Mountain Flyer Number 10

DEFINING THE ROCKY MOUNTAIN CYCLIST

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UNRAVELING THE HANDMADE WHEEL 530 MILES, 60,000 FEET: THIS IS A RACE? MYSTERIES OF THE KAIBAB CRESCENT A TWO-WHEELED SCAVENGER HUNT

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THE TRACK

editor/publisher brian riepe publisher steve mabry managing editor caroline spaeth art director chris hanna creative editor james e. rickman roving artist gloria sharp copy editor trina ortega writers Than Acuff Christina Buchanan Mary Burt Marty Caivano Darren Dencklau Erin English Jim Fitzgerald Nate Habenstreit Chris Hanna Yuri Hauswald

Jill Janov Rebecca Kane Jessica Kisiel Josh Liberles Riley Polumbus James E. Rickman H. E. Sappenfield Rick Wetherald Jim Williams

photographers devon balet marty caivano eddie clark daren dencklau liam doran xavier fane nate habenstreit hurricane hanna

mike kane sterling lorence rob mcpherson riley polumbus james e. rickman brian p. riepe dave silver caroline spaeth

jason trim geoff waugh jim williams andrew wilz mark woolcott chris wright

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cover photo: Cover Photo 2008 Š Andrew Wilz Karl Adam catches psychedelic sunset on the Ridge Trail in Snowmass, Colo.

Subscribe online at www.mountainflyer.com or mail subscription card to: mountain flyer magazine, p.o. box 272 gunnison, co 81230 Mountain Flyer magazine is published quarterly and is available nationwide through select Barnes & Noble, Borders and REI locations, as well as fine bike shops and coffee stores throughout the Rocky Mountain region.

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Mountain Flyer magazine is published quarterly by Secret Agent Publishing, LLC, 309 South Main Street, Gunnison, Colo. Periodicals postage permit pending No. 1 at Gunnison, Colo., and additional mailing offices. Periodicals postage permit pending No. 543 at Denver, Colo.

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NUMBER TEN

12 14 18 20 22 25 30 32 34 36 52 65 72 74 77 100 109 138

Editorâ&#x20AC;&#x2122;s Note Letters Fly Over â&#x20AC;&#x201C; News and Notes Cyclingâ&#x20AC;&#x2122;s Cut Man in the Corner by Yuri Hauswald Injuries are Opportunities by Jessica Kisiel Riders Journal Seeing Light the Hard Way by Mary Burt Colorado Trail Race Report by Than Acuff Bike Packing â&#x20AC;&#x201C; Lightweight Set-Ups by Alison Gannett Completing the BC Bike Race by Scott Penzarella Urban Assault by Marty Caivano Handmade â&#x20AC;&#x201C; A Few Thoughts About Wheels by Riley Polumbus Training â&#x20AC;&#x201C; Picking up Speed for Cross Season by Rick Wetherald Recipes for a Balanced Diet by Christina Buchanan Paraphernalia â&#x20AC;&#x201C; Whatâ&#x20AC;&#x2122;s New for 2009 Mysteries of the Kaibab Crescent by James E. Rickman Community Pages Tailwind â&#x20AC;&#x201C; For Whom the Bells Toll by Rebecca Kane

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twenty-five

Injuries are Opportunities

Riders Journal

sixty-five

seventy-seven

A Few Thoughts About Wheels

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absurd ventures

Editor’s Note

The trail in front of me snakes through alpine grasses and patches of psychedelic red and white mushrooms. Recent rain has left the soil damp but firm, and my tires seem to stick to the ground as I cut and dive through rocky sections. The air is still and I ride in virtual silence through patches of fog mingling with the morning sun.

The Monarch Crest Trail is a flowing segment of singletrack where the Continental Divide Trail and the Colorado Trail converge and traverse the alpine ridgeline of the Collegiate Range west of Salida, Colo. It’s a magical place and I’m lucky to be here.

I ride for several miles before intercepting the Colorado Trail, which connects from the north, gaining the ridge after climbing several thousand feet up South Fooses Creek. Reaching the intersection, I stop and stare forlornly down the drainage. The trail plunges about 400 yards before fading into shadows of the conifer trees below. There is no sign of human life.

My plan for the day is a long shot: to ride out and back on the Crest Trail from Monarch Pass to Marshal Pass, hoping to haphazardly meet and photograph one of 23 riders who are scattered between Denver and Durango competing in the Colorado Trail Race. The leaders could be on the Crest Trail section this morning. Sometime. Maybe.

I reach Marshal pass in about an hour, predictably seeing nobody on the trail. My return trip is quiet and soon I’m back in the same beautiful spot, staring stupidly down South Fooses Creek thinking that any minute someone will appear out of the woods.

Time passes. I sit on the ridge. Buzzards circle. I contemplate defeat but just can’t give it up so I decide to gamble further with my time and descend the drainage. Meeting a racer seems improbable. My sordid history is full of such absurd ventures.

Hope springs eternal in the fool’s progress.

In many ways, launching Mountain Flyer was a similar, unlikely gamble. One other publisher even said straight up: “It won’t work.” But this is a gamble in which we have some control over our odds. Our hard work is paying off.

We’ve reached a milestone with this issue: Number 10. Ten felt entirely out of reach when we were watching Number 1 rolling off the press, but here we are four years later with a bundle of back issues in our messenger bag and ambitious plans for the road ahead.

We now carry momentum and it’s the result of two groups of people. One is Mountain Flyer’s team creating the words, images and designs that fill our pages. The other group is you, the riders who hold astonishing enthusiasm for adventure and speed and the beauty of the bicycle and all it represents. We'd love to hear your thoughts. Send us a letter or record your thoughts in a smear of bearing grease on an old energy bar wrapper and drop it off with us as you ride by.

Cheers,

P.S.: After descending South Fooses Creek trail for less than half a mile, I nearly smacked straight into Jay Shelman who, two days later, finished second in the Colorado Trail Race. I got a decent picture too (see page 33).

12

Letters to mountain flyer Bikes In Iraq Editor: The military is interesting—when observed with the right angle of repose and adequate servings of beer. From this vantage point, concepts become funny, incongruous alliterations strung out to yield illogical processes that seem to be the cornerstone of an army career. Bikes on the other hand, make complete sense.

So when these two concepts collide, an interesting subculture materializes.

Recently, I was granted the luxury of deploying to Balad, Iraq. Balad is somewhere in the middle of it all, a bit north of Baghdad, the major oil refineries and most of the bad parts of town. From August ’07 to February ’08, I lived encapsulated within concrete, aviation grade composites and sand. It’s actually incorrect to call it sand. It was too fine, not even silt, but the finest particle prior to becoming atomic. Talc. When I was a kid years ago playing in the forest, we would invariably happen upon what we called smoke bombs; some sort of fungus encapsulated in a round outer shell. Once squeezed, it would explode in a small puff of dark spores, but of course we just thought it was smoke. The spores would puff out in a billowy cloud and then slowly, gracefully trickle toward the ground in gentle silence. Even 30 years later, in a foreign land, my wheels would roll through the talc and I would remember the smoke bombs we liberated as a child.

Upon arrival, I was bound by the distance my feet could travel in a day and of course the security of our concrete barriers. I saw friends already established there on bikes, squeaking by happily with their proud handlebar baskets and five-pound Kevlar helmets.

It soon became apparent there were levels of hierarchy in transportation methods on base. For weeks I grumbled at the guys screeching by on their bikes.

They looked so comfortable, moving quickly, pedal strokes churning away with cyclic propulsion. As soon as I was able to get on the Internet, I contacted my trusty bike pusher Heath Garvey in Fort Collins and begged him for a bike. We 14

Rocky Mountain transplant Gretchen Moran needs more than reflectors and a good headlight to safely commute by bike in Iraq.

agreed that gears and cables would deteriorate quickly in these conditions, and he helped me find a beautiful powder blue cruiser with a basket setup on the back.

Grateful for his help, I anxiously awaited.

I begrudgingly walked for another three weeks, waiting for the bike delivery and instant promotion in our little bike society.

Here on the air base, the sub-groupings in bike ownership sorted themselves into three categories. First there were the ghetto bikes, held together by duct tape and paper clips, bare brake pads and “taco-ed” wheels left for dead. These were the working class bikes for those who could not afford anything more or for those who didn’t want to be burdened with locking their bikes. These $50 purchases boasted full suspension and 18 gears for at least the first week of ownership. The owners typically cursed their bike for their mechanical failures and refused to spend a penny on repairs.

Many owners acquired their bikes as hand-me-downs from the previous unit.

The final defining characters of all these bikes were their telltale noises. Each one squeaked from a dry rusty chain, a bent axle and/or frame and a creaking bottom bracket. Somehow, they kept on rolling.

Next came the gear geeks; yes, my friends, they exist even in Iraq.

Exhibitionists in their own right. You may have seen one on any given day during Fat Tire Bike Week rolling around with shiny XTR and no idea how to use it. One guy in particular managed to spend more than $3,000 on a full-suspension bike and upgraded to the newest and coolest halogen headlights monthly. Yes, monthly. Combat pay hard at work.

Don’t get me wrong, $3,000 on a bike is an honorable purchase, but not to ride on steamroller flat terrain. It was easy to chuckle at these fellows when they justified walking their bikes through the gravel for fear of straining their derailleurs. As

Letters to mountain flyer one gentleman rolled through the gravel, he was kind enough to explain that I needed gears to ride properly through the stuff and then he promptly fell over. Poor guy, I think he bent a few spokes in the process, too.

Then there were the hot-rod guys, who lived even further along the fringes of bike culture. These chaps poured their heart and soul into creating the most unique frames and eye-catching designs.

One gent routed his drivetrain through his handlebars and somehow pedaled with his arms while his legs rested on foot pegs. Another built a fully chromed low-rider with a wheel-generated headlight and a matching skullcap helmet.

Although their creations were rather conspicuous, it was obvious their efforts followed a more artistic mindset and they rode for the love of riding. I suppose they were the elite of the bike world in Iraq.

They had a secret chop shop where they housed everything from bike stands to welding equipment. It was an underground operation and kept on the down low. They maintained an air of secrecy

16

and a small, tight-knit group. My bike fell somewhere outside this category, but my white walled tires and the 1950s cruiser styling did grant me a nod of recognition now and then.

What I found remarkable from my outsiderâ&#x20AC;&#x2122;s view was the utility of those two-wheeled machines. No matter what category it belonged to, each bike served an important purpose. We lived and worked on the busiest, most congested air base in Iraq, but somehow our bikes commanded the right-of-way from combat transport vehicles and five-ton trucks.

No one rode alone; there was always a familiar face cruising nearby and somehow enough bike racks to store them all.

We wore our combat uniform or flight suit in the appropriate military standard but shared the distinctive fashion of a flashy helmet and snazzy gloves.

In those moments on the bike, we were somewhat unique, and in this regard the bike made the half-mile trip a soughtafter pastime. My job took me to many other locations throughout the Iraqi countryside, and though I viewed each

place under the green glow of night vision goggles, it appeared the bike phenomenon was exclusive to our particular location. I'm certain there were a number of factors impacting the differences, and I couldnâ&#x20AC;&#x2122;t help but think that Darwinian forces were busy at work here in Iraq.

Now I am home from the Iraq war and back in Germany, sitting on the porch with a delicious German beer remembering those remarkable moments that one could never expect in a combat zone. Bikes, everywhere. They still make the world go â&#x20AC;&#x2122;round.

My beautiful powder blue cruiser remained in Balad, still serving its purpose with style and grace. I miss it, but I know that it makes that half-mile a pleasurable experience for anyone who rides it. Thank you again for living your lives on two wheels and cultivating an elegant lifestyle. Your influence reaches far and wide, I can assure you of that.

