

Vélochef Henrik Orre, friend of The Service Course, thinks so. He opened his Vélochef Clubhouse there in June. Gravel cycling – a.k.a. mountain biking before the comfort years – brings races and adventure holidays across the wide-open Scandinavian landscapes. The Service Course Oslo does take the Meiers from the snow of Canada to sunny southern Europe, and now up to the Norwegian frost – a circle of sorts in an adventure of the bike and the coffee bean. cyclingmagazine.ca

33

FEATURE

TIPS & TALES from Gravel Racing Pros Four top riders share their wisdom and stories to help you ride at your best on the rough stuff N AV I G AT I O N ow do you take on a gravel race or big mixed-surface

X Don’t be afraid to go out there and try a new route entirely. The worst case

adventure? Four gravel racing and riding Canadians have tips that will help you to succeed on rough surfaces.

is that you have to turn back because you hit a dead end. But I think the most satisfying thing about riding gravel is being somewhere that you haven’t gone

Maghalie Rochette and Lyne Bessette, two of the fastest cyclocrossers to come out of Quebec, have decades of

before, being somewhere where a lot of people haven’t gone before, rather than trying to set Strava PRs. The beauty of gravel riding is that you can just go

knowledge between them. From out west, mountain biker

somewhere.—Michael van den Ham

H

Cory Wallace and cyclocrosser Michael van den Ham have plenty of experience with the highs and lows of gravel racing and riding. Here, they share what they’ve learned about getting lost, getting hungry and going fast.

by Molly Hurford

X I use Komoot, which I like because it shows what other people have been doing. There’s a few different segments that you can click to see if people are mountain biking or even hiking. Sometimes I hit the hiking option, and I find that there’s a hiking trail that connects two roads, so I’ll go try it on my gravel bike. Sometimes I end up walking, but I don’t mind that! A lot of the time, I find that it’s pretty rideable. Gravel bikes can handle a lot of singletrack.

—Maghalie Rochette

opposite centre Maghalie Rochette takes on nutrition during the Big Red Gravel Run

34

Canadian Cycling October & November 2021

Photos: John Gibson

top Michael van den Ham

F E E L I N G S L OW X Gravel is definitely more draining. You’re not cruising 100 km on the road. It takes much longer, hills are much steeper, you need to stay seated more often because of the dirt and loose rocks. You don’t have the same glide as when you’re riding on the road.—Lyne Bessette X When you go from a proper road bike to a gravel bike on the same terrain, there’s going to be roughly a 3 km/h difference because of position and rolling resistance. There are a lot of times when I’m not averaging 20 km/h on gravel roads, and it’s not because I’m going any easier. Oftentimes, the gravel rides are harder, but they’re just slower. It’s also important to understand that you have to ride smooth to go fast. You have to go slow to go fast. So many times, I’ve seen people with huge, huge engines, these really fast road guys try to bulldoze their way through a gravel road and end up flatting almost immediately.—Michael van den Ham

NUTRITION X If I’m in a big training block, I don’t usually have time to cook so I just grab whatever is around. I’ll bring leftover pizza slices or leftover burritos. Or I’ll make wraps with bananas and nut butter. The other day with David [Gagnon], we had seen on Instagram that a lobster roll food truck was just a little detour away from the ride we had planned. So we stopped there. I really tried to make those long rides as fun as possible: If you’re out all day, bars and gels are practical, but it’s kind of nice if you can do something else.—Maghalie Rochette

Photos: John Gibson, Pété Photographie, John Gibson

X Eat more than you think you need. I have a tendency to forget to eat because my body can manage up to 400 km with no problem. But I start to need food to keep my body warm. Being more consistent with food and hydration from the start helps as you get closer to the finish. And it needs to be easy access: to reach your pockets when it’s late and you’re already wobbly can be hard. Now, I use a little bag on my top tube filled with snacks.

—Lyne Bessette

cyclingmagazine.ca

35

GEAR X I’m all for making the bike as cushy as possible. Put those super wide 50c tires on, put the super widespread gearing on, add a suspension fork or dropper post if you can get your hands on one. I love riding my gravel bike with 50c tires: it makes it really, really fun. What I ride now is basically a mountain bike with drop bars. And that’s OK because the mountain bikes we ride out here in western Canada are much bigger mountain bikes, so it makes sense that our gravel bikes are bigger and cushier, too.—Michael van den Ham X Learn about your tire pressure. Once you have the right setup, that makes all the difference. It’s kind of like a Goldilocks situation though. You have to really play with it to find what works for you. (A digital pressure gauge will become your new best friend.)—Cory Wallace X I was not too sure about bar bags. I thought they were just trendy. Then I finally gave in and tried one. They’re actually really awesome. So I take it back. I’m sorry if I ever insulted them before. It’s so much more comfortable having food and tools and jackets in your bar bag than having your pockets stuffed.—Maghalie Rochette X A spare wheelset makes a huge difference. I have two. One is set up for the road, and the other is wider and much more rugged. This way, I have a road bike and a bike that can be taken on most trails, just by swapping the wheelsets. That takes one minute, rather than 30 minutes to swap tires. A lot of people

Photos: John Gibson

have four or five bikes in their garage. But with a bike like this, if you have a couple sets of wheels that can do everything, you’re good to do most things. I’ve ridden singletrack and raced crits on my bike now.—Cory Wallace

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Canadian Cycling October & November 2021

ONE BIKE for the WHOLE SEASON A summer of gravel grinding, singletrack exploration and bikepacking cross-border on one bike with Cory Wallace

a goal of mine. I had some flat issues, but it was still a great race.

Then I couldn’t come back to Canada for quite a while because of the quarantine and hotel situation. My plan for this trip had been just to stay down south until they opened the borders more, so I went to stay with friends in Bend, Ore. I did some local gravel races there that were a blast. I did some more altitude training. Eventually, the quarantine requirements for fully vaccinated people were lifted. I figured the

G

ravel bikes are pretty multi-dimensional. I don’t think most people realize what they can do. Spending June

easiest way to get home would be by bike, so I packed up what I could in my bike bags and shipped the rest.

and July basically living on my gravel bike was awesome. I did a couple of races in Guatemala, Unbound in Kansas, a race in

I took off north from Oregon with the plan to do a back route through the Cascades. I had a bivvy, a sleeping bag and a camp stove. It was awesome. The

Colorado, a couple races in Oregon, plus training and bikepacking home to Victoria, all on my Kona Libre.

border was quiet, but getting there was hectic since I needed a negative covid test, a challenge while bikepacking. I had to detour to Bellingham, Wash., to get a test,

In Canada, it was clear that nothing was going to open too

wait for results, and then speed as fast as I could to the border before the 72 hours expired. I just made it. And the border guard didn’t even blink at my bike.

early, and that we wouldn’t have much racing. I had plans to go to Nepal, but those were cancelled. I had hoped to do TransRockies Gravel Royale and BC Bike Race in the fall, so I needed some racing and training. I managed to get my

To sum up those two months: all smiles and one bike.—Cory Wallace, as told to

Molly Hurford

second vaccine at an airport during a layover in Dallas on my way to Guatemala thanks to a friend who works with the Air Force in the U.S. Then I was off.

In Guatemala, I spent three weeks doing altitude training.

I’ve been there multiple times with a mountain bike, but I realized a gravel bike would be fine for the riding there. They had a few local races that I jumped into as well. It was nice to hop in some lower-pressure events to get the adrenalin going again.

Unbound in June was the first race that felt “normal” after such a strange year. Having a good race there has always been

Meet Wallace’s Ready-for-Anything Gravel Bike Cory Wallace’s Kona Libre uses Shimano grx Di2 drivetrain and brakes. It has 48/31-tooth chainrings and an 11–32 tooth cassette. It rolls on 40c Maxxis

Photo: Courtesy Corey Wallace

Re-Fuse tires, with a Cush Core insert in the rear tire. Up front, there’s a prototype Fox rad gravel suspension fork.