Cheers, Gretchen Moran Ansbach Army Heliport, Germany

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17

FLYOVER

news and notes from around the region

Grand New Trail Flows on Grand Mesa

Courtesy COPMOBA

GRAND JUNCTION, Colo.—If you’re not familiar with Grand Mesa, it’s an expansive alpine plateau rising majestically to 10,000 feet over the desert floor southeast of Grand Junction, Colo. Basalt cliffs rim the mesa’s relatively flat top, which is littered with lakes, aspen and pine groves and grassy meadows.

It sounds like a good place for a great trail, right? Lorin Paulson, District Recreation Manager for the Forest Service, thought so, too. In fact, she pegged the area for a trail way back in the early 1990s.

“I took a video and identified it back then as a potential route to provide a good mountain bike experience,” Paulson said.

Unfortunately, there was no funding, and Paulson had to put the idea on the shelf, where the map lay gathering dust.

There it sat until in stroke of luck Dan Antonelli, a board member of the Colorado Plateau Mountain Bike Association (COPMOBA), approached Paulson about building a trail in the area.

Typically a new project proposal is very slow to get through federal agencies but since Paulson already had it in the management plan, she “dusted off the map” and things happened relatively quickly.

After all the necessary impact studies were completed, COPMOBA and the Forest Service got ready to commence work. Building these trails in such a A volunteer trail worker hauls tools and supplies along Grand Mesa’s new Flowing Park Trail. The remote alpine area, however, offered logis- trail is so remote, workers had to set up a weeklong ‘spike’ camp to complete the project. tical challenges. Getting volunteers and tools into the area would require a massive effort.

“We started our adventure on a Sunday evening,” rememThe solution presented itself in the form of an unlikely bered one of the teenage volunteers. “We hooked trailers, alliance with the Back Country Horsemen, a group similar to strapped with supplies, onto our bikes and pedaled 3.5 miles COPMOBA but for horseback riders, and a group of teenage from the trailhead to the spike camp.” volunteers who joined forces with the mountain bike association After an entire week of camping and trail work, all the to make the new Flowing Park Trail a reality. efforts paid off and, as of press time, the new Flowing Park “Joint efforts are to our advantage. We need to maintain Trail, a 15-mile loop hugging the rim of the Grand Mesa was trails, but we can’t do it all by ourselves,” said Neil Mutzbauer, nearly complete. Trail signs will go up in the future. Antonelli trail project coordinator for the Back Country Horseman. “So far warns that route finding will be hard right now because parts it’s been a very good working relationship.” of the trail are only flagged but the rest should be completed “We decided a backcountry ‘spike’ camp was the only way in 2009. we could get volunteers up here to work on remote sections of To reach the Flowing Park Trail from Interstate 70 take the the trail without everyone having to commute 4.5 miles each Grand Mesa Scenic Byway (Hwy. 65) to Lands End Road (Forest way to the work site,” said Kevin Foote, one of COPMOBA’s Road 100) and continue 1.2 miles to Flowing Park Road (FR project managers.

109). Follow FR 109 5.5 miles to the Flowing Park Reservoir So the Back Country Horsemen helped pack in supplies for Trailhead. At the trailhead, the road is blocked by a gate and a base camp and an extended trail work party was organized. closed to motorized vehicles. –B. Riepe 18

news and notes from around the region BOULDER, Colo.—Boulder’s fervent cycling community is banding together along with IMBA, professional trail-builders and, encouragingly, even city government to create a bike park like nothing you’ve ever seen before.

The Boulder Parks and Recreation Department has entered into a public-private partnership with Boulder Mountainbike Alliance (BMA) to develop 45 acres of the 132-acre Valmont site, located at the intersection of Valmont and Airport roads in Boulder, which the City purchased in 1995.

“Once completed, the Valmont Bike Park will be one of the most comprehensive, progressive urban bike parks in the world,” said Bobby Noyes, BMA’s Valmont Bike Park Coordinator. “It will also be one of the most scrutinized. The City of Boulder is behind it 100 percent, and our relationship is excellent but since it will be located in a modern city park, it will have to meet their standards.”

Meeting those standards means the bike park can’t just be designed and built by a bunch of dudes who like to ride bikes.

“Everything will need to be professional and meet engineering standards,” said Noyes. “If we have a wall ride, it will need to be designed and built to withstand years of abuse. That means we need to hire experienced pros to design and engineer all the trails and features.”

The proposed park elements include mountain bike trails for all abilities, a complete cyclocross track with permanent features like a start/finish, stair climbs and barriers, a pump track and possibly even a skills area, gravity trails and dirt jumps.

These features aren’t in your typical city park, so landscape architects will have to work closely with trail-building professionals and cyclists to make it all come together.

The process is well underway. BHA Design, Inc., has been hired as the prime contractor to coordinate the overall park design, while the bike-specific elements will be designed by a team including Pete Webber of IMBA Trail Solutions, Judd DeVall of Alpine Bike Parks, LLC, and Chris Bernhardt of Alta Planning + Design.

“The goal is to build a very high quality park that blends techniques from the professional fields of landscape architecture and trail-building,” said IMBA’s Pete Webber. “We're talking

Courtesy BMA

Buy a Brick for Boulder’s Bike Park

An artist’s rendition of Boulder’s new Valmont Bike Park illustrates the park concept and its proposed features.

about all-weather trails, bomb-proof technical features, a permanent race venue and a public plaza. It will be expensive compared to a typical bike park but normal compared to traditional ballfields or playgrounds.”

The City of Boulder is providing the land for the bike park but it’s up to the cycling community and the Parks and Rec Department to raise the funding.

“Hiring professionals will cost a ton,” said Noyes. “We will have spent many thousands before a shovel ever breaks ground.”

BMA is currently seeking major corporate sponsors for the park and finalizing a $200,000 grant request from Great Outdoors Colorado. But as always, they need to show public support as well. That’s where we come in.

Any individual or company interested in supporting the project can donate by purchasing a brick, which will become a permanent part of the park. A minimum donation is $25.

Currently, all the features are only proposed.

“The more money we can raise, the cooler it will be,” said Noyes.

For more details and information on how to donate to the Valmont Bike Park, go to www.valmontbikepark.com. –B. Riepe

Rocky Mountain Region Gets Its Own Bike Show BOULDER, Colo.—A new bike show is coming to the Rocky Mountain region. Miles Ahead Events and Hudz Enhancement Brake Hoods are joining together to produce the first annual Rocky Mountain Bicycle Show.

The bike show, to be held Nov. 1-2 in the Glenn Miller Ballroom on the University of Colorado campus, will showcase many of the best framebuilders in the country and allow consumers a chance to get their hands on the latest components.

“This show is all about community,” said Carol Johnson of Miles Ahead Events. “It will bring builders from the area together to get to know each other better and will also allow consumers the chance to get to know the framebuilders.”

With commitments from regional builders including Moots, Black Sheep, Rene Herse, Temple, Tiemeyer, Nobilette, Luna,

Citizen and other exhibitors from around the country including Courage, Ruegamer and Crumpton, the event promises to be a tour de force of custom bicycle building. Attendees will be able to see some of the finest examples of steel, aluminum, titanium and carbon craftsmanship.

“We wanted to make the show as affordable as possible, so getting in the door is only $5,” said Lance Johnson, Hudz CEO. “In addition, half of the proceeds will go to the University of Colorado Cycling Team because we wanted to make the focus about giving back to the cycling community.”

With the Boulder Cup and Redline Cup Cyclocross races in town on the same date, it’s sure to be a busy weekend in Boulder.

For more info call Carol Johnson at Miles Ahead Events, 303.506.6252 or go to www.rmbshow.com. –B. Riepe 19

myron billy: cyclingâ&#x20AC;&#x2122;s cut man in the corner Fast fists and fancy footwork arenâ&#x20AC;&#x2122;t the only things that boxing legends have in common. Behind each boxer is a good corner man, the person tasked with not only coaching and moral support but, more importantly, the person who can fix facial lacerations with petroleum jelly, stem nose Photo courtesy of Nat Ross

bleeding with a cotton swab soaked in adrenaline hydrochloride and reduce facial hematomas.

Whether fixing flat tires or a deflated morale, Myron Billy is one of the best 24-hour support specialists money canâ&#x20AC;&#x2122;t buy.

by Yuri Hauswald

20

Just as in boxing, behind every 12 or 24-hour endurance cyclist is a pit person. It’s a nerve wracking job and, much like the boxer’s corner man who has to be prepared for any ringside disaster, the pit person has to be ready for any catastrophe like a blown hub, dead battery or bloodied rider that could come rolling in. This job requires a very special person, a master mechanic, a friend and therapist, one who makes split second decisions, works under pressure and deals with the mind-numbing boredom of anxious sleepless hours between his rider’s pit stops.

friend Mike Janelle, helping the duo set the course record. Myron had the Midas touch again the following year at Moab when he guided Mike Janelle and Nat Ross to a hard-fought victory in the pro duo category.

When asked about ringside race disasters for Nat, Myron says there have been few if any.

“The only time I have seen him in the drink was at last year’s Payson Stampede 24-hour race when he got a flat tire and could not make up the time on Tinker Juarez. He almost pulled it, but after he warmed up and we had ‘the talk,’ he got back on

Myron’s desire to keep it fun has its roots in his membership in a shadowy, underground crew of some of the fastest riders, past and present.

Myron Billy is that special pit person, friend and master mechanic for endurance racer Nat Ross (Subaru Gary Fisher).

Myron is cycling’s equivalent of a boxer’s cut man, but instead of shoving cotton swabs up his racer’s nose or applying an enswell to limit facial swelling, he must be ready with such things as ice water CamelBaks, hot soaked towels, Gu and Ibuprofen.

Although Myron and Nat have only been working together for five years, their synergy, which is immediately apparent by their brotherly relationship, is symbiotic and has helped push Nat to the top of the world’s endurance race scene.

Myron began working as a wrench at Basement Bikes in Tucson, Ariz., in 1996, honing his skills and quickly working his way up to head mechanic. In his free time, Myron explored the desert on a custom 29er singlespeed, cognizant of the stability and speed that this wheel platform provided, as well as the Zen nature of pushing one gear. The ensuing years saw Myron work at other high-end shops, wrench for the Ford, Tokyo Joe’s and Health Net cycling teams and run pit for the Nike Adventure Team captained by Colorado hard man Jay Henry.

It was a serendipitous bike ride with mutual friends in 2002 that brought Nat and Myron together. As Nat remembers their first encounter, “He was rockin’ baggies and a T-shirt and loaned me a spare tube. After several recovery beers, we discovered that he was college roommates with a high school buddy of mine.”

Recently crowned 24-Hour Solo Global Champion for the second time, Nat knew right away that he had to have Myron in his corner as his pit mechanic. To which Myron replied, “Oh, hell yeah.”

The dynamic duo first paired up for the 24 Hours of Moab in 2004 and then again in 2005 for the 24 Hours of Temecula, a race that saw Nat set a new course record (21 laps) on his way to victory. It was at this race that Myron got some insight into the physical and mental capabilities of his fighter and was impressed by how Nat put all of himself into each race. He also discovered that Nat was a little A.D.D. when it came to his race planning, which included expected lap times, a meticulous schedule of food and drinks and exact times for sunset and sunrise.

A true testament to Myron’s 24-hour ringside skills was at the 2006 Payson Stampede when he tag-team pitted for Nat and Rebecca Rusch (Specialized). Even when both riders pitted at the same time, Myron was able to keep his cool, not get stressed and properly take care of their race needs. That same year at the 24 Hours of Moab, Myron wrenched for Jay Henry and his good

and finished second.”

Like the corner man who has to cajole, prod and encourage his fighter to step back out for another round of possible pummeling, so too does the pit person.

“If Nat’s legs are tired,” Myron said, “I just talk him into riding and then he’s good.”

But Myron acknowledges that “the mental aspect is tricky when he starts to doubt himself and doesn’t want to put himself in the race. That is where I have to play therapist and squelch the demons.”