There’s a wtb Silverado saddle on top of the seatpost. He carries his gear with Apidura Expedition bikepacking bags.

opposite top Michael van den Ham right Wallace with his Kona Libre cyclingmagazine.ca

37

R AC I N G X The thing with gravel races is that some of them are really, really long. Don’t underestimate the distance. So many people will say they got unlucky and cramped or bonked, but it’s usually not luck. Everyone can do an hour or two pretty fast, but 10 hours into it, you might be paying for it if you went out too hard. It’s not a 45-minute cyclocross race, it’s a long effort and you need to pace yourself for it.—Maghalie Rochette X You need to practise your skills because when you come down into a turn, especially in a group, you have to make sure that you know where to be in the turn and if you need to leave space. It’s not like a road race, where there’s nothing on the road and your tires are going to stick. It’s much easier to slide out,

“YOU HAVE TO RIDE SMOOTH TO GO FAST.” so you need to be better at navigating those sections. Some descents can also be pretty rugged, so that’s another skill that you need to practise. If you want to stay with a fast group in a race, you need to be good at descending sketchy gravel sections. In races, if you don’t know the rider in front of you, give them space: you have no idea how good they are technically.—Lyne Bessette X Don’t forget everything you know about nutrition. You still need to drink water, you still need to eat food. And this is where the hydration pack comes in: it’s so easy to

X Practise your nutrition as much as you practise training.

Be sure that you’re able to digest whatever you’re planning on using. Make sure that your belly can handle it. You don’t know how you’re going to react to it until you try it, especially as the race gets longer. Maybe after six hours, you just can’t handle sugar anymore. So if that’s the case, what’s your plan going to be? You don’t want to have to figure that out during the race.—Maghalie Rochette

38

Canadian Cycling October & November 2021

Photos: Sean Cochran

drink from that thing as opposed to trying to reach down for your bottle while on a chunky road. It’s easy just to forget to drink because it’s so hard to do. Have your nutrition really accessible. If you are doing a big race where there’s support and you can do a bottle exchange, consider having your pit crew just hand you a second pack that you’ve pre-loaded with your food, hydration, tools, CO2s and tire plugs. You’ll save so much time if all you need to do is swap a pack.—Michael van den Ham

opposite top The lead pack of the 2021 Oregon Trail Gravel Grinder

opposite bottom Cory Wallace races the 2021 OTGG

centre Lyne Bessette rides tandem at the 100 à B7 in the Brome-Missisquoi region of Quebec

GETTING LOST X When you ride gravel, there’s not a lot of stores on most routes. So you have to plan your stops. Otherwise, you can easily do a 200-km gravel ride and never see a place to refill your bottle. That means packing more for emergencies: extra water, extra food, even extra tubes and plugs for flats. On rides, when I don’t know what the water situation is, I carry a soft flask that has a water filter on it, so I can fill up from a stream if I need to.—Lyne Bessette X A lot of times, you just get lost. That happens quite a bit. You think you’re heading out on a five-hour ride, but then the road you thought would connect and make it a five-hour ride doesn’t connect, and you’re stuck trying to bushwhack through, but that doesn’t work so you end up having to turn around and go seven and a half hours to get home. That’s OK, as long as you know what you’re getting

Photos: John Gibson, Denis Bouvier, John Gibson

into, or if you’re with friends who are kind of adventurous.

But if you’re not with people like that, it can get stressful fast.—Maghalie Rochette

cyclingmagazine.ca

39

FEATURE

Dogs

and Singletrack:

IT’S COMPLICATED

by Melanie Chambers

Should you be riding with your pet on

Photo: John Gibson

mountain bike trails?

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Canadian Cycling October & November 2021

Photo: Ryan Creary

Earlier this year I got the call: my pup has arrived. I’d been on a six-month waiting list during this pandemic.

But I had also been pining for my own dog for about 10 years, since I lost Stella (golden retriever) and Shelby (mix) when a relationship ended. When Farley – husky/

have not been tracked), sales of bicycles increased 75 per cent in 2020 compared with the previous year.

All these new, inexperienced mountain bikers, combined with new, inexperienced dog owners on the singletrack can lead to conflict, which inevitably sparks

German shepherd – arrived, I was eager to combine my two great loves: canines and mountain biking. I had to chill out though: the little guy was only four months old.

I waited a couple more months, and then took him out to a paved parking lot to practise before hitting the dirt singletrack. Leashed, of course, he trotted alongside my bike like a well-trained horse. It was too easy.

Ah, but when a squirrel darted out in front of us, Farley couldn’t help himself and sprinted, dragging me with him.

debate: should we shred with our canine friends?

Non-dog owners seem the most likely people to oppose pups on paths. Some longtime dog owners, however, are questioning the safety of dogs on congested trails.

Stephanie Adams of Coquitlam, B.C., grew up with dogs and trained with Ginger, her walker hound, back in her Ontario racing days. “Ginger was so in love with the trails that she sometimes wouldn’t get in the truck to come home,” Adams says. Today, Adams is aware that the

Eventually, he learned to heel with a little leash tug. He’s a good boy.

Then, the real test. Near our cottage in Haliburton, Ont., we ventured out on a secluded trail. He bounded ahead, up and over a hill and out of sight.

“Farley, come!” I waited. No Farley. “Farrrrlleeyyy, come.”

I shook a bag of treats. After a few minutes, Farley returned, barrelling over the hill.

As fun as that moment was, it’s not good enough.

According to the experts, Farley and many dogs are in need of some trail dog guidance. For now, we’ll keep practising in the parking lot – sans cars.

I’m not alone in my quest to have the ultimate trail dog. About 900,000 Canadian adults got their first pets since the start of the pandemic. That’s three per cent of the population according to the polling company Abacus Data.

Alongside our canine friends, we’ve also seen a huge spike in new bike owners. In the United States (Canadian sales

landscape is different: “I’m not sure how I’d feel these days when the trails are much busier, knowing some trail users may be afraid of dogs,” she says.

Such was the case for Johanna Weintrager, an international bike guide based in Fernie, B.C., who was attacked on the trail over a year ago. “I love dogs but now in the back of my mind I have a fear and it can be triggered around certain breeds. I have had a few friends who have been bitten lately,” Weintrager says.

It would be an easy debate if the rules said no dogs on certain trails and if all riders abided by those rules. But it’s complicated. Every jurisdiction in Canada has different rules regarding off-leash dogs on mountain bike trails. For national and provincial parks, where bikes are allowed, dogs must be leashed. Regionally, rules run the gamut.

“The North Shore, for instance, is partly private land and partly municipal,” says Joel Zanatta, a lawyer based in North Vancouver and founder of The Cycling Lawyer. “I see

opposite Levi Koroscil and his dog Oz, Nelson, B.C. above Waiting in the lot of the Canmore Nordic Centre, Alta.

cyclingmagazine.ca

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left Paul Gowdie keeps up with Marley in Carcross, Yukon

what if the owners don’t know the rules?

Throughout the pandemic-fuelled bike boom, there are more new riders unaware of trail etiquette, coupled with new dog owners: “They’re not sure of the decorum of greeting dogs, different types of dogs and what dogs might do,” Strawson says.

He explains that if someone’s dog is unruly and the owner isn’t taking responsibility for it, Strawson will be “the bad guy.” “If you don’t have your dog under control then I will control him,” he says. “I’ll put my bike in front of my dog to keep from being charged and give the other dog commands and people don’t like it.”

Strawson waited a year before taking his border collie on the trails. Even now, he never goes later than 10 a.m. to avoid congestion. Responsible dog owners are key to maintaining trail dog harmony, says Strawson, and that includes training your dog properly.

“You want your dog to be a good citizen. That means controlling the dog. Invest the time in training,” says Dr. Christiane Armstrong, the B.C. representative on Canadian Veterinary Medical Association council, who used to ride with her two dogs in Whistler. The retrieval command is the most important tool, she says. If the dog

people riding with off-leash dogs all the time. I have never seen a bylaw-enforcement officer.” He recommends that dog owners should research the bylaws of the trails before unleashing their pooches.

Another side of the debate: trail dogs are part of mountain bike culture. “It’s rarely an issue,” says Isabelle Deguise, who used to ride on the North Shore with Cyprus, her seven-year-old Labrador. Cyprus has now retired from the trails.

“The slow speed, technical trails of the North Shore are great for riding with your dog as you’re never going so fast that they can’t keep up. If anything, we were too slow for her,” Deguise says. “The high-speed connector trails or road sections were what always tired our pup out. They were no fun at all. Trails in BC Parks are on-leash only, though most I’ve seen don’t abide by that.”

In Toronto, where congestion on the Don Valley Trails is at an all-time high thanks to the pandemic, lawyer David Shellnutt, part of The Biking Lawyer group (of which Zanatta is also a part), advises cyclists to sue if they’ve been bitten by a dog. He’s only had one rider reach out after an incident, but ultimately, the rider didn’t pursue legal action. In B.C., Zanatta sees a similar landscape. “I have never heard of a mountain biker suing a dog owner, but I have seen lots of close calls,” Zanatta says.

AJ Strawson, executive director of imba Canada, says it’s the Wild West regarding policing trail dogs and the rules. A trail might have a no off-leash dogs policy, but the rule is rarely enforced. “We are left with the whims of people who are deciding to do what they want and we hope they are doing the right things,” Strawson says. But

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Canadian Cycling October & November 2021

opposite left centre Oz has a taste for the finer things in life, like Maxxis rubber opposite left bottom Mitch Forbes and his dog Mo lead Rory Belter in Trail, B.C.

doesn’t return to you on the first call, keep training.

For Deguise, Cyprus was a quick learner: “We would stop every time she ran ahead of us, say ‘Back,’ and give her a treat when she went behind us and sat. Then we’d take off again.”

Armstrong adds that not all breeds are made for the trails – French bulldogs especially. These brachycephalic breeds, short-nose dogs, find it hard to breathe when they’re hot and stressed. “It’s a reason why they are banned from flying in some commercial aircraft,” Armstrong says.

She adds that short-leg dogs might also find it hard to keep up on the trails. “A Jack Russell terrier’s legs are not the equivalent of a larger breed,” she adds. Typically large breeds can start gradually for short runs sometime around six to eight months of age. For larger breeds, their bones keep growing until about 10 months old.

If the dog is a couch potato, don’t expect it to keep up, even though it will try. Other factors to consider include temperature and the trail surface. Hot surfaces can blister a dog’s foot pads,while some gravel will stick in toes.

A trail dog has endurance limits as well as a limited trail career. Zanatta found it wasn’t easy leaving his dog at home, but he knew it was the right thing to do. “Dogs kick major butt on climbs, but they tend to get really tired on terrain that is up and down or mostly down. I found that my dog initially kept up well, but as she has aged, we’d get halfway through a ride and she’d be ready to quit.”

Dog owners also have to be good citizens, which includes scooping the poop. Deguise says that many owners toss their bags of poop into the woods. “Worse, they purposely try to hide them,” Deguise adds. “I once

Photo: Ryan Creary

“I’m not sure how I’d feel these days when the trails are much busier, knowing some trail users may be afraid of dogs.”

cyclingmagazine.ca

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Photos: Ryan Creary, John Gibson, John Gibson, Ryan Creary

found seven bags stuffed in a tree stump!” When the municipality took away a garbage bin near her house to fix it, dog owners still dropped their bags on the ground – where the bin used to be – for an entire week.

The situation has gotten so bad on the North Shore that an Instagram account has been created by someone with the handle lepus_impudicus, a dog lover advocating turdfree trails. Lepus_impudicus has even made a cheeky poster calling the plastic poo-filled bags – a.k.a crap rabbits or keister bunnies – left on the trails an invasive species. The poster encourages owners to take the bags with them: #turdfreetrails.

Not only do we have to be responsible for what dogs do on the trails, we also have to be aware of the other critters in the forest. I’ve moved out west, away from Ontario. I assumed a trail dog would protect me from bears. That’s not the case. “Dogs and bears mix like water and oil and when this happens it puts the dog owner at the greatest risk for human-wildlife conflict,” reads the BC Parks website. In many cases, a dog can provoke a bear. If the pooch runs into the forest and finds a bear, the bear can follow the dog back to you. Unfamiliar backcountry is also an issue. The pet can get injured or swept away. BC Parks reports that dog owners have had to be rescued because of their domesticated animals.

When my dog Farley and I reached Rossland B.C., it seemed everyone in the town has a dog, or two. It’s doga-

above Mitch Forbes and Mo roll down some pavement after a big ride

Photos: John Gibson, Ryan Creary

palooza. At six months old, Farley has almost mastered sit and come. In another six months, I’ll take him out on the trails in earnest. Until then, I’ll be buying a ton of treats and training him so that he’s ready.

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Canadian Cycling October & November 2021

GEAR

Gravel Canyon Grizl CF SL 8 p.46 Cervélo Áspero-5 p.47 Argon 18 Dark Matter p.48

Road Pinarello Dogma F p.50

Trail Norco Range C2 p.51

In Depth Shimano’s New Dura-Ace and Ultegra Groupsets p.52 Wheels for Gravel, Road and Singletrack p.54

Rapid Fire

Photo: Matt Stetson

Gravel Tires p.58

cyclingmagazine.ca

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Canyon Grizl CF SL 8 Aimed precisely at fun rides on tough terrain

Canyon Grizl CF SL 8

This bike is designed for more technical terrain and the singletrack side of gravel riding. Its carbon frame and fork

Components Shimano GRX 810, 11–34 tooth cassette, 48/31-tooth crankset, Canyon HB 0050 Ergobar aluminum handlebar and Canyon V13 aluminum stem

are optimized for speedy yet bumpy routes, but also work for bikepacking adventures. It strikes a great balance between the snappy and responsive handling of a road bike and the stability of a hardtail on rougher terrain.

The Grizl’s riding position is somewhere between Canyon’s endurance road bikes and the more aggressive Ultimate.

When some brands aim to make a comfortable gravel bike, they lean toward frame designs that accommodate more

Wheels DT Swiss G 1800 Spline DB Sizes XXS, XS, S, M, L, XL, XXL Price $4,149 Website canyon.com

upright riding position. I’m glad Canyon didn’t do that. I still felt fast riding the Grizl, even on smoother surfaces.

has numerous customization options

The full Grizl CF SL 8 weighs a little more than 9 kg. It’s spec’d with Shimano grx 810, running 48/31-tooth chainrings

and use cases. I think Canyon did a great job in capturing the essence of

and a 11–34 tooth cassette. The bike has 50 mm of tire clearance whether it has a 2-by or 1-by setup. Riding the

the casual gravel experience, while still

45c Schwalbe G-One Bite tires at a lower pressures on the

laying down a few boundaries to maximize the fun. Riding this bike was a

Grizl made me feel as if I could ride through anything. The 27.2-mm Canyon S15 vcls 2.0 CF carbon seatpost can be

blast. It felt smooth and safe yet ready to take on whatever was around the

reviewed by Lily Hansen-Gillis

swapped out for a dropper post using internal routing through

next corner.

GEAR

GRAVEL TEST

here’s one way I’ve been able to

the down tube for even more send-y fun.

The frame and fork have a carefully curated set of

describe the Canyon Grizl: it’s as if the engineers at Canyon saw those

mounting bolts. The fork has three bolts on each leg. It can accommodate as much as 3 kg per side. The frame has top-

’90s-mountain-bike-to-drop-bargravel/bikepacking-conversions that

tube mounts, a third bottle cage mount and fender mounts. (If you put on fenders, the tires will have to be 45c or narrower.)

are all over Instagram and joked about

The technical specs and recommended torque settings for the bolts are subtly printed on the frame itself because, as Canyon states, “Bolts can go awol at the worst possible moments.” The little mount notations on the frame feel like Canyon is expecting you to encounter the unexpected, but it’s got your back when you do.

Canyon says that the Grizl is a bike “with principles.” And I agree. The brand is confident with its choices on wheel size and exacting with the mounts put on the bike. Despite the strongly held opinions behind these features, the Grizl still

T

making something like that – and then actually made it.

Canyon, a brand known for focusing on performance, definitely relaxed a bit with this bike. Yet it still managed to sneak in some important technical elements and set a few boundaries for cyclists venturing into the unknown.

Five of the seven sizes of the Grizl are designed around 700c tires. Sizes xxs and XS have 650b hoops. Canyon says that smaller riders benefit from the fit and handling that comes with the smaller diameter wheels. For the rest, it’s simply 700c wheels. The company is firm on this matter, saying each

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frame size is optimized for one wheel size.

Canadian Cycling October & November 2021

“It strikes a great balance between the snappy and responsive handling of a road bike and the stability of a hardtail on rougher terrain.”