Knowing his rider’s physical and mental limits is imperative for this relationship to work and can take years of working together to foster a level of trust and understanding. Myron and Nat have built a solid foundation of trust in a relatively short time “Myron is the man, plain and simple,” said Nat. “His passion for bikes is unparalleled. In the pit, Myron is low stress, prepared for any disaster and always keeps it fun.”

Keeps it fun? How can staying up for 24 hours taking care of a needy, highly competitive racer be fun? According to Nat, Myron brings flavor to every pit.

“The last international race he was at he was sporting a sombrero,” Nat said. “He always shows up with goodies that he’s found at a thrift store, rockin’ tunes, custom Vans, ridiculous Oakley shades and malted recovery beverages.”

Myron’s desire to keep it fun has its roots in his membership in a shadowy, underground crew of some of the fastest riders, past and present, on the mountain bike race circuit called the Renegades. MJ, Hutch, Jungle, MT, the Hurricane were a few of the Original Gangsters in this cabal who were known to kill it on the race course with smiles on their faces and mischief up their sleeves.

Most recently, he was spotted at the BC Bike Race navigating the Subaru Gary Fisher RV through the Canadian wilderness with an inflatable alien as his co-pilot.

“Myron has nicknames for the racers and knows how to push their buttons when the heat is on,” Nat said.

Being able to push Nat’s buttons has helped propel the duo to the top of the endurance race scene as evidenced by Nat’s quiver of national and world titles and just last season his win at the 2007 eight-race USA Cycling Endurance Series.

With Myron firmly entrenched in his corner, Nat will definitely be stepping back out into the race ring for more fun and punishment. Let’s just hope that there are no facial lacerations or hematomas his cut man has to deal with.

21

Face plant specialist Mitch Fedak sets himself up for an ‘extended rest period,’ a.k.a. recovery time.

by Jessica Kisiel

Brian Riepe

injuries are opportunities

making the most of your time off the bike Lying on the couch with fresh stitches in my thigh, as the ice pack begins to drip, my head is spinning from the pain medication. The sun is shining and I can see the mountains from my window. I haven’t ridden my bike for four months and couldn’t walk without a limp before surgery. Last summer, I was training for the Leadville 100 mountain bike race. This summer, I am reading, reconnecting with friends, resting, developing my upper body strength and enjoying more of my husband’s gourmet meals.

Injuries happen. When you push your body year after year with more miles, harder intervals and longer workouts, it’s hard to avoid a physical setback once in a while. In my 10 years as a competitive mountain biker with a pro license since 2004, this was my fourth surgery and the second season I missed due to injury.

Fortunately, success in cycling requires much more than bike training alone. As a cycling coach, I have advised several athletes on coping with injuries and alternate workouts. For my clients and myself, I have found that keeping a positive attitude, definitely difficult at times, and embracing time off as an opportunity can facilitate recovery and enhance future sports performance.

When I was laid up, it was important for me to concentrate on what I could do and not dwell on what I couldn’t. If you find yourself unable to ride and out of your training routine, try some of the following suggestions to help your cycling and your sanity.

MAINTAIN YOUR GEAR When is the last time your bike was overhauled? Tired of the 22

chain skipping a gear as you shift? Use your downtime to tune up your equipment. Perhaps you have always wanted to learn how to re-cable your bike but never had the time, well here it is.

Order any parts that need replacing and other things just for a fun: a new saddlebag, colorful grip tape, loud bell, streaming tassels, whatever makes you smile. I was given a red saddlebag with dog prints that I’m looking forward to using this season. If you’re not inclined to work on your bike, take it to the shop or ask your husband to do the work like I did. Removing the temptation to ride and the constant reminder of your injured state may help ease your guilt and anxiety.

LEARN YOUR TRAINING AIDS What do all those buttons control on your heart rate monitor?

Heart rate monitors, bike computers and power meters offer vast amounts of data about your training. Odds are these technological devices provide more information than you’re currently using. Find out what what’s available and how you can best use these records to enhance your workouts.

STUDY TECHNIQUE AND STRATEGY Regardless of whether you prefer dirt or asphalt, you can still learn more bike handling techniques and race strategy from watching videos and reading books and articles. I bought “Mastering Mountain Bike Skills” to learn what I could use personally and also in teaching mountain bike clinics.

PLAN FOR YOUR RECOVERY Start with an honest evaluation of your strengths and weakness and where you need to improve to attain the results you desire.

Determine what types of workouts will target the skills and abilities that are limiting your success. Make preparations to include this training in your future sessions by documenting it in your training log.

STRETCH AND STRENGTHEN A forward flexed cycling posture tightens hamstrings and can lead to lower back pain. If your injury allows, try regular stretching, particularly lower body stretches, and strengthen your core with resistance exercise. The stronger your core, the more efficiently power is transferred to the pedals. Since my injury was to the hip, which is difficult to isolate, and central to movement of the body, I was very limited in what I could do initially, restricted to upper body movements only.

GET MENTAL Do you ever psych yourself out on a familiar section of trail before you even get there? Our minds have a large impact on cycling performance, and the influence only increases with higher levels of competition. Is mental training part of your plan? If not, this is the time to include it.

Deep Breathing: Learning to control race anxiety by developing a deep breathing practice that you can use quickly in any setting, like the start line, can mean the difference between winning and not placing. During my downtime, I had weekly biofeedback sessions where I learned how to reach a clam, relaxed state of mind.

Self-Talk: We all talk to ourselves. Tune into the messages you hear. Learn to recognize your inner dialogue

and work to restructure any negatives into the positives.

This strategy can assist your recovery process and will also be helpful on the bike. Instead of thinking how much farther, think instead how every pedal stroke is bringing you closer to the top.

Goals: Set goals for your recovery, for the upcoming season, for the month, for the week and for each workout.

PAMPER YOURSELF Consistent riding and training requires extreme dedication and sacrifice. What are the things you skipped or didn’t make time for because you had to ride? I recently saw my first opera, attended a wine tasting seminar, enjoyed outdoor concerts and spent time at a spa enjoying luxurious hot water soaks and deep tissue massages. To get outside more, I played golf using a cart. I developed a greater appreciation for food cooking new recipes with my husband, such as spicy fried fish with homemade tartar sauce and farfalle with carbonara and spring peas. I also bought myself new clothes, began writing, played board games and spent more time with my friends, my family and my dogs.

Cycling is an important part of life but it’s not the only thing. Relax, accept your injury and view it not as a burden but an extended rest period. Use your time and energy on other aspects of your sport and your life that you’ve neglected because of long training hours, regular racing and frequent travel. My time off has helped me become a stronger mental athlete and a more knowledgeable cycling coach. I’m even starting to take my own advice.

Jessica Kisiel, MS is a licensed USA Cycling Coach, wellness coach and personal trainer. Her website is www.kisielkoaching.com

Gloria M. Beim, M.D.

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[ridersjournal]

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leadville trail 100

Brian Riepe

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leadville trail 100

Brian Riepe

Left: Fifty miles into the Leadville 100, Dave Wiens digs deep as he leads Lance Armstrong and the two head back towards the finish line in Leadville, Colo. Wiens, who attributed his record-setting pace to the 90plus-mile duel with Armstrong, eventually rode away to win the race in 6 hours, 45 minutes and 45 seconds.

Above: Gunning for a Leadville double crown, Keri Nelson of Gunnison, Colo., powers her way across the flats above Columbine Mine, the high point of the Leadville 100 course. Just five weeks earlier, Nelson ran to first overall in the Leadville Trail 100 Marathon, becoming the first woman to win a marathon in Colorado history. In the bike race, Nelson narrowly missed the crown when Susan Williams of Littleton, Colo., passed her in the final miles of the race.

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boulder backyard session Rider: Elliott Hoover Location: Valmont playground, Boulder Camera Data: Canon EOS-1D Mark II, 12-24mm lens, 1/100 sec @ f8 Photographer: Andrew Wilz, www.frontlineimage.com Elliott Hoover has his foot on the gas at the Boulder’s Valmont playground. Boulder is developing an interesting dirt-jump, freeride scene, with Nick Simcik and Elliott Hoover spearheading the charge with innovative (and sometimes scary) trail building.

Mountain biking here is evolving into a hybrid of BMX-infused, ride-it-all, all-the-time style that’s getting mixed in with what’s traditionally thought of as mountain biking. The scene is taking off, with numerous ski resorts around the state embracing the movement, building parks and offering lift-served terrain as an alternative to hike-sessions in the backyard.

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seeing light the hard way

By Mary Burt

It was a clincher that’s for sure. The shock from the “sidesplash” of lightning that entered through my left shoulder forced my hands into a locked clench on the handlebars. I kept riding because I could not stop; I was in shock.

Cycling has led me to many truths in the past 20 years as a cyclist. From bear encounters to discovering a dead body, my adventures haven’t been just physically challenging but psychologically challenging as well. I was thinking this as I was riding at Hartman Rock recreation area in Colorado.

You need to know that I yearn to ride, whether in the dead cold of January or the heat of June. It has kept me sane and driven me crazy. It is my religion. God’s country tells you a lot if you listen to it, and on this particular day, I was getting yelled at.

But nothing stops an overworked cyclist who has a window of five hours to break in a new bike. It was 50 degrees and there was grapple—snowflakes on steroids that beat you down. The skies were halfway clear. My legs, sluggish from a week of sitting through meetings and hotel treadmills, felt energized by my pedal strokes. My lungs reconstituted by the fresh air that chased stale hotel air out. The bike was a quick climber, snappy, light and fast, so I decided to extend my ride.

A storm cell was passing. I heard distant thunder and thought how weird that it was snowing and thundering on Memorial Day weekend. Such is Colorado, a winter storm watch calling for a foot of snow in one corner of the state and a tornado plowing through towns on the opposite corner.

It seemed to be getting colder and even though small, dark clouds speckled the sky, I still felt comfortable being out, just 15 miles from town. But as I headed back in toward home, I started to get nervous. A big boom met me at the top of the trail. I could still not see any lightning and the clouds were sporadic and light. It was grappling again and I wondered, can it be too cold for lightning?

I pedaled as fast as I could, my legs like cold stumps and bright red from the grapple. I stopped in the parking lot to contemplate taking shelter. I was too cold to sit around and the bathroom aroma made my decision easier.

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I headed towards town, looking west and saw low misty clouds. Suddenly a deafening crack surrounded me, and I felt a strong, fuzzy hot sensation pulsing through my entire body. I heard a strange guttural yell and realized I was the one making the sound.

I screamed when I realized I could not unclench my hands from the bar grips, gasping at the intense heat and pain coming from my left hand and imagining a blackened thumb charred and oozing being pulled from my glove. My wheels kept spinning forward and I rode on. My shoulder hurt, uncontrollable chills took over my body. “Lie in a ditch, crouch down like a pitcher….” These lightning precautions were not applicable to the flat stretch of road bordered by flooding ranchland ditches.

I tried to hitch a ride, clumsily prying my cold, fried body off my bike. A city vehicle drove past me. Alone and mad, I decided that to take my chances and ride back into town, hand burning and adrenaline pushing me. It was surreal, and I hardly remember getting home.

Once home, the suspenseful act of taking off layers of gear and clothes was met with nothing unusual. I had a headache. I called my husband, and he made me look at my pupils in the mirror, which were fine. Suddenly sleepy and head aching, I laid down for a 15-minute nap that turned to two deep hours of sleep. The next morning, I felt strange, deep aches, sore eardrums, non-stop twitching in my left shoulder and uncontrollable chills. The doctor prescribed a nerve tamer for one week to alleviate the symptoms and hopefully prevent common post-lightning disorders like seizures.

Despite the lightning strike, I have this to say: don’t be afraid.

Fear is natural, go with it and let it be your engine, not your brake.