GEAR

GRAVEL TEST

Cervélo Áspero-5

Cervélo Áspero-5 Getting faster on rough surfaces and through turbulent air

Components Shimano GRX 815 Di2, 11–34 tooth cassette, 48/31-tooth crankset, 16-degree flared Cervélo AB09 carbon handlebar Wheels Reserve 32 Sizes (cm) 48, 51, 54, 56, 58, 61 Price $9,100

Photo: Matt Stetson

reviewed by Matthew Pioro

Website cervelo.com

t felt as if the carbon fibre had barely finished curing on Cervélo’s debut Áspero frame, when the company released its followup. The first gravel racer came out in 2019. The latest Áspero-5 launched this spring. The time seemed to fly by. The speed at which gravel the gravel category has been evolving

I

The Cervélo’s Áspero-5 is fast, plain and simple. The company focused the bike’s design around speed. If you have the jump for a sprint, it will respond. You’ll want this whip if you aim to be at the front of a race. It’s not built for the bikepacking types. (It is designed to take a top-tube bag, though.) I really like the Áspero’s riding position and responsiveness – almost road-bike like. The frame lets you maximize your

also seems breakneck.

The importance of aerodynamics for gravel riding and especially for racing is not so new. I’d say for at least five years, companies have been presenting gear that helps you cut through the wind as you bounce along on 40c tires. Yet, I feel as if these aero gravel products – whether they be frames or wheels – still come with reminders: remember you often have to push a lot of air on gravel, too. Smooth roads aren’t the only places where aerodynamics count.

Cervélo has been making the case, quite successfully, for aero since the ’90s. Its first Áspero has some aerodynamic touches, which the company has boosted with the latest model. The cables are now hidden. In a configuration much like the all-road Caledondia that came out last year, hoses and wires run through Cervélo’s ST32 stem and down the head tube along a channel at the front of the steering tube. With all the new changes, Cervélo says you’ll save 32 g of drag.

pedalling and your cornering.

At the end of the front fork is the TrailMixer, a feature that came out with the first Áspero. If you orient it so that the wheel’s axle is in a more forward position, you get more responsive steering. Then flip the TrailMixer inserts so the axle is more toward the down tube. The bike becomes more stable, while the steering slows. This ability to adjust the bike’s trail – the distance between the front tire’s contact patch and the steering axis – lets you dial in the handling you’d like as you switch tire widths and even wheel diameters. The frame and fork can accommodate 42c tires on a 700c wheel or 49c tires on a 650b. Flipping the TrailMixer is easy, but afterward you do have to fuss a bit. You have to adjust the position of the front brake caliper. Also, you must be careful when you cinch down the TrailMixer inserts: it’s easy to put them in a little off, making axle insertion and removal tricky. In the end, I preferred to keep the TrailMixer in the forward, more-responsive position for almost all wheeland-tire combinations.

The bike was a joy to take on roads and even singletrack. I definitely found the traction limits of the 38c Panaracer Gravel King SK tires as I rode in the local Don Valley trails. As a rider, I might be slowing down, but I still get a kick out of the speed a bike like the Cervélo Áspero-5 offers to me. cyclingmagazine.ca

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GEAR

Argon 18 Dark Matter

GRAVEL TEST

Components SRAM Force 1 derailleur and 42-tooth crankset, 11/42 tooth SRAM Apex 1 cassette, FSA NS Adventure Compact handlebar

to the endurance-oriented Krypton frame that launched in 2017. Soon after came the Dark Matter, Argon 18’s gravel

racer. “The Dark Matter was made right after the Krypton,” says Martin Sizes XXS, XS, S, M, L, XL Faubert, vice-president of product at Price $4,400 Argon 18. “All the tube shapes and the design philosophy that came during the Website argon18.com Krypton development was used for the Dark Matter. We knew that it was a good recipe for comfort. The aerodynamics were about the same. All the targets were mostly aligned.”

When I took the Dark Matter on rough roads, the frame’s vibration damping

Argon 18 Dark Matter The right mix of comfort and speed reviewed by Matthew Pioro

I

n Montreal, there’s a machine that really rattles frames. A bike’s wheels rest on two actuators that send vibrations through the carbon-fibre tubes. There are weights at the top of the seatpost and handlebars to mimic the mass of a rider.

(A real rider isn’t used because the weight distribution of an actual person can be quite variable. Weights can always be placed at the same spot.) Testers know how much energy is sent into the bike at the wheels. They can measure the energy at the saddle and bars. Any difference between the measurements at the bottom and the top of the bike indicates the energy absorbed by the frame.

Argon 18 developed this machine around 2016. The company wanted a precise way to quantify comfort beyond a rider saying, “Oh, it’s comfortable.” Argon 18 tested materials, carbon-fibre layouts and tube shapes. The findings lead

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Canadian Cycling October & November 2021

seemed to do the trick. While it’s pretty difficult to differentiate between the fatigue induced by vibrations and regular old muscle fatigue, I did feel more drained after my ride, not so much as rattled. The 38c Challenge Gravel Grinder tires at low pressure also helped. (The Dark Matter frame can take tires as wide as 45c.)

The frame has Argon 18’s 3D+ system. It’s a well-thought out design that offers you three head tube extensions – 0 mm, 15 mm and 30 mm – to raise the stem as you need without resorting to an excessive steering tube length and spacer stacks, which can reduce the responsiveness of the bike’s handling. The extensions contain the top bearing for the head tube, raising or lowering to best support the steering tube. My test bike came with a 30-mm extension, sitting on the 150-mm head tube of the medium size frame. It was too much rise for me to get comfortably aggressive in the bars. A 0-mm extension would have worked better, setting the stem at a similar height to the setup I prefer on Argon 18’s road racer, the Gallium Pro. That frame has fantastically quick handling. The Dark Matter doesn’t have quite the same responsiveness as its road-focused sibling, but it’s still sharp. It’s designed for racing on gravel after all.

The Dark Matter is a great machine for tearing across roads and some tracks that will bounce you around a bit. Once you dial in the fit, it’s game for going fast.

Photo: Matt Stetson

Wheels Hunt 4 Season Gravel

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Official Apparel Partner

Pinarello Dogma F

the pedal stroke. Over the top and down the other side, the F offers the perfect mix of comfort and agility to reward you with a smooth, graceful and confidently fast descent.

The sram Red eTap axs, with its 10–33 tooth cassette, gives you a wide range of gearing options for the steepest

The race-winning frame’s performance

of climbs without disappointing on the flats. In my part of Ontario, I spent most of my time in the large, 46-tooth

goes beyond the numbers

chainring. Put me in the Dolomites, however, and the 36-tooth ring with the 12-speed cassette would be perfect for that region’s mountain passes.

The build I tested, with Fulcrum Speed 40 DB wheels and including Shimano Ultegra pedals, weighed in at 7.12 kg. The frame, fork, handlebar and seatpost have all shed a few grams.

Pinarello also worked on improving the Dogma F’s handling and aerodynamics.

Its responsiveness is just as explosive as its predecessors. A true Pinarello.

The bike’s Onda fork accommodates both disc and rim brakes with equal stability and precision. It boasts outstanding vibration damping effects, too. Similarly, the titanium materials incorporated within the new seatpost design help to dissipate road buzz for

S

ROAD TEST

even of the past 10 Tour de France Pinarello Dogma F (as tested) races have been won on a Pinarello Dogma. So what’s the secret to the Components SRAM Red eTap AXS with 12-speed, 10-33 tooth Italian bike maker’s success? cassette and 46/33-tooth While some bike companies have crankset developed particular models for Wheels Fulcrum Speed 40 DB climbing and others for aerodynamics, Sizes (mm) 430, 465, 500, 515, Pinarello has focused on making one 530, 540, 550, 560, bike that performs on the climbs and 575, 595, 620 descents as well as the sprints. For the Price $9,500 (for frame, fork, latest Grand Tour-focused frame, the seatpost and headset) company has dropped the number from Website unoimports.com its name but continues the evolution of the Dogma.

On flat roads, the Dogma F’s lively rhythm gently entices more speed. Heading into a climb, the high-end T1100 1K carbon fibre with nano-alloy technology is stiff and responsive, allowing you to shift your weight and maximize the power through

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Canadian Cycling October & November 2021

without special accommodation.

Pinarello has continued to use FlatBack tube shapes that first appeared on the Dogma F8. FlatBack is the company’s take on the truncated airfoil. Pinarello says the new seatpost design reduces drag by 30 per cent when compared with the same component on the Dogma F12.

The new Dogma F effortlessly slices through oncoming winds with noteworthy capability.

In line with the company’s “oldschool” approach, or call it slightly traditional, Pinarello has opted for a 28-mm maximum tire allowance: an interesting choice given recent preference for wider tires among the pros.

That said, the 26c Pirelli P Zero race tires I rode were smooth, tractable and fast.

The touch points are well-considered and comfortable.