Two days after, I had to get on my bike again. I started early but was still wary of the clouds developing and kept imagining thunder. I could not help but cry as I passed the spot where it happened, but I amazed myself by making technical climbs and descents that I had never been able to do. I learned firsthand, it is better to get out there and enjoy life than to let fears hold you back.

“ Mastering others is strength; mastering yourself is true power.”

- Lao-Tzu, 6th Century, BC

“ Power corrupts; absolute power corrupts absolutely.”

- Baron Acton, 1887

“ I have the power!”

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Pirates of the Colorado Trail (left to right), Jay Shelman, Ethan Passant, Chris Neumann and Alison Gannett make their way up Waterton Canyon at the start of the 2008 Colorado Trail Race.

New Records Set in Punishing Colorado Trail Race by Than Acuff

530 miles and 60,000 feet in elevation gain in five days The Colorado Trail race is the latest addition to the growing list of epic, self-supported mountain bike races popping up on the radar throughout the West.

The statistics of the course are staggering. It covers 530 miles, more than 300 of which are singletrack, with 60,000 feet of elevation gain. The course starts at the Waterton Canyon trailhead outside of Denver and follows the Colorado Trail, with detours around Wilderness areas, to the Junction Creek trailhead in Durango.

This year, 23 competitors hit the trail on Monday, July 28, at high noon. Five days, two hours and 26 minutes later, Crested Butte resident Ethan Passant reached Durango for the win. Seven days, one hour and 46 minutes later, Trish Stevenson from Ashville, NC, became the first female finisher.

Passant and Stevenson both set new course records for the Colorado Trail Race.

It was Passant’s second time in the race. Last year, Passant came in third place when it took just over six days for him to complete the course. This year, not only did Passant win but also he finished 22 hours faster than last year.

Heading into the race, Passant had two goals in mind.

“Certainly I wanted to finish the race because anything can 32

go wrong,” said Passant. “And I wanted to break a record.”

Crested Butte resident Alison Gannett threw herself into the race as well. With miles and miles and miles of training behind her, Gannett was ready for the race and set a plan. She knew Stevenson was the only other woman racing and would be a formidable opponent. But Gannett believed when the going got tough, she would have an ace up her sleeve, pain.

“I had some pretty specific plans where I wanted to be at certain times,” said Gannett. “Generally, the longer I go and the worse it gets, the better I get. I was hoping to out-suffer her.”

Stevenson went into the race hoping to produce for her sponsor, Independent Fabrication. Her racing season had started with a torn hamstring. And final exams for nursing school, a new house and a new puppy left little time for racing. She knew how tough the race would be after riding some of the Colorado Trail in the Breckenridge 100.

“The hardest part revealed itself in many countless hours of hike-a-bike bike around Sargent's Mesa as well as the crawl up Los Pinos pass, having been out of food for a day,” Stevenson said.

Luckily, she ran into some unlikely fans on Los Pinos pass.

“These guys at the top were jumping up and down screaming that I was the first woman,” she said. “They had no idea about the CTR. Come to find out they were just jacked up with Red Bull and high on life.”

Passant believes the first couple days this year made a difference in his success and record time.

Last year, racers were met with rain and he had suffered a broken chain early. This year, riders had favorable weather from day one. One rider took off from the start to establish a gap, but Passant bided his time and remained in second place for most of the first day.

“Once we started I wanted to get out to the front but you can’t go too hard in the first few hours,” said Passant. “The pace is a 500-mile pace so you’re trying not to break a sweat.”

Passant reeled in the leader by midnight and continued until 2 a.m. holding onto first place, well ahead of his pace from last year and just shy of Kenosha Pass.

“I gained half a day in the first day,” said Passant.

Gannett was on fire early as well. Despite bringing a cold with her into the event, Gannett was riding strong, passing Stevenson and several men by the first night and reaching Frisco, 160 miles into the race, in 30 hours, three hours ahead of schedule.

“I had a really good first day and everything was going really well,” said Gannett. “I was amazed to be that far along. I expected to get to Frisco at 9 p.m. if things went really well, and I was there at 6 p.m.”

Out of nowhere though, Gannett’s ride came to an abrupt halt in Frisco.

“I felt like I was hit in the stomach with an axe,” said Gannett.

Forty-five minutes later, Gannett was curled up in wrenching pain and looking for a ride to the emergency room in Frisco, out of the race.

“It was really scary and I was really lucky I was in a town and not somewhere way out,” said Gannett. “It was so surreal because I was so excited that I was doing really well.”

Passant continued on his pace to gain almost a full day on last year’s time by reaching Half Moon Campground at Twin Lakes outside of Leadville by the second night.

After another three to four-hour sleep, Passant woke up with the sun and continued on his bike reaching Buena Vista by 11 a.m., eventually reaching South Fooses Creek and still gaining ground.

There Passant hit a rut.

“That was a low point for me,” said Passant. “Hike-a-biking up South Fooses Creek. I just tried not to stop too much.”

Once Passant reached Lake City, he made a critical move.

Until this point, Passant had a rack on his bike carrying a sleeping bag and a dash protector for camping. He decided to ditch his gear and go for one last push from Lake City through Silverton and onto the finish in Durango.

“I figured I’d just 24-hour race it,” said Passant. “Because I ditched all that weight, my bike felt great.”

His plan almost backfired the final night when he found himself in dire need of sleep at 2 a.m. on the trail between Silverton and Durango near the top of Molas Pass. Up high, the temperature dropped and Passant went into survivalist mode.

After four straight days and nights of racing, Jay Shelman traverses the classic Monarch Crest segment of the Colorado Trail.

Brian Riepe

“It got so cold, I tore down pine boughs and built a nest,” said Passant.

Passant set his “nest” in the trail in case another rider caught him while he was sleeping. The plan worked. Secondplace rider Jason Shelman came across Passant in the dark.

“He thought I was a downed tree,” said Passant.

The two riders stopped to enjoy a little food together. At that point, Passant discovered that Shelman was riding with a broken fork and knew the rest of the way to Junction Creek in Durango would put the hurt on Shelman and his bike.

Shelman, on a 29er rigid single speed bike and broken fork, came in just an hour and 23 minutes behind Passant.

In the end, nine of the 23 original riders finished as the course, and the weather pounded the remainder of the field.

While Passant credited some of his success to his strong start the first two days, he also had solid gear and no true mechanicals.

“The only problem I had was my chain flew off my little ring once. Thanks to RB at Real Balance, my bike ran great,” Continued on page 35 33

The author is packed up here and ready for the Colorado Trail Race.

Bike Packing Lightweight Set-Ups for Heavy Adventures

by Alison Gannett Xavi Fane

It’s 7:30 p.m., and I’m cresting Black Bear Pass, my fifth humongous pass of the day.

The dirt road has abruptly ended at a snowdrift. Onward I go, with night descending and rain beginning to fall. As the slope becomes impassable, I use my handlebars like an ice ax, jamming the grip into the snow crust, my hands and feet are frozen, un-operative stumps.

If I was on a day ride, getting benighted, this situation could have been unpleasant if not life-threatening. But I wasn’t out there alone. I was riding fully self-supported, able to camp, eat and stay warm and dry.

Sound like a good time? If you’re thinking, “Hell yes,” then you’re ready for some Bike Packing.

While not new, Bike Packing is becoming more common and interest is increasing in the low-carbon, high-adventure touring and ultra endurance events such as the Iditabike, The Great Divide Race and the Colorado Trail Race. It’s a great way to stray off the pavé, get out of the car and enjoy the ride.

Having a lightweight set-up is essential to making it fun.

Here are two of my favorite set-ups for high-speed, self-supported travel: the Old Man Mountain Rack Tour Set-Up and the Deluxe Rackless Bike Packing Set-Up. Old Man Mountain Rack Tour Set-Up For about 100 bucks, the Sherpa Old Man Mountain Rack fits on almost every bike: cross bikes, road bikes, full-suspensions, rigids, 69ers and 29ers. It even works with disk brakes.

To stay light, skip panniers and opt for a Waterproof OR stuff sack. Line the stuffsack with a light Thermarest, fill with a light sleeping bag, bivy or tarp, wool long underwear and food.

With two people, it’s easy to include a Pocket Rocket stove (3 oz), and MSR Titan cup, kettle and spoon and a small tent like the Hubba Hubba HP (3 lbs). The HP can also be erected freestanding with just the fly and footprint, 34

weighing just over 2 lbs. Add a basic Bento-type feedbag filled with Clif Shot Blocks for on-the-fly constant calories.

Deluxe Rackless Bike Packing Set-Up For the Colorado Trail Race, I used four standard bags handmade by Jeff Boatman at Carousel Design Works: a 6inch, double-roll-top handlebar bag, a “small” roll-top, 5inch seatbag and two large feedbags. In addition to the clever work at Carousel, Eric of Epic Designs in Alaska also passionately creates dreamy summer bike-packing bags, with added fun options such as winter and waterproof set-ups.

In the handlebar bag, I stuff my 20-degree GoLite Quilt (1.1 lb), Thermarest (11 oz), Smartwool Lightweight NTS top (4 oz), 3/4 length bottoms (3 oz) and wool liner gloves.

The rear roll-top closure bag held food and my Nemo bivytent set-up. The Nemo GoGo tent (1.9 lbs) solves many weather, comfort and weight issues by using an inflatable Airbeam instead of poles.

I go really light on my back, with the bare minimum inside my Osprey Talon 11 pack. The items inside a Princeton Tec Apex headlamp, a Patagonia Specter Rain Jacket (7 oz), Houdini pants, (2 oz), Soleo Sunscreen (2 oz), Elemental Herbs All Good Goop (Butt Crème, 2 oz) and a Platypus 100-oz bladder filled with two bike bottles worth of water treated with the UV light of Steripen Traveler (3.6 oz).

Set up like this for the CTR, with the added balanced load up front and on the frame, my bike climbed singletrack like a dream. WTB Wolverine or NanoRaptor tires reduced rolling resistance. Total bike and gear weight on my Santa Cruz Blur with food was only 33 lbs, only 10 lbs of gear on the bike, plus five or so pounds on my back.

You can find more information and tips at these websites: http://www.alisongannett.com; Carousel Design Works, jboatman@mlode.com; Old Man Mountain, www.oldmanmountain.com; and Epic Designs, http://epicdesignsak.blogspot.com.

Continued from page 33

said Passant. “And I had better lights. I had twice the wattage.

Riding in the dark was better, and I could ride faster.”

Passant admitted he’s not looking to return to the event next year but enjoy the race.

“I’m not raring to go and do this again,” said Passant. “I do truly love the feeling of freedom out there with all those miles ahead of me. It’s got to be one of the best rides of alltime.”

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Brian Riepe

A modest sign points north on the Colorado Trail, which shoots up the South Fooses Creek drainage in the foreground. Riders in the Colorado Trail Race had to ride and hike-a-bike up this drainage to gain the Continental Divide.

Gannett, on the other hand, wants another shot at the race and the women’s record.

“I have to go back again next year,” said Gannett. “I definitely want to break the women’s record.

You just never know what’s going to happen out there.”

For more info on the Colorado Trail Race, check out www.climbingdreams.net — Originally printed in the Crested Butte News 35

Making their way from Port Alberni to Cumberland during Stage 3 of the BC Bike Race, riders ford a river to get to the next feed station.

Photos courtesy of BC Bike Race

Completing the BC Bike Race

by Scott Penzarella

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Scott Penzarella

Team Bike-RX riders Scott Penzarella and Grant Smith, friends and survivors of the BC Bike Race, wear the best memories of Stage 2 on their faces.

‘We are Like Laboratory Rats’ Grant just reminded me that today, and most of the previous days, were much like this…. We are like laboratory rats, force-fed Gu’s, electrolyte drinks, bananas and more water than you would think humanly possible to drink. All the while, we endure granny-ring climbs, brutal hike-a-bike and pro-level starts to enter the singletrack, always gasping for air with dust filling our lungs.