The Lynx saddle by house-brand Most has been designed to reduce pressure on the sit bones and the soft tissue to increase blood flow to the area. The Most Talon Ultra cockpit tapers in the right places to allow for varying positions during longer rides. The company recommends running its integrated bar/stem with the new frame for the best aero gains.

Yet, whatever configuration you run on a Dogma F, it is sure to be fast.

Thanks to Toronto’s La Bicicletta, in this time of bike and gear shortages, for lending Canadian Cycling Magazine a Pinarello Dogma F for reviewing. The frame is available across the country in September.

Photo: Lorena Jones

reviewed by Lorena Jones

GEAR

all-round comfort. Often, I found myself coasting over rough sections of tarmac

Norco Range C2 This enduro bike’s new suspension design gives you more control at speed

reviewed by Terry McKall

N

orco spent three years rede-

signing the Range platform. A key feature in that development is the high

virtual pivot (hvp) suspension system, which is purpose-built for enduro racing and the most challenging riding.

Photo: Terry Mckall

The suspension platform allows for a rearward axle path for the 170 mm of geometry, the Range is more stable than it is playful. The benefit is that it lets you

while also staying active when you apply the brakes.

ride harder and faster without feeling like you’re on the edge.

The company’s engineering team was given the creative freedom to go all-in on a race bike. Enduro racing has evolved to be more difficult and, outside of racing, big mountain riding is still really hard. The Range is focused on making the hardest trails easier, leaving the 150-mm travel Sight to cover less-

To complement the effort put into developing the carbon-fibre frame and hvp design, Norco invested heavily in quality suspension for the C2. A Fox dhx2 Factory coil shock and RockShox Zeb Ultimate fork help maximize the frame’s potential, making the Range C2 race-ready out of the box. A reliable sram GX drivetrain and e-thirteen wheels are durable without adding to the price.

challenging riding.

With the Range’s frame, Norco has added to its sizespecific chainstay and seat-tube angles with size-specific head-tube angles, offering even more attention to fit. At 63.75 degrees, a size small frame’s head tube is 0.75 of a degree steeper than an extra large frame. This feature keeps the feel and handling of the Range consistent across sizes.

Combined with the angular shapes of the carbon-fibre frame, the Range approaches F1 levels of detail.

The Range C2 is ready to take on anything from your local enduro to the next ews.

For those with no intention of racing, the Range is an excellent tool for riding the hardest trails you can with more control while going faster than you have before.

For a bike squarely focused on descending, the Range pedals uphill comfortably. It’s efficient enough, but not fast.

A well-thought-out seated climbing position and 52-tooth cog on the cassette make winching the stout frame uphill fine.

The bike is just not in any sort of hurry.

The Range is, unambiguously, about maximizing the descending capabilities of a bike with a single-crown fork. It has the feel and potential of a mini-downhill bike. The faster and tougher the trails, the more the high virtual pivot design excels. Let it run and the bike works like a trophy truck: the 170 mm of suspension allows the wheels to move freely, while the frame and rider stay calm, centred and focused on the trail ahead.

The bike is comfortable with an exceptionally planted feel at speed. It lets you take on tougher trails, or ride familiar ones faster. Norco claims one benefit is reduced rider fatigue, which you do feel on longer, chunkier descents. With big 29" wheels for racing efficiency and its speed-focused

GEAR

coil-sprung suspension. According to Norco, the system lets you carry speed better on rough trails,

TRAIL TEST

Norco Range C2 Components SRAM GX Eagle, 12-speed, 10–52 tooth GX cassette (XG-1275), four-piston SRAM Code R brakes with 200-mm rotors, TransX YSP-105 adjustable dropper post Suspension RockShox Zeb Ultimate fork with 170 mm of travel, Fox Factory DHX2 coil shock with 170 mm of travel Wheels 29" e-thirteen LG1 with DT Swiss 350 hubs Sizes S, M, L, XL Price $8,399 Website norco.com

“Let it run and the bike works like a trophy truck: the 170 mm of suspension allows the wheels to move freely, while the frame and rider stay calm, centred and focused on the trail ahead.” cyclingmagazine.ca

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GEAR

IN DEPTH

by Matthew Pioro

6 Things You Need to Know About Shimano’s New Groupsets The latest Dura-Ace and Ultegra components have many cool features.

Some lie slightly beneath the surface

W

hen Shimano re-launches a groupset, it’s notable. When it’s the top-tier Dura-Ace, that’s really something. A re-launch of Dura-Ace and Ultegra at

the same time? The mind reels. The 100-year-old company debuted its new No.1 and No. 2 road groupsets at the end of August. Here are the geez-whiz features that every roadie should know about.

Stealing from the mountain bike side Road group designers at Shimano unabashedly lifted technology from the mountain bike groups for the Dura-Ace and Ultegra sets. The Hyperglide+ shifting system has been helping the off-road riders get smooth and more powerful shifting, especially when the chain moves from a large cog to a smaller one. A roadie can now shift more confidently under load as things wind up for a sprint.

The MT900 mountain bike rotor, which was developed after the RT900 road disc, is more resistant to heat deformation and lighter. So, that was an easy swipe for the road crew.

The pilfering wasn’t limited to off-road components. The new wires running from the main battery to the front and rear derailleurs come from the ebike Steps system. The SD300 wires are lighter than the previous Di2 ones and can carry more information.

Losing wires While the new groupsets made gains in one area of the wiring department, they lost – in a good way – in another. The shifters now send wireless signals to the derailleurs to activate gear changes. The signals are controlled by Shimano’s own circuit. Each shifter needs a 1632 coin-cell battery. Shimano says the batteries should last a year and a half to two years. To replace one, you pull back the hood and undo a screw.

The previous iteration of Di2 had a junction box that would either sit at the end of the handlebar or in a specific opening in a frame’s down tube. With the latest groupsets, that junction box is gone. In an elegant merge, the junction box’s functions – charging, setting shifting modes, checking battery life – are now part of the rear derailleur.

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Canadian Cycling October & November 2021

More power The previous generation of Dura-Ace saw the debut of Shimano’s crank-based power meter. That sensor is back on the top-end groupset with only some minor tweaks. The electronics are largely unchanged, but the strain gauges are different to match the new shapes of the cranks.

The boon for Ultegra is that it gets a power meter, too.

Training with watts has become more and more common among riders, so Shimano wanted to make sure that its second-tier group also had a power meter. But, to call it an “Ultegra power meter” is not exactly accurate (not even by ± 1.5 per cent!). The Ultegra meter has the same electronics, same strain gauges, same internal rechargeable battery and same transmitter as Dura-Ace. The Ultegra power meter crankset, however, is $380 less expensive than the Dura-Ace. Also the same is the charging cable for the power meter and the Di2 battery (via the rear derailleur). It’s a boost in convenience.

One thing Ultegra can do that Dura-Ace can’t Both lineups get their own sets

Shape shifters

of wheels. The Dura-Ace freehub, however, is designed specifically

The shifters get a redesign. You’ll notice that the hoods are

for the new 12-speed cassettes. The

a bit higher and curve inward more when compared with the previous generation. The addition of material is not only to accommodate the added wireless components, but also for improved ergonomics. The lever blade has more space between itself and the handlebar so you can get a better

freehub is made of aluminum to save some weight. That material required a change in the spline pattern, which, for lack of a better term, is more “spline-y.”

Only the new 12-speed cassettes will

grip at the hood. The shift buttons sit a little more proud of the lever and are a bit longer to make shifting easier from the drops.

As things get a bit bigger at the shifters, they get smaller at the front derailleur. It’s frontal area goes down by 33 per cent. It weighs in at 96 g. The front mech, however, is faster.

When you shift from a 36-tooth ring to a 52-tooth, the Dura-Ace derailleur’s moving time is 45 per cent less than the previous model.

fit on the Dura-Ace freehub. The steel Ultegra freehub, on the other hand, is more inclusive. It can take 12-, 11- and even 10-speed cassettes. If you have an older set of hoops with a Shimano 11-speed hub that you really like, but would like to outfit with a 12-speed cassette, you can. Those wheels are sure to spin faster with either of Shimano’s new groupsets.

Gaining cogs Both Dura-Ace and Ultegra have 12-speed cassettes. The top-end lineup includes two cassette options: 11–30 and 11–34. The 11-30 tooth cassette as a one-tooth progression from the 11- to 17-tooth sprocket. It’s a refined set of jumps that will have a racer spinning smoothly. The 11–34 is probably the setup for the rest of us. The large cogs can help us get up our local climbs, whether they are as tough as the Vuelta a España’s Angliru, or tougher.

The chainring combinations include the only-pros-reallyneed-that 54/40-tooth, a 52/36-tooth and a 50/34-tooth.

Match the latter with a 34-tooth cog, and you have a wonderful 1:1 ratio for spinning up a punishing incline. One rear derailleur can handle shifting duties of any cassette: there’s no longcage version or short-cage. In the Ultegra set, you’ll find 52/36 and 50/34 cranksets, and 11–30 and 11–34 cassettes.

“Road group designers at Shimano unabashedly lifted technology from the mountain bike side.”

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IN DEPTH

Hunt 42 Limitless Gravel Disc $2,639

Shimano Dura-Ace C36 $2,570

G

ravel – it means beefy equipment. I’ve seen it on some gravel-bike frames. You definitely see girth in the rims of the Hunt 42 Limitless Gravel Disc wheels. The

When Shimano relaunched the Dura-Ace lineup in late August, three sets of the wheels were part of the rollout. It seemed

bulk is there to help you go faster on bumpy roads.

The team at Hunt headed to the wind tunnel for the development of the 42 Limitless. They weren’t just out to make durable hoops, but ones that could help you eke out an aero advantage in a gravel race. A wide tire with knobs sits in front of the leading edge of a gravel wheel. That tread tends to produce more “dirty air” than a typical, smooth road tire. To manage that more turbulent airflow, engineers at Hunt went wide. The rims of the 42 Limitless have a 25-mm inner width, a 36-mm outer width and are 42-mm deep. Hunt says that shape can help you gain six to nine minutes throughout a 320-km race.

the C60 rims got the most attention, with their deeper rims, higher spoke count at the front and increased driving rigidity.

With the C36, however, less is more. The set with rim depths of 36 mm is for hilly and mountainous routes. The new rim is roughly 55 g lighter than the previous C40 rim. The comparison may seem unfair as the old rim is 4 mm deeper. But, the new C50 rim, for example, is a mere 10 g heavier than the C40.

All the new rims have internal widths of 21 mm. You can run tubeless tires or standard clinchers.

The design also handles crosswinds quite well. On my local gravel loops, I’m usually out of the wind, for the most part. But this past summer, I found gravel in the fields just inland from Lake Huron that get hit with some serious breezes. Those routes showed me the importance of crosswind stability and the micro-battles you can have at the handlebars as your front wheel faces turbulence. Hunt’s 42 Limitless wheels mean fewer micro-battles and easier steering for you.

I tested the wheels with a pair of 40c Pirelli Cinturato Gravel Hard Terrain tires.

I should have run them tubeless, but I threw in some tubes and got riding. All that rubber added about 1 kg to the 1,548 g set. One of the drawbacks of these big hoops is that you can pile on the grams if you are not careful. Hunt has long been a proponent of tubeless, so do go that route and save yourself a bit of weight. The carbon-fibre rims are optimized for tires 38c to 42c.

The wheels spin up really well thanks to the CeramicSpeed bearings. I’ve long been a fan of Hunt’s hub designs. Full-disclosure, I’ve been running the 30 Carbon All-Road wheels for gravel and cyclocross for almost four years. While my time on the 42 Limitless Gravel set is much shorter by comparison, I noticed quickly that the performance of newer wheels beats those of olds ones by a long shot. (huntbikewheels.cc)—Matthew Pioro

The latest wheels have a new freehub. Its aluminum construction shaves 45 g compared with the former steel component. The new spline pattern only works with the new 12-speed cassettes. (If you want to run your 11-speed cassette, you can get the Ultegra C36 set, which has the same rim profiles as the Dura-Ace, but weighs about 1,488 g, 138 g more than the Dura-Ace.) The freehub has an engagement similar to that of the xtr hub on the mountain bike side. All the changes to the Dura-Ace hub have boosted its driving rigidity, important for power transfer from cassette to hub through to the spokes and rim. You feel that driving rigidity when you accelerate. It’s something the pros were after during the development of the wheels.

I’ve had fewer outings on these C36 than with other wheels in this article as the Shimanos arrived close to press time.

What I have experienced is befitting of the Dura-Ace name: top-of-the-line performance. (bike.shimano.com)—MP

Canadian Cycling October & November 2021

Photos: Matt Stetson, Courtesy, Courtesy

Rims for gravel, road and singletrack – reviewed

GEAR

Heaps of Hoops

Bontrager Aeolus Pro 51 $1,855 In 2020, I was able to compare RSL and Pro models of the 37-mm depth wheels by Bontrager. Earlier this year, the Waterloo, Wisc., company launched four Aeolus rsl models and one Pro model. The second-tier Pro set of hoops made its way over to me afterward.

The team at Bontrager used a lot of computing power to come up with the rim shapes of the latest Aeolus wheels. The company says the rsl with the 51-mm depth is 16 per cent more aero than its previous xxx 4 model, which was 47-mm deep. The latest rim is also nine per cent more stable, especially in crosswinds. Some of those aero gains come from the rim widths: 23 mm internal and 31 mm external. Those dimensions even let you run slightly lower pressures for a smoother ride.

So that’s all very nice for the rsl 51, but what of my Pro 51? Well, the great thing about aero shapes is that regardless of what composite formula they’re made of – top-end carbon or the slightly heavier second-tier stuff – they cheat the wind just the same. The Pro 51 takes on some weight at the hubs, DT Swiss 350, too. In total, the Pro 51 tips the scales at about 1,590 g for the set, roughly 180 g more than the rsl 51. Not too shabby.

I remember that the differences between rsl and Pro models I tested last year were quite subtle. So even though I missed doing the head-to-head testing this year, I can’t say I really felt the absence of the rsl 51. That’s no slight on the rsl. It’s just that the Pro wheels roll so well. I even tried to slow them down a little with 32c AW3 Hard Case Lite tires. They are not Bontrager’s fastest treads, but these wide, puncture-resistant tires got a nice round shape hooked to the Pro rims. The whole setup was a pleasure to ride on long, hilly routes that took me out of the city and back again. (trekbikes.com)—MP

bearings. The company also says that if you wind up one of its wheels to 78 km/h, and then let it spin, it will take two hours and 45 minutes before it comes to rest. It’s kind of a goofy fact, but it’s definitely an image that’s easy to take in, unlike some of the formulae and graphs that some brands present.

During my ride, I never got the wheels moving that fast, but they do hold their roll quite well.

Last year’s Bora wto had both rim-

Campagnolo Bora Ultra WTO 45 $4,276 A colleague of mine who is a fan of gear but is rarely one to gush was quick to point out how good the Campagnolo Bora Ultra wto 45 wheels look. The lacquer-less finish is really eye-catching. It’s functional, too. Campy says the finish helps tubeless tires to seat properly. You won’t see any holes in the rim bed because the company has introduced its new Aero Mo-Mag system there. At each spoke hole, there’s an internal nipple seat that is part of the rim itself. In each seat is a perfectly oriented spoke nipple. Campy supplies a special tool for truing, which you can do with the tire still on.

Another set of stunners are the hourglass-shaped hubs. On the front wheel, the shell is carbon and aluminum at the rear. The freehub is quite quiet, emitting a purr when you stop pedalling. Inside are ceramic ultimate level technology (cult) bearings. Campagnolo says they have 40 per cent less friction than steel

brake and disc-brake versions. With the Bora Ultra wto lineup, which came out in April, it’s disc-only. That’s quite a modern move for the often-traditional Campagnolo. Take inner rim widths, for example. On the Bora Ultra wto 45 and 60 (the numbers indicate rim depth), the internal rim width is a conservative 19 mm. The Bora Ultra wto 35, for the climbers, has an internal width of 21 mm to balance weight and stiffness in the lower-profile wheel. Aerodynamically, all the rims are optimized for 25c tires.

The Bora Ultra wto 45 wheels are phenomenal on the roads. Campy may be traditional in some ways, but it always has a lot of polish. (campagnolo. com)—MP cyclingmagazine.ca

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Cadex 36 Disc $4,000 Setting up the Cadex 36 Disc wheels was a joy. Seriously, you tubeless-tentative roadies, it was great. It’s everything you hope a tubeless setup will be, if you have the right equipment. I’m not talking about an air compressor or floor pump with a massive chamber. No, you can get away with a regular floor pump here.