It’s hard to believe that there’s nothing in the way, riding by Braille along some seriously dangerous singletrack. It’s hot, dusty and at times impossible to see down the trail. While the weather is good, the stream crossings are deep, slippery and usually cold. Talk is little and competitors not so friendly at times, barking “let me pass” on the singletrack even though there are so many riders ahead.

We push the bikes up the steep hills like sherpas carrying their beast of burden. Once we get to the top, it’s an all-out race for position on the next road or singletrack toward the finish line. A few falls here and there, mud in the eye and wet shoes, it’s pretty much a day of all-out suffering. At the conclusion of each day, our hard work is rewarded when we safely enter the finish area with the announcement of “Congratulations, Scott and Grant from Team Bike Rx.” We then dive shamelessly into recovery drinks (can you say Coke), cookies and more.

Unfortunately, the glory is short-lived. We then proceed to our daily chores of washing and tuning the bikes, cleaning our clothes by hand and preparing for the next day (oh, and of course we eat and drink until sickness sets in), knowing we burned more than 5,000 calories over the course of the race...5k calories. Is that possible,

Photo courtesy of BC Bike Race

Dr. Stagliano (our nutritional consultant from Live Fit Medicine)?

So why did we choose to do this seven-day bike race? The completion: The idea that in seven days we will have finished the hardest, most technical singletrack race in the world. And by Day 7, the notion of finishing became real. The race’s most technical trails were coming to an end. At this point, all we had to do is keep it together and finish. And keeping it together is the difference between participating and finishing an endurance race of this proportion or crashing out and going home early.

Claiming to be the only singletrack multi-stage bike race in the world, the BC Bike Race is a seven-day stage race starting in Victoria on Vancouver Island and ending in Whistler, British Columbia. The area is known for some of the best singletrack, technical mountain bike riding in North America.

Now that sounds good. As soon as I heard of it, I just knew I had to do this race. I grabbed all three credit cards (race entry is more than $2,000 USD), found a teammate and nabbed one of the entries.

Over the seven days of racing, I made regular entries in my journal. At first my entries were flowery and jovial, not necessarily describing the true nature of our BC experience. I guess I wanted my experience to be upbeat and encouraging. But my partner Grant, who endured a cold and 12 hours of Montezuma’s revenge during the race, knows better what our real experience was like. Here’s some of the reality of each stage and how we fared through it all.

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Before things got really ugly, Scott Penzarella (in foreground) follows his teammate Grant Smith through a swooping drop during Stage 1 from Shawanigan Lake to Cowichan.

Left: Emerging from the woods of pain, two riders enjoy another stage of the BC Bike Race.

Stage 1: Shawanigan Lake to Cowichan What a day... hot, hot and really hot, 90-plus degrees and competition is tough. We rode 89 km today with some really tough riding. The racecourse quickly entered the challenging singletrack with hard climbs. We had no idea how hard it was really going to be. Boy, do we feel unprepared.

Despite the challenge, we took 32nd today out of 300+ twoman teams. Grant rode well but suffered cramps. We got stuck in no man’s land and made a few wrong turns here and there. The biggest factor was the heat and lack of water.

For once, I pulled for the last 25 km up a light, false flat to the finish. The fast start took its toll but no doubt Grant, the locomotive Kiwi, will be back tomorrow.

Stage 2: Lake Cowichan to Port Alberni Dusty long day. More than 128 km. There were several really ugly crashes at the start. Two poor guys went over the bars when the pack left the start line. Once the controlled start terminated, the race took off fast. Grant and I were quickly dropped from the main pack but were able to get back on at kilometer 22.

At the check-in/first aid station some teams blew straight through, and we were dropped. Along with other riders, we considered contesting this. The race mandates “proper” check-in.

Anyhow, we brushed it off and filled up our hydration packs.

With plenty of water and food, we raced on, trying to bridge the gap to the lead group.

Pull after pull, we charged into aid station No. 2 at kilometer 99. At kilometer 115, Grant began to do much of the work and pulled us right to the singletrack at 125 km. Regretfully, I went the wrong way and lost about two minutes, enough time for three teams to catch up. Determined, we recovered and repositioned ourselves for a strong finish.

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Stage 3: Port Alberni to Cumberland This was another long day that began at 4:45 a.m. with cold pizza from yesterday. Today’s stage was a turning point for us.

After yesterday’s tough 125 km, we moved up from 32nd overall to 28th place. Happy with our position, we decided to hold on today with no great efforts.

The field tore apart after hill one, during which Grant reminded me to go easy and save it for the end. Good advice as Grant kept getting stronger and stronger as the day proceeded, and we did the countless pulls to earn our position.

We tackled the hills with moderate efforts and made our way to the first of a long series of logging roads. At kilometer 31, singletrack resumed and we descended quickly to our first big river crossing. Waist deep in ice cold water, we slowly crossed the river on our way to the first aid station.

Once onto the trail after aid station No. 1, we created a nice group and quickly accelerated to the next aid station. We made very good time, making our way to the final 15 km where we encountered some of the best singletrack thus far.

Tomorrow we would have to get up very early to take our first ferry ride from Cumberland to Sechelt.

Day 4: Earls Cover The singletrack continued today. Grant is a stud. Sick with a cold, Grant rallied more than one could ask for today. Up all night blowing his horn and coughing, his surprise recovery today is one to highlight.

Starting at sea level, today’s stage climbed and descended over and over for 60 km.

The singletrack throughout the race was really good, with classic wood bridge crossings along the way. We also encountered a number of river crossings again. Grant once again tempered me to ensure we got no flats and suffered no injury. He sure is a wise fella.

Day 5: Sechelt to Squamish Today was only 64 km but with five days under our legs (and on our asses), we are getting tired. We finished in 4 hours and 50 minutes. Not our best ride thus far, but the long days, early mornings and late nights are taking their toll.

Stage 5, Sechelt to Squamish, left its mark on the morale of Team Bike-RX. And the bathroom sink.

Scott Penzarella

Four riders venture through ever more twisting singletrack during Stage 4, Earls Cover.

The stage was very technical with lots of climbs. What we anticipated to be a shorter stage than yesterday turned out to be longer and harder. The technical riding was superb and the final 10 km were all downhill with banked corners, log bridges and sweeping switchbacks. Just what we had signed up for.

Grant’s cold bared its teeth today and his inability to eat made it a long and hard stage. Fortunately he is a Kiwi and rides hard no matter what the situation. I, on the other hand, have no excuse. I am simply tired.

The sun just set and Grant is already sleeping with two Nyquil down the hatch. I hope the poor guy feels better tomorrow. I am so proud of him for sticking it out. He’s digging deep to finish this race.

Day 6: The Best of Squamish An epic BC singletrack day. The competition is crumbling around us, a war of attrition. We currently sit in 22nd place.

With no major falls and no flats again today, we are riding a very good race and now wish it went on for another week (not really).

It was a good day on the hill and now time for bed. Too tired to write much.

Day 7: Last Stage: Whistler Mountain The final stage commenced with one of the hardest climbs of the race. After a short road hill climb, we quickly hit doubletrack and climbed 3,000 feet up Blackcomb Mountain.

Riders were cracking all over. I think we, too, showed our fatigue. While the opportunity presented itself for a 20th place position if we attacked on the hill, the legs were just not there.

All in all, today’s finish was glorious. Once again, we had no issues, mechanical, mental or physical. We did “our thing” as Grant says and are now on our way home with only positive things to say of the BC Bike Race.

The End We were all ready to be finished; seven days of racing had taken its toll. Not only were we ready to finish, we were even a bit tired of all the singletrack in the last kilometers. Honestly, we couldn’t wait to get out of it.

Ironically, many of us wanted an end to what we had come so far to race: world-class singletrack trails. The BC Bike race delivered and was an endurance bike race as good as any other, if not better.

39

boulder roubaix

Eddie Clark

The Boulder-Roubaix is our own Hell-of-the-North American replica of the Paris-Roubaix, which is one of the hardest and most prestigious European Classics a professional cyclist can win.

When a cold front moved in on the day before the race, bringing rain by the buckets and snow to the mountains, the stage was set for our own hard classic. Racers started off the morning with temperatures in the 50s and pouring rain on an 8.6-mile circuit of which about 7 miles were bumpy, muddy farm roads.

In the lead, Jody Proctor, a Cat 4 Excel Sports racer, had the smarts and legs to ride on the front for the first two laps to keep the mud out of his eyes for the winning sprint.

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breckenridge 100 This ride was well worth the view. Kelly Cullen of New Castle, Colo. (Rocky Mountain Racing), leads Amanda Riley Carey of Victor, Idaho (Kenda/Titus/Hayes), after one of the many whopping climbs of the Breckenridge 100. With 13,719 feet of high-alpine climbing, the Breck 100 is one of the toughest hundred milers around.

Cullen rode to first place with a time of 10 hours, 8 minutes and 20 seconds, which also put her in 8th place overall. Carey held on for a tenacious second place, finishing 12 minutes and 29 seconds behind Cullen. Starting the race with a slower pace and concentrating on hydration and nutrition, Cullen beat her personal goal of breaking the 11-hour mark.

“I am happy that I did what I wanted to do,” Cullen said after the race. “It was great.”

For the fourth straight year, Josh Tostado of Breckenridge, Colo. (Bach Builders), has taken center stage on the Breckenridge 100 podium, this time with a winning time of 8 hours, 14 minutes and 37 seconds.

Riding on his home turf and defending his title from long-distance star Evan Plews of Salem, Ore. (Scott USA), Tostado crushed his own course record by more than 50 minutes.

“This is my backyard, and these are the trails I love and ride all the time,” said Tostado.

“This is my turf and I just want to defend it as long as I can.”

Plews came in second with a time of 8:34:58.

While the race took place on one of the hottest days of the year, the trails were in excellent condition thanks to a moist monsoonal flow that delivered light rains to Summit County nearly every afternoon in July.

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pajarito punishment

James E. Rickman

Albuquerque, N.M., rider Rich Walters chases Peter Tempest of Gallup, N.M., in a frantic game of Ring Around the Rosy during the final downhill stretch of this yearâ&#x20AC;&#x2122;s Pajarito Punishment, held Aug. 9 at Pajarito Mountain ski area near Los Alamos, N.M. Tempest edged out Walters by a mere four seconds when all was said and done a half mile later at the finish line to take fifth place among expert master men 40 to 49 years of age and forcing Walters to settle for sixth. This yearâ&#x20AC;&#x2122;s Pajarito Punishment featured a new course run entirely in the vicinity of the ski area, removing sections of the course that previously meandered into the Los Alamos town site, but maintaining a severely punishing feel to the race.

44

june jump jam the fix

Eddie Clark

Sponsored professional gravity racer, Lisa Myklak gets her carve on during a June Jump Jam at The Fix in Boulder, Colo.

When strong winds took most of the jump out of the jam, riders sessioned the smaller jumps, pumptrack and lines such as â&#x20AC;&#x153;Knee-Cap,â&#x20AC;? which led into this 180-degree lefthand berm. Myklak would later go on a tear in August by winning the Colorado State Championships for downhill, dual slalom and pumptrack at Sol Vista and then two more downhills and the Super D for the overall win at the Snowmass G3.

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niwot criterium A Vitamin Cottage rider leans into a tight line and puts a little distance on his foe at the 2008 Niwot Criterium.

Mark Woolcott

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“When we ran out of VESPA we were calling hockey stores like they were crack dealers!” Walter “The Big Dawg” Dawes The BIG FIX 2006 . . . fixed gear, 27 days, 3480 miles, Davis, CA to Boston . . . a charity ride to find a cure for Histiocytosis.

49

ct jamboree & ct classic

Nate Hebenstreit

Ride and Race For the Cause

By Nate Habenstreit

A lucky participant in the 2008 Colorado Trail Jamboree pedals through a singletrack fantasyland in the heart of the San Juan Mountains near Durango, Colo.