You see, I put on a set of 28c Cadex Classics tires. I fit them to the rims by hand, poured sealant in the tires and then pumped. I know what you're thinking: of course it’s easy when you use the company’s tires with its wheels. And you’re right. That’s the beauty of the system and the root of my quibble with it. Let’s start with the quibble.

Cadex has a list of tires that have passed the company’s test protocol for its hookless rims – about 15 models across four brands (two are Cadex and Giant). That doesn’t mean you can’t use other tires with the Cadex wheels, but you must be diligent when choosing your treads. Integration works great with the stuff that’s designed to work together, but as soon as you want to branch out, it gets tricky. That quibble is not just with the Cadex system, but the integration creep that is happening in other parts of the cycling world.

As for the performance of the Cadex tires and Cadex 36 wheels, well, it’s off the hook (but not off the hookless rims, of course!). The stiffness of the hubs and rims is high. The ceramic bearings roll incredibly well. The carbon aero spokes are light and slice through the air. The tires keep an excellent, rounded shape that offers superb traction in the corners. Their minimum pressure is 50 p.s.i., which I did try out on the road. Actually, Cadex’s tire-pressure calculator – which factors rider weight, tire size and inner rim width – recommends 56 p.s.i. for me, but what the heck. It was remarkable to have that level of cushioning with such a light and responsive setup. It’s quite the system. (cadex-cycling.com)—MP

We Are One Revive 29 $1,599

I

n 2017, former World Cup racer and Canadian downhill national champion Dustin

Adams started We Are One Composites. His company produces high-end carbon rims in Kamloops, B.C., for everything from DH to gravel riding (and as of August, a trail bike frame). I tested the Revive 29 rims with Industry Nine 1⁄1 hubs. The internal rim width is 25 mm and the depth is 19 mm, making for a radially compliant wheel.

I tested the 32-hole rims designed for cross country use with 2.1" to 2.35" tires. A 28-hole version is available for gravel riding and works with treads 38c and wider.

The Revives have an understated logo and solid, shiny raw carbon finish, which looks great. I rode these wheels quite aggressively and found that their compliance, as well as lateral and radial stiffness, were spot on. Despite a few crashes, which were not for the benefit of the wheel test, the hoops held up well. (Me, not so much.)

There was no loss of spoke tension. I did have to re-do the factory tape job on the rear rim. Not a big issue, but it slowed the initial setup.

Out on the trails, the Industry Nine’s freehub, with it’s fast four-degree engagement, sounded sweet while coasting. Overall, the wheels spin up very quickly. At $1,599, with made-in-Canada rims, these are a solid set of hoops well worth the investment. (weareonecomposites.com)—Sam Cohen

The M5 is Enve’s lightest and most narrow mountain bike wheel. Built for cross country racing, but said to be strong enough for everyday riding and training purposes, a set of 29" M5 wheels weighs in at less than 1,400 g paired with the Industry Nine Hydra CL hubs. With an internal width of 25 mm, these wheels work best with tires ranging from 2.2" to 2.4" wide.

Setting up the wheels was pretty straightforward. Standard rim tape and valves are included although they are not the proprietary insert-type used by Enve’s more aggressive wheelsets. The hookless tire bead, which means these hoops are technically the M525, helps to eliminate pinch flats. It was quick to seat the tire bead. The

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Canadian Cycling October & November 2021

Photos: Courtesy, Courtesy, Matt Stetson

Enve M5 $3,450

2.3 Schwalbe Racing Ray and Ralph tires I used could run a few p.s.i. less than in other wheels without the fear of bottoming out on the rim.

On the trail, the wheels accelerate quickly and provide precise steering that allows you to commit to a turn or line with confidence. When the trail gets rowdy and rough, the M5s do a good job keeping things under control. With only 24 spokes front and rear, and XC tires, I was avoiding some lines I would normally take with a more robust setup.

These wheels were a dream on the climbs. Not only are the M5s very light, they are also quite compliant, especially for a carbon wheel. Bumps and roots get soaked up and allow you to maintain traction. Your back will thank you at the end of a long ride. The wheels also come with Enve’s lifetime incident protection, so even if you find yourself on the wrong trail in a bike park and ding up your hoops, Enve has you covered. (enve.com)—Matt Stetson

Roval Control SL $3,400 Roval designed the Control SL wheels specifically to carry the world’s best riders to wins and podiums. They’ve survived Tokyo’s Izu mountain bike course to earn silver under Sina Frei. They’ve podiumed at World Cup races with world champion Jordan Sarrou. They’re also available to everyone, so you can have the same advantage at your next race.

How will these 29" wheels make you faster? Their 1,240-g weight – lighter than most of the road wheels reviewed in this article – helps on the climbs, as well as your acceleration out of the corners. Vertically compliant rims smooth out chatter and vibrations from rough trails to reduce fatigue, without losing the stiffness to corner hard and sprint for the line. Three-mm wide rim beads help to prevent pinch flats, which is good because riding is always faster than walking with a flat tire.

I’ve ridden the Roval Control SLs for a year. At first, I was skeptical that wheels this light, using traditional designs, could be strong enough for real-world riding. I’ve been repeatedly impressed, however, every time I put them on a new bike. Their price tag is steep, but there isn’t another wheelset out there offering this level of performance, at this weight, in a traditional production wheel. Sometimes a product comes along that truly stands out from the competition. The Control SL wheels do just that. Chapeau to Roval’s engineers. (rovalcomponents.com)—Terry McKall

DT Swiss XRC 1501 Spline One $2,600 The 1501 Spline One wheelset sits directly below DT Swiss’s World Cup-level 1200 wheelset. To keep the performance-oriented XC race wheels competitive, the 1501s were recently overhauled. The upgrade from alloy to carbon-fibre construction is the most noticeable change, but not the only difference from previous years. A new hub and rim profile complete the update.

DT’s actually changed the entire 1501 line, not just the cross country-specific xrc. The tougher xmc and enduro-specific exc also benefit from the overhaul. While the look stays consistent between rims, the carbon-fibre layups and wheel weights change according to the intended use of each wheel.

The xrc is the lightest rim. Since all three wheel types use a 30-mm internal rim width, the 1501 is on the leading edge of XC design. A wider rim helps maximize the advantage of wider tires – in the 2.3" to 2.4" range – which offer better traction and the ability to run lower pressures safely. The width also adds to the xrcs’ stiffness. There’s little noticeable flex on the trail.

Carbon-fibre construction keeps the weight low while still making a stiff wheel that will hold a clean line through hard cornering and rocky trails. The xrcs have excellent power transfer with minimal movement under effort. It’s easy to feel every watt going into your forward momentum. The downside is that the 1501s can feel unforgiving on long rides or through especially chattery trails.

To achieve a low, 1,544-g weight for the 29" xrc wheelset, DT Swiss Competition Race spokes are laced to the revamped 240 Ratchet exp hub. A 36-tooth ratchet is standard, giving the wheels 10-degree engagement, with the option to upgrade to a faster 54-tooth ratchet.

At $2,600 for a set, the xrc 1501 wheels aren’t exactly a budget-friendly option. But, compared with the top-end xrc 1200, you do save a considerable amount for a minimal weight penalty (84 to 133 g, depending on options). That price does include a 10-year extended fair-share warranty. Should anything go wrong, you can get a replacement for a small fee. (ogc.ca)—TM cyclingmagazine.ca

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B

Rubber for Rocky Roads Three tires for your gravel rides

T

he Goodyear Connector Ultimate tire A ($95, goodyear bike.com) is the company’s most versatile gravel tire – a Goldilocks if you will. It can take on tougher terrain than the Country, but it’s not as burly as the Peak. The Connector can help you link up tarmac, gravel side roads and some singletrack. The scaly-looking centre knobs roll quickly, while the Y-shaped blocks at the sides provide good traction in the corners. The Ultimate version of the Connector has Goodyear’s top features, including its Dynamic Silca:4 compound, 120 t.p.i. casing and bead-construction for both hooked and hookless rims. The 35c-wide Connector works

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Canadian Cycling October & November 2021

C

best on wheels with an inner rim width of 21 mm, but has no problems getting as narrow as 17 mm or as wide as 28 mm.