On August 2, 2008, 61 riders and 10 racers set out from Molas Pass to ride and race for a cause along the Colorado Trail in the third annual CT Jamboree, a fundraiser ride, and the inaugural CT Classic.

The ride and race raise awareness and funding for multiple sclerosis.

Ian Altman, benefit organizer, decided to add the CT Classic race to the original Jamboree, a supported high-alpine ride. Why not race 74 miles across fine singletrack from Molas Pass to Durango? Former Olympian and Durango local, Travis Brown, ablated all expectations by finishing in less than nine hours.

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The event raised more than $45,000. Adding to the success was perfect weather and stellar trail conditions, thanks to the extensive trail work done by the Colorado Trail Foundation and Trails 2000. State and local businesses came out in full force to support the cause.

Durango Cyclery, Hassle Free Sports, Zia Taqueria, Nature’s Oasis, Ska Brewery, Push Industries, Latitude 40 Maps and Carver’s Brewery were among the many supporters.

For more information, race results and next’s year event info, go to www.ctjamboree.com.

URBAN

ASSAULT

Bike Racing with a Self-Navigating Scavenger Twist

by Marty Caivano

Marty Caivano

Surviving a squirt-gun assault, Mark and Katie Compton learn that oven mitts are best left in the kitchen.

52

URBAN ASSAULT Katie Compton is used to a challenge. But as she was pummeled by squirt guns while scooping bottle caps into a bowl with oven-mitted hands, she might have doubted her ability to win this particular event.

The National Champion cyclocross racer was taking part in the Denver edition of the New Belgium Urban Assault Ride, a wacky event that combines riding with obstacles, teamwork and scavenger-hunt-style self-navigation.

Started by Longmont’s Josh Kravetz six years ago, this event takes place at eight cities around the country. The flagship event is held in Austin, Texas, and this June it attracted 1,300 participants.

“I was bored with the same old races and wanted to do something different,” said Kravetz, a former mountain bike and adventure racer. “This way people can race with their friends, then enjoy music and beer and a fun atmosphere after the race.”

At the Denver event on July 27, 420 riders showed up ready for a good time, whether they were professional racers or kids with their parents.

At one end of the spectrum, Jesse Swift and Tate Graves were on a mission to win. Swift, a pro-level mountain biker, had come in second place at four previous UARs, and he wanted to top the podium. Still, he had a grin on his face at the start line.

“This is a change from the normal racing we do,” Swift said.

The pair had just completed the 344-mile BC Bike Race, the seven-day stage race in British Columbia filled with technical singletrack. “We’ve been super-focused, so this is a nice break. And you still get some fitness.”

At the other end of the spectrum, Jennifer Bolka and Julie McClure wanted to do something fun before Bolka’s upcoming wedding in Hawaii. The two donned leis and grass skirts over their Lycra shorts and debated the merits of adding coconut bras.

“We wanted to do something relaxing and fun,” Bolka said.

“We’ve done some triathlons in the past, and this looked even more fun.”

Prior to the event, riders go to the website to learn the checkpoint locations. Most of them are spelled out, but some are mystery locations that must be solved through clues. And once the air horn blows, it’s every team for itself in figuring out the fastest route.

Swift and Graves ran to their bikes and bolted for their first destination, the Rio Grande restaurant, where they found the water gauntlet and bottle caps that would greet Compton a short while later.

From there, the pair sprinted down 17th Street to City Park. At the park’s boat launch, UAR volunteers made them remove their shoes, strap on life vests and get into rubber kayaks.

“Left! Right! Left! Right!” the riders yelled to each other, struggling to make the zigzagging craft go straight.

After rounding a fountain and returning to the dock, the two leaped out of the boat and were back on their bikes to the next checkpoint in their plan.

Meanwhile, Compton and her husband, Mark, were studying their map, water dripping off their clothes from the squirt-gun onslaught. Neither looked certain of the best way to proceed.

With riders strategizing their own course, Kravetz hopes the ride will promote bike transporta-

tion beyond just the day’s event.

“Since teams have to plan their own route, they essentially teach themselves how to commute,” Kravetz said. “We’ve found that 92 percent of our participants plan to use their bikes for transportation after the event.”

Swift agreed. “Every route we found was a commuter route, with one-way streets or bike lanes. I definitely got to know Denver and bike-specific routes.”

The companies working with Kravetz to produce the event are also on board with sustainable and healthy living. New Belgium Brewing Company and Clif Bar were early advocates of green choices such as organic ingredients, recycling and wind power. Keen footwear and Pedros bike products are also committed to environmental causes.

Kravetz takes it even further by powering the entire venue with a solar unit on a trailer, which is pulled by a truck fueled with biodiesel. He puts no paper into the race packets—which are drawstring cloth bags—and allows only recyclable or compostable products from the vendors.

“In Denver, we had one bag of trash and 15 bags of recycling and compost,” Kravetz said. “We try to have as low an impact as possible.”

Back on the course, Swift and Graves were rapidly making their way through the remaining checkpoints. They rode bananaseat bikes through a flagged circle and flung newspapers to each other, which the other had to catch in a cardboard box. They chased down a male “bike fairy” on a tandem at Wash Park, who had been instructed to make them work for it. They tried their hands at bike jousting, then at the human wheelbarrow.

With each team designing their own route, the pair had no idea whether they were in the lead or not. But as they were leaving the final checkpoint, Wheat Ridge Cyclery in Arvada, they encountered another team headed home.

“They were like 10 feet ahead of us, and we asked them if they were finished,” Swift said. “They said they were, so then it was on. It was really close.”

Finally, they sailed into the venue. The two remaining challenges were the big wheel course and the water slide, easy enough so long as they didn’t spin out the big wheels.

Later, relaxing with food and beer, Swift and Graves savored their win.

“It went well,” Graves said. “But it was harder than I expected. The streetlights were the killer. You’d sprint and stop, sprint and stop. It was like short power intervals.”

The Comptons, however, were not so lucky. They came in 50th place in the popular co-ed division.

“I think they got lost,” Kravetz said, who was gratified that the World Cup racer attended his event. “It goes to show it’s not all about the fitness. You have to plan it out.”

As for the Hawaiian hula girls, it was never about racing in the first place, but they still cruised in for a tidy 28th place in the women’s division.

“The obstacles were really fun,” Bolka said. At the human wheelbarrow station, “I held Julie’s legs and she grabbed the bike wheel. But I have to say that sunscreen doesn’t exactly make that any easier.”

Bolka said she would definitely do the race again.

“Ultimately, our goal is to make it a big crazy event that gets people out on bikes more often,” Kravetz said, “and make it the most fun day you can have on a bike.”

53

salida omnium Windcheater Cheryl Moffat finds out that every second counts in a time trial. That energy snack tucked into her shorts probably cost her the race.

Mark Woolcott

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Keeping his eyes on the ground, Cam McCaul pulls of a nice superman back flip, which got him an award for Best Trick on section two of the slope-style course.

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Liam Doran

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sol survivor sol vista

Licking her lips and tasting victory, Danae York (Velobum.com/Turner Bikes) leaves her competitors in the dust, winning the open womenâ&#x20AC;&#x2122;s SuperD with 8 seconds to spare over Nancy Morlock (Moab Cyclery), who placed second.

Eddie Clark

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blast the mass snowmass

Hurricane Hanna

Hammering out yet another top finish in the open singlespeed category, Charlie Hayes (Trek/VW) racks up more points and gets one race closer to winning the overall title for 2008.

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sol survivor sol vista

Devon Balet

Like ghosts of summer, captured only in splits of shadow and light, two riders negotiate the dual slalom course at Sol Vista.

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The best way to learn a fast line is to follow a faster rider. Expert racer Matt Russell of Fort Collins paces off pro downhiller Leland O’Connor during a practice run at Sol Vista. Russell, who is now a semi-pro, would go on to win his last expert 19-24 class with a time that would have landed him a top 20 pro finish, while O’Connor would finish 12th in the pro men’s race.

sol survivor sol vista

Eddie Clark

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breckenridge firecracker 50

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Junior expert hammer Brae Patton (foreground) gets ready to power his way up the scenic splendor of Little French Gulch during the 2008 Firecracker 50 in Breckenridge, Colo. Patton and his Tokyo Joeâ&#x20AC;&#x2122;s teammate Lydia Tanner powered their way to a fourth place finish in the coed team category.

Liam Doran

63

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HANDMADE

Chris Wright

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handmade

Photo Courtesy of DT Swiss

with all due a few thoughts about

respect wheels

by Riley Polumbus

66

handmade

In

magazine ads, itâ&#x20AC;&#x2122;s the bicycle frame that draws the eye, its color, sleek contours, paint detail and graphics. The frame is the sexy part of a bike. A supermodel with attitude.

But what really matters on a bike, its cardio-pulmonary system, is completely missed, almost imperceptible. Take any ad with a freeze-framed guy launching off a rock and then put it into action. Eventually he lands on his wheels, the components that create motion.

Continued on 68 Chris Wright

ONE AT A TIME

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FROM START TO FINISH

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Continued from 67 Wheels—rims, spokes, hubs and yes, nipples—work together magically.

The wheels receive the brunt of body mass, pedaling force and the friction against the road or trail surface. They absorb the rocks and lean of turns, pushed and pulled both radially and laterally. Ever stopped to think about that?

Wheel builders have.

The wheel builder lives an outsider’s life, quietly plucking spokes, listening intently, honing in on just the right amount of tension to suit the needs of its rider.

One of those builders is Ric Hjertberg, who has been building wheels professionally for more than 30 years. Hjertberg has long been considered the spokesman for wheel building and the teaching of wheel building. He has been a consultant for wheel builders from Mavic, independent builders and hub and rim makers.

Of all the parts of the bike, Hjertberg said he’s drawn to the wheel for its mystery.

“I was a shop mechanic, I wanted to know how stuff worked,” Hjertberg said. “Wheels are hard to explain. There weren’t books that explained it well.

People could teach you to build a wheel, but they couldn’t tell you why.”

Perhaps the mystery lies in the reality that in more than a century of bicycling history, wheels have not changed much in shape, form or function.

Whatever the need, whatever the trend, riding type or niche, the wheel essentially remains the same.

That’s how they roll.

“Naturally I wanted to unravel it, explain it,” Hjertberg said. “I’m part of a group of people who decided to explain the physics of the wheel that had gone unexplained for quite a long time.”

The bicycle wheel differs from other types of wheels in its combination of lightness, near transparency (in that the wind can move through it), inexpensive materials and reliability.

“They’ve reached a very high level of that combination where they are worshipped by some mechanical engineers as one of the most idealized and perfected human contrivances of all time,” Hjertberg said.

Hjertberg acknowledged that while frame building is important, the wheels are critical.

“Wheels are another level of engi-

68

handmade

neering, a much more complex event,” he said.

As the industry changed and as mechanics, competitors and even bike manufacturers realized the importance of wheels to the bike’s performance, more and more people started to care about how the wheel worked.

From a competitor’s standpoint, there is the desire to ride a faster, stronger wheel. From the production standpoint, understanding the complexities of wheel building could help create a more efficient and automated means for production.

Whatever the motivation, the new focus on wheels inspired an age of enlightenment for wheel building, leading to not only mass-produced, “prebuilt” or “branded wheels” but to a resurgence of hand-built wheels as well.

“Wheels are a big scene and as far as the art and science of wheel building, it’s better understood than it ever was before,” he said. “There seems to be a renaissance if anything.”

Hjertberg said the sales of spokes are up, indicating a demand for shopbuilt wheels.

“The same way the handmade scene is flourishing, the small bike makers are doing more than we can remember,” he explained. “But it’s not really them versus factories. It’s not that simple; they just serve different needs.”

Both branded or factory wheels and those built by hand in bike shops have

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advantages. Branded wheels are available at a moment’s notice and can be ordered and shipped in mass quantities overnight. In another advantage of branded wheels, the single designer creates the hub, spokes and rims and as such can create a well-balanced design.

Custom-built wheels are perfect for cyclists knowing what they want.

“The advantage of custom built is that you can change the details,” Hjertberg said. “A shop can pull from a bag of tricks from one of a 100,000 combinations to suit the rider. It gives the builder a lot of choices to meet needs, and that’s fun.”

In his 1999 book, The Art of Wheelbuilding, Gerd Schranner, another wheel builder, expressed the importance of pride and craftsmanship as a key ingredients to hand-built wheels.

“Care, patience and self-criticism are the most valuable characteristics of a professional wheelbuilder,” writes Schranner, a self-described artisan. He later continues, “Manual wheelbuilding by professionals always results in the best quality. An artisan can apply his knowledge, experience and love for his work.”

Wheel building remains a craft passed down from one zealous bike builder to another. Although many of the questions Hjertberg used to ask have been answered, there still exists a need to pass along the knowledge.

“A lot of what makes a wheel strong is invisible,” Hjertberg said. “It’s the tension in the spokes. You can’t see it. So a loose wheel and a tight wheel have the same visual presence, which makes it a 70

handmade

BUILDING CUSTOM B I K E S FOR OVER 25 YEARS

Photo Courtesy of DT Swiss

Andy Hampsten’s 69er kind of mystery.”

Gaining the knowledge to build a wheel is still relatively obscure, perpetuating the mystery. Hjertberg was lucky to have met people early on who could help him understand wheels.

“Nobody who gets involved in wheels can do it without some mentor, without somebody de-mystifying it enough that you have confidence to try it yourself,” he said. “All of us are really indebted in some way to some builder who helped explain it.”

Wheel builders appear to live in the shadow of frame builders, which seem to drive most of the attention. Hjertberg believes it’s because wheel builders are more modest and more behind the scenes.

“It’s an off-the-grid service,” he said. “Every little riding Mecca has a small collection of builders who you can seek out.”

Today’s cyclist can appreciate that wheel building as art or as science is not forgotten and is well appreciated at every level. Mostly, it’s the personalized nature of bicycle itself that keeps the craft alive.

“Within cycling, the wheel builders do feel we are caretakers of the cleverest part of the bike and so we know every day what our contribution needs to be,” Hjertberg said. “It’s so clever, so beautiful, so elegant, so timeless it works so well that we’re the special messengers.”

However, it will never be the frame that catches the wheel builder’s glance, oh no. When someone rides by, all they see are the wheels; to them, those are the sexiest part of the bike.

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by Rick Wetherald Mark Woolcott

72

The

long summer months are winding down and the leaves will soon be changing colors. For regular folk, this means dusting off the jackets and digging out the rakes and snow shovels.

But for us cyclists, it can only mean one thing: cyclocross season. The epic cross-country battles and grueling, multi-day stage races of spring and summer are in the books, and now it’s time to switch gears.

Although cyclocross racing obviously incorporates skills and strengths from all types of bike racing, training for the event is very specific and can be very different from your normal regimen.

How do you know what to change in your current training to accommodate the special requirements of cross racing? There are many ways to approach this topic, and here we’ll look at one: training the neuromuscular system.

Technically speaking, the neuromuscular junction is the area where the nerve controlling muscle contraction innervates, or connects, to the affected muscle. For simplicity’s sake, and to keep this article training-based rather than anatomy-based, we’ll use neuromuscular to describe everything associated with getting a healthy “firing” signal from your brain to your main muscle groups.

Let’s assume that you’ve followed a sensible training program for the year so far. You’ve logged long hours during the winter months and followed a smart build block that has brought you through the summer.

Almost universally, a good solid rest block is in order at this time of year. The high intensity levels necessary to prepare for cross competition are extremely difficult, if not impossible, to hit if you don’t fully recover from the summer of hard riding and racing.

Don’t worry about losing fitness; the aerobic endurance you built early in the season will not go away in 10 to 14 days of resting, and your high end will come back quickly, usually within a week or two of hard cross training. This rest period is crucial in your ability to hold a high fitness throughout the cross season.

Fast-forward two weeks. You’re well rested and eager to get back on the bike and suffer. What now?

One of the great things about cross is that high quality workouts don’t have to be, and rarely ever are, a boring slog of long tempo intervals. Training the neuromuscular system requires short, high intensity efforts that are almost always over your aerobic threshold. You could go out on the road and try to do 90-second all-out intervals over and over again, but where’s the fun in that?

The most stimulating and effective workouts here are simply replicating cross races with your training buddies. Set up short laps on a cross-style course and have mini-races with the recovery time between “sets” getting shorter as the weeks go by. For example, start out doing two or three 10 to 15-minute races with enough time in between to almost fully recover. Work up to doing a full 45 to 60-minute session after six or so weeks of training.

The key is to keep the intensity high and follow an allout/recover/all-out pattern for the duration of the workout. If you find yourself “racing” the course at a fast steady state, add some short, steep hills or barriers to spike your power output. Like a 40km time trial, this is an hour-ish all-out effort, but it should feel nothing like a steady-state TT. Remember that active, adequate recovery is just as important as getting a quality workout. Many athletes will ride on the road for recovery sessions because the additional stress of pounding around off-road is not conducive to rebuilding damaged body

structures. This doesn’t mean you can’t keep training with the neuromuscular approach in mind. Use these days to widen your effective “power band” of cadence range.

Cross racing requires a wider range of rpms throughout the race compared with road racing. All athletes have a certain cadence range in which they are most effective, and proper training of the neuromuscular system can widen this range. With this training, you’ll have better endurance and power when attacking that super steep hill on the last lap.

To help open up that range, greatly vary your cadence during easy rides. Make a conscious effort to spin 10 or more rpm higher than usual for five to 10 minutes at a time. Do the same for highforce, low-cadence sets, but do these sparingly since you can compromise the recovery value of the ride with too much gear mashing.

In between these varied cadence sets, work on one-legged pedaling drills. If you are comfortable riding with one foot unclipped, you can do it, but it is not crucial. Do these sets by simply “switching off” the other leg. At a lower intensity and a cadence slightly higher than your normal, comfortable rpm, unclip or switch off your right leg and drive the cranks with only your left leg.

The key here is to only go until technical failure. That is, when you can no longer keep up with the bike, and you start clunking over the top of the pedal stroke (meaning the freehub is coasting and then re-engaging), stop the set and switch feet. You should not feel a deep muscular burn sometimes associated with these drills. Remember that you are addressing neuromuscular limitations and not trying to develop muscular strength.

Once you’ve reached a point where you can’t complete a smooth pedal stroke, you’ve sufficiently broken down the neuromuscular anatomy to get a training effect. Do five to seven sets on each leg during every recovery ride. The sets should get longer as the weeks go by and you learn to hold the clean stroke.

Switching between varying cadence and one-legged pedaling will keep an otherwise boring recovery ride interesting by giving you something to focus on.

Always have in the back of your mind, though, that a recovery ride should first and foremost be about just that: recovering. You can also do these before and after the aforementioned workouts during the week. These can help even more by specifically addressing these limiters after you’ve already been broken down, which can better replicate late-race scenarios.

The key to all cross training is to keep it as fun and stimulating as possible. You’ve probably had a long season of intervals and tempo rides, and the weather is only getting colder, so don’t subject yourself to more torture by hammering away mindlessly on the road.

By keeping your workouts exciting and interesting, you’ll achieve higher quality and more desirable results, which will increase your motivation even more. Good luck, get dirty and have fun.

Rick Wetherald holds a degree in exercise science and is a senior coach for Colorado Premier Training. Rick has been a professional trainer for four years and provides coaching for 2008 Colorado State Time Trial Champion Taylor Shelden. You can email Rick at rw@coloradopremiertraining.com or log onto www.coloradopremiertraining.com for more information.

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recipes balanced diet for a

by Christina Buchanan

It seems like every time get a handle on nutrition, new information comes to light to up-end what we thought was “good” for us. We’ve been through low fat, high carbs, low carbs and high protein trends in the past. And what we’ve learned from these often extreme recommendations is that people should be eating most things in moderation and not cut out any one nutrient from their diets completely.

Well now the new word on the nutrition street is that fat is not as bad as once thought. Before you get too excited, let me back up a little bit. Not all fat is created equally. There is good fat (mono- and polyunsaturated, and omega 3 and 6, typically from plant sources, nuts, and fish), and there is bad fat (saturated and transfat, typically from animal and hydrogenated vegetable oils).

It is now becoming clear that fat in general is not bad for you. Instead bad fat is bad, and those good fats—as well as exercise—can help combat the damage caused by bad fats and life. Some endurance athletes and their coaches train to use fat as their primary fuel. Some of this training involves eating copious amounts of fat to train their metabolisms to use fat over carbohydrates for fuel.

This issue is dedicated to a nutrient (fat) and a dish that we may in the past have considered bad.

Lasagne usually brings images to mind of a heavy gut bomb. This issue offers two versions of lasagna that leave the gluttonous type behind. One has a lot of good fat and definitely classifies as comfort food; the other is lighter but every bit as nutritious and filling.

I hope you like these recipes as much as I do and that they help you achieve both your nutrition and training goals. Remember good food takes time. In the next issue, you can look forward to homemade energy bars. Happy riding.

Christina Buchanan is a lecturer in the Department of Sport Science, Western State College, Gunnison, Colo.

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Pesto Goat Cheese Lasagna

I created this version of an old favorite when I had more basil in my garden this summer than I knew what to do with. It started with making pesto and ended with lasagna. This lasagna pairs well with a green salad and could certainly be used as a recovery meal.

Ingredients 1 1/2 lbs spinach cleaned and trimmed (frozen spinach will work, too) 3 Tbsp olive oil 1/2 medium onion, minced 1/4 lb Genoa salami, minced (optional) 3 cloves garlic, minced 16-ounce block of tofu 10 ounces goat cheese Salt and pepper to taste 1/8 - 1/4 tsp nutmeg (to taste) 1 1/2 cups pesto (see recipe below or use store-bought) 1 x 9 ounce package no-boil lasagne Shredded parmesan

Vegetable Goat Cheese Lasagne

Pesto 3 cups looseleaf basil 3/4 cup shredded parmesan cheese 5 ounces pine nuts 3/4 cup extra virgin olive oil

This is definitely lighter than your average lasagna and comes together surprisingly fast. This recipe includes zucchini, but you can substitute any vegetable(s) of your choice. To increase calories and carbohydrates, pair lasagna with garlic bread and a salad.

Ingredients 2 cloves garlic, minced 1 Tbsp olive oil 16-ounce block of tofu 10 ounces goat cheese Salt and pepper to taste 30 ounces marinara sauce 1 large zucchini, sliced 1 x 9 ounce package no-boil lasagne Shredded parmesan

Directions – Lasagne Preheat oven to 350 degrees Fahrenheit. Steam spinach until wilted, drain, squeeze dry, then finely chop and set aside. Place 2 Tbsp olive oil in a pan and heat on medium high. Add onion and salami (optional) and sauté until onion is translucent (about five minutes). Add spinach and one clove garlic and sauté 2 more minutes. Remove from heat and cool. Place tofu, goat cheese, two cloves garlic, 1 Tbsp olive oil, salt and pepper and nutmeg to a food processor. Process until smooth and creamy.

Add spinach mixture to cheese mixture and stir until mixed well. Cover a 9 x 13 inch baking dish with 1/4 cup pesto. Line dish with lasagna. Cover with 1/4 cheese-spinach mixture. Cover with 1/4 of remaining pesto. Repeat layering three more times.

Sprinkle top with parmesan cheese. Cover dish with tin foil and bake for 35 minutes, remove foil and bake 15 minutes more, remove and cool 5 minutes before slicing.