This past spring, Panaracer announced that some of its Gravel King tires would be coming out in lively limited edition colours: flamingo pink and pansy blue. Though these tires started getting snapped up as soon as they were available, there are still some that you can pick up. The tread pattern on the Panaracer Gravel King SS tire B ($74, livetoplaysports.com) tire – 32c wide in pansy blue – is pretty subtle in the centre and gets a little more aggressive toward the sides. It’s made with the company’s zero slip grip compound. Beneath is a 126 t.p.i. casing that will help the tire roll smoothly over a variety of surfaces. The Gravel King SS would be at home on dry, fast cyclocross courses, so the tire of spring is still a bright choice for fall.

The WTB Riddler tire C ($95, livetoplaysports.com) is a speedy tread for gravel races or anytime you want to move quickly on dry, rough routes. Its 37c width will provide a good contact patch as the low centre knobs give you grip when you’re barrelling straight ahead. The higher side blocks will give you traction when the route gets twisty. The casing has a thread count of 60 t.p.i., making for a durable construction that should have you cruising along bumpy side roads and some trails as well.— MP

Photos: Matt Stetson

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DESTINATION

TURKEY

Just Inland from the Turquoise Coast With quiet roads and remote trails, the Turkish Riviera is a great year-round cycling destination story and photos by Steve Thomas

I

t was around mid-morning near the end of a regional flight (following a long international one) to southern Turkey when I peered out of the airplane window to see huge rippling patches of snow below me. It wasn’t what I expected to see in April in this country on the Mediterranean Sea.

Alanya Istanbul

Pamukkale Selcuk Alanya Fethiye

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Canadian Cycling October & November 2021

A slow-paced road-riding trip along the southern coastline between Alanya and Selcuk was my plan, taking in many of the historical and cultural sights along the way. I also planned on venturing off the beaten track as often as possible to try to discover the “real Turkey” and its undiscovered riding.

Alanya is a seaside town dominated by a huge hilltop castle, which sits on a peninsula in the bay and is well worth a half-day excursion. After riding for

“The road gently climbed through remote forests and arid land toward Pamukkale.”

just a few minutes inland from Alanya alongside the Dim River, I found myself in remote countryside with lakes and snowy mountains for company, which made for a great and fresh start to my Turkish adventure.

Curiosity continued to lead me along a twisted and serene road toward the Koprulu Canyon National Park, which is dominated by its deeply dippy canyon of the same name. Heavily forested mountains and a skinny, broken road running alongside chilled aqua snow waters made for a great ride, which was seasoned with the real and rural Turkish life I’d hoped to find.

I stopped to take a few pictures of a family making bread and almost didn’t get to leave. One more flat bread, a few homegrown olives, sweet tea and a gallon of fresh river water later, and I was asked to take a snap of my host with his not-so-prized “bad-girl” cow, who had to stay inside because of naughty behaviour. It was a strange and welcoming day.

Fethiye and Pamukkale The morning I awoke in Fethiye, about 200 km west of Alanya, I was struck by the big turquoise sea. At this stage of my road trip, I was feeling a little travel jaded to say the least.

As I rode away from the main bay, leaving the chic and bustling marina, I pedalled onto a hilly open road. I was still so close to town, yet a world away from the hustle. The road gently climbed through remote forests and arid land toward Pamukkale, 200 km to the north, famous for its white travertine terraces.

My feet were icy cold as I plodded barefoot through the frozen waters on the travertines of the “cotton castle” (the translation of Pamukkale), which sits perched above the rooftops of the modern town and beneath the doorstep to the Roman city of Hierapolis.

A step to one side and finally there was some respite from the chill as I got into the flowing thermal waters.

I wondered about the Romans and how many ancient feet had padded here over the centuries. This was one place that I’d really wanted to see. It

Hierapolis

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Canadian Cycling October & November 2021

had been looming somewhere near the back of my mind since I saw a Steve McCurry (the photographer known for his National Geographic cover photo called “Afghan Girl”) picture of it. He had captioned it as one of the most magical places he’d ever been to, and he’s been to a few to say the least.

On the not so distant horizon lay the crinkly and crisp wall of the now-familiar snow-capped Taurus Mountains, which stand guard over this lush and green plateau and kept me company on the journey. The mountains are laced with gravel roads, although I was a little early in the year to ride that high.

Selcuk My final stop of this trip was Selcuk, a town I’d passed through once before but had never had the chance to spend time in. I was back on the coast, 190 km west of Pamukkale. Fittingly the covers on this magical journey would close at the town’s hilltop castle, much as they had opened in Alanya a week earlier. Apart from Ayasuluk Castle, I also took in the ancient city of Ephesus and the shrine called the House of The Virgin Mary. It really is astounding just how deep and varied the history runs along this coastline – far more so than I’d ever imagined.

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Pamukkale

Details When to go The riding is good year-round, although midsummer gets very hot along the coast. During midwinter, the higher mountains can get snowy, wet and cold – making the spring and autumn the best times to ride.

Where to ride There is superb road and gravel riding everywhere along this coast. As long as you head inland and avoid the main roads, it is hard to go wrong.

Where to find support There are several good bike shops in Antalya, one in Fethiye, and other smaller shops all over. Be aware that gravel bike parts are not easy to find (yet).

How to get around There is a very good and affordable domestic flight network as well and numerous buses along the route.

Renting a car is a great way to see the best of the area, aside from bikepacking or touring, of course.

What you should know before you go Canadians can arrange tourist visas online, or pick them up at major airports upon arrival. Do keep an eye on travel guidelines and restrictions as the pandemic keeps things in flux.

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cyclingmagazine.ca

63

Q&A

by Tara Nolan

T

he pandemic gave current Canadian cyclocross champion Michael van

den Ham the opportunity to focus on his coaching career, give back to the cycling community and explore stunning trails in his own backyard. But he’s

eager to get back to a stacked season of races. Though van den Ham’s focus is 100 per cent on cyclocross, he likes the valuable cross-training that gravel and mountain bike rides provide. This past summer saw him enjoying a few races.

Fall brings a ’cross-heavy calendar and a chance to defend his national title.

You ride gravel, but it also seems like you’ve been spending a lot of time on your mountain bike. Have you been doing both this year to train?

I try to ride all of my bikes just to mix things up. Being able to switch things up breathes new life into training. Having the crossover is mentally really refreshing.

Which races will bookend nationals in Langford, B.C.?

I actually have a really, really heavy ’cross calendar from the middle of September through the end of October. There’s a little bit of downtime in November before nationals. The plan is I’ll do some of the local racing series.

Right after nationals, I turn around and go to the Pan-American championships in Texas the following weekend. Then I hope to go to Europe and do the Christmas block I’ve typically done.

Did the pandemic allow you to focus on anything that you might not have had the chance to do otherwise?

Michael van den Ham A ’cross champ cross-trains for the ’cross season ahead

Last year was a very strange year – I feel lucky I got any racing in at all. I was working for Cycling BC with the iRide school program. In a normal year, there would have been no way I’d be able to do that. The pandemic also forced me to evaluate a lot of how I do my coaching – what’s motivating people – and being able to build that part of my career a bit more.

You got to Europe midway through the past cyclocross season.

Did you learn anything that could help you in the future from last year’s strange racing calendar?

It reinforced things I maybe already knew about who I am as a rider. It was tough for me to drop into the middle of the season. I was almost leaving by the time I really got into the swing of things. It forced me to evaluate how I was doing some of my summer training. I’m getting older, and it seems like doing hard starts isn’t getting any easier. I spent time on being more explosive, being able to do those accelerations better.

Last year there was a plan to do some mountain bike races – Canada Cups,

Lives Chilliwack, B.C. Born Aug. 2, 1992 Bikes Giant TCX (CX), Giant Revolt (gravel), Giant Anthem (MTB)

“I spent time on being more explosive, being able to do those accelerations better.”

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Canadian Cycling October & November 2021

nationals and maybe Mont-Sainte-Anne (which were all cancelled). Will that be the plan for 2022?

I would like to do something that resembles a more complete mountain biking season if it fits. I’ve raced a little in the past, when I was getting into the sport around 16 or 17. It would be great to have a crack at it.

You mention on your website that one thing that separates you from your peers is that you’re one of the few who balances a full-time job with racing.

How does coaching help?

Coaching is something I really enjoy. I think I do a good job. I really like being able to share all the things I’ve learned over a career of racing and dig into what will make other people successful. It’s so individual. It’s easy to get sucked into focusing totally on my last race, my last workout. That can be a negative headspace if things aren’t going well. Coaching other people helps me take myself out of it a little and have something else during the day. I think being a coach makes me a better athlete as well.

Photo: John Gibson

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