Makes 12 servings Directions – Pesto Place all ingredients in food processor and blend until smooth. Use immediately or refrigerate for up to one week

Directions Preheat oven to 350 degrees Fahrenheit. Place tofu, goat cheese, two cloves garlic, 1 Tbsp olive oil, salt and pepper to a food processor. Process until smooth and creamy. Cover a 9 x 13 inch baking dish with 1/4 cup marinara sauce. Line dish with lasagna. Cover with 1/4 cheese mixture. Cover with 1/4 zucchini slices. Cover with 1/4 of remaining sauce. Repeat layering three more times. Sprinkle top with parmesan cheese. Cover dish with tin foil and bake for 35 minutes, remove foil and bake 15 minutes more, remove and cool 5 minutes before slicing.

Makes 12 servings

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[paraphernalia]

77

[what’s new for 2009]

Scott Reinvents the Genius

For its 2009 product intro, Scott Bicycles decided to reintroduce its Genius to bike media in Scott’s hometown of Sun Valley, Idaho. What better place to show off the finely redesigned, high-end 150 mm endurance trail bike than Sun Valley. This small Rocky Mountain resort town sits in a deep valley surrounded by breathtaking peaks. You need only head left or right from the main drag to be rolling on Grade A choice singletrack minutes later.

After a long-running patent dispute prevented the company from selling the original Genius in the United States, Scott Bicycles decided to take it on themselves to reinvent the frame and shock combo and build “the world’s lightest endurance trail bike.”

Legal troubles all melt away when you get on the all carbon frame and unique three-chamber shock—co-developed with DT Swiss—with a combined weight of 4.96 pounds. The carbon front triangle, seatstay, chainstay and dropouts are all made from Scott’s proprietary Integrated Molding Process. The carbon frame made for a supple ride across the rocky scree slopes and swooping corners of Sun Valley’s Fox Creek Trail.

But one trail and one ride is never enough on this bike.

And when the company took us out for our second ride of the day, the Genius proved its strong, light riding style on the incessant climbing of Sun Valley’s Adams Gulch trail.

Here in the northern land of extra summer sunshine and endless miles, the three-option, proprietary rear shock is most definitely your friend. Another Scott/DT Swiss collaboration, the Tracloc control at your fingertips locks out two chambers off the main three-chamber shock for the smooth, mindless climbs we

encountered. One click opens a side oil chamber and the pull shock shifts oil for 110 mm of travel, enough to keep us climbing comfortably while a couple of the other journalists napped back at the hotel.

In Sun Valley, as in most places, the trail threw rocks at us around each corner, and the 110 mm kept us safely on the seat over these gremlins. With these two settings, the headtube is at 68.5 degrees and the bottom bracket either 12.5 inches at full lockout or 12.9 inches.

The final Tracloc click opens the second oil chamber and puts you in full all-mountain 150 mm travel style with 13.7 inches of bottom bracket height. With all this squish, at the top of the trail, we easily disregarded the “Danger! Long Descent!” sign and flew on down.

In this Idaho town, where upscale Sun Valley Resort always attracts major Hollywood stars and Wall Street tycoons, attention to detail is a must. Scott obviously spent time on the Genius’ finer details. For instance, its “Isolated Axial Pivot” mounts are molded to the outside of the carbon seat tube, allowing you to raise and lower the seatpost. Full cable routing keeps shifting clean on long, muddy rides, and the rear derailleur cable is routed through the forged bottom bracket/lower pivot area to eliminate any cable bends. The frame also fits up to 2.4-inch tires.

These media camps where we test bikes are often like summer camp for adults. The Genius, with its seven models ranging as high as $11K for the top variety, will put you in a permanent summer-camp frame of mind all year long, no matter where you happen to ride. –C. Spaeth

2009 Scott Genius

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Geoff Waugh

[what’s new for 2009]

The 2008 Gary Fisher Roscoe (left) turns rock fields into butter with a new rear shock designed by Fisher and Fox that delivers the feel of a coil spring with the weight of an air shock. Fisher added Trek’s patented Active Braking Pivot (right), a rear pivot design placed concentric to the rear axle, to the Roscoe, providing active suspension control under braking.

Gary Fisher Bicycles Asserts Itself Unveiling its latest mountain bike to a couple dozen journalists this summer in the heart of the Rockies, Gary Fisher Bicycles showed its eye for innovation and asserted its individualism, stepping out and refusing to be typecast as just another member of the Trek Bicycle family.

Gary Fisher himself introduced his 2009 Roscoe bike—a burly hybrid of all-mountain and cross-country prowess—and announced improvements to the popular Hi-Fi line in July to an audience of journalists in Durango, Colo., one of the West’s preeminent mountain biking destinations. Fisher and his crew of designers, product developers and riding experts had set up shop just a short ride away from the Colorado Trail, which would become an ad-hoc proving ground for the Roscoe.

For several days, the Fisher crew and its guests invaded the Silver Mountain Guest Ranch, a rustic compound of comfortable cabins nestled neatly in the shadows of tall mountains, away from city lights and telephones. In this setting—on the banks of a tranquil pond and home to one very fat, very smelly Labrador and another hound, the friendliest three-legged dog imaginable—the clink of beer bottles and the gleeful cackling of city dwellers still hopped up on post-ride euphoria wasn’t enough to discourage a marauding bear from visiting camp.

The uninvited interloper was repelled by the fat Lab, who, driven by some previously unrealized kernel of basic instinct, found the type of speed and confidence that many of us journalists found in the saddle of the Roscoe.

In contrast, Fisher’s parent, Trek, set up shop miles away downtown in the stately Strater Hotel for its 2009 product launch. The two extremely different approaches to doing business illustrate that while the fates of the two companies are intertwined, each is able to assert its independence. And as Trek carved out a presence on Main Street, Fisher proved it was anything but mainstream.

While the industry trend has been to make shocks smaller

Geoff Waugh

and smaller with correspondingly higher pressures, Fisher has bucked convention by working exclusively with Fox Racing Shox to fit the Roscoe with the new Dual Rate Control Valve rear shock—a unique large volume, dual-chamber shock that provides the ride characteristics of a coil spring shock without the added weight. Seeing the big shock hanging out on the Roscoe, one journalist, remaining true to the backyard clubhouse atmosphere at Silver Mountain Guest Ranch, remarked that the thing looked uncircumcised.

But regardless of how one chooses to view the DRCV, the preliminary conclusion after two days of riding was that the shock doesn’t suffer any type of performance anxiety; the rides felt great. Nothing less would do for Gary Fisher.

Over second helpings of western barbecue and Mexican food, as Fisher designers wrapped up the final heats of a Pinewood-derby-like competition of tiny vehicles crafted from Roscoe’s aluminum pivot, most of the buzz among journalists at Fisher Camp was about the new bike.

But 2009 also brings improvements to Fisher’s Hi-Fi line, with carbon fiber seatstays for enhanced lateral stiffness and reduced weight in the aluminum models, as well as overall weight reductions to the all-carbon models through manufacturing improvements.

Like a kid hosting friends in a back yard tree house for an overnighter, Gary Fisher Bicycles was able relax a bit away from the parents and show its true colors. Nevertheless, the connection between Fisher and Trek could still be seen in things such as the wise decision to add Trek’s Active Braking Pivot to the Roscoe and in the support of key Trek personnel in the Roscoe’s design. It all felt kind of like waking up after a night in the tree house for waffles in the kitchen with Mom. It’s a healthy relationship that provides for a well-adjusted offspring.

Check out mountainflyer.com for first impressions of the 2009 Roscoe and look for a full-blown test of the new bike in an upcoming issue. –James E. Rickman 79

[what’s new for 2009] TREK: Making Good Use of Coffee, Beer and Other Resources

Geoff Waugh

Rumor has it that in late 2007 Trek’s management locked their engineers in a room equipped with three coffee pots, 12 cases of beer (for balance), AutoCad workstations and original drawings of the Y-Bike (so they could be reminded of the disastrous consequences of sending bad ideas to production). And then they instructed the engineers to come up with something ingenious.

The experiment was a success and led to Trek’s big innovations in 2008: the Active Braking Pivot, Full Floater design and EVO linkage. What Trek unveiled on July 19 at its 2009 product launch in Durango, Colo., showed even more refinements and enhancements to the 2008 innovations.

The upgrades validate the company’s commitment to developing new technologies that will ultimately improve your ride.

Trek’s 2009 bikes impressed me more than I anticipated.

Having the opportunity to rip the new Fuel EX 9.9 on some of Durango’s most famous trails was an indulgence. Hermosa Creek Trail is like the nectar of San Juan Mountains and the Fuel EX 9 lapped it up.

Trek has assembled a multi-tier system for its R&D efforts.

It starts with great engineering and cutting-edge carbon fiber technology development and is backed by a new high-tech California-based suspension design and testing facility. Couple that with a reputable race/R&D program aided by 24-Hour champion Chris Eatough and field R&D work by the legendary Travis Brown, and Trek has all the resources needed to produce kick ass bikes.

The 2009 tech show begins where 2008 left off, with the Active Braking Pivot, Full Floater design and EVO linkage. The patent-pending ABP puts the rear suspension pivot concentric to the rear axle, and Trek claims—and has diagrams to illustrate the claim—that ABP creates the most active suspension under braking, giving you more control while braking over stutter bumps. The ultra-light, one-piece EVO link (now available in full carbon) and the Full Floater system, which attaches the shock to floating linkage points at the top and bottom (most shocks are fixed at one point), offers great lateral stiffness and allows for more precise tuning of the shock.

For 2009, Trek has added wider, “net molded” bottom brackets and the E2 head tube. The Top Fuel gets 10 mm more suspension travel, bumping up to 100 mm, and a no-cut integrated seatpost on the Top Fuel 9.9 World Cup. Without telling us exactly what net molding is, Trek’s literature does tell us that it is carbon fiber manufactured at a precision tolerance of +/-.001 inch. If that means very little to you, compare that to the thickness of a human hair, which is .0019 80

Sterling Lorence

The E2 headset (left), with a 1 1/2 inch cup on the bottom and a 1 1/8 inch cup on top, is one of many cool features of the 2009 Trek EX 9.9 (above).

inch. What that level of precision means to us is that the bearing cartridges can be slid snuggly (not pressed) into the carbon fiber cup with no aluminum threaded inserts or bonding agent.

Ultimately, this guarantees a lightweight system that will not distort under load and cause creaking.

The net molding process is used for the headset cups and bottom bracket cups on all the OCLV carbon frames.

All of the technology and design advances lead to improved suspension performance, decreased weight and increased stiffness where one is usually sacrificed for the other.

In the head tube area, because of the mechanics of a bike frame and fork, the bottom cup of the head tube undergoes considerably more force during braking, turning or slamming through roots. With that in mind it makes good sense to make the bottom cup burlier than the top cup.

With a 1 1/2 inch cup at the bottom and a 1 1/8 inch cup at the top, the E2 head tube offers 6 percent more torsional (twisting) stiffness and 13 percent more bending (fore and aft movement) stiffness than a standard 1 1/8 inch system, without the weight penalty of a full 1 1/2 inch head tube. The E2 head tube is featured on the Fuel EX 9.8 and 9.9.

Trek blew the doors off convention with many of its 2009 innovations. To see what else the company is up to, including its new line of women’s specific designs, go to www.trekbikes.com. –B. Riepe

[what’s new for 2009] Magura’s 2009 Thor is a 140 mm all-mountain bruiser without the extra weight.

Magura: Fly Me to the Moon It’s 2 a.m. in Sedona, Ariz., and I’m fumbling around clumsily with various knobs and controls on an expensive-looking sound system. Bike Mag’s publisher Derek DeJonge is sitting at the bar sipping a cocktail and talking football with the 280 lb bartender while Richard Cunningham, who has temporarily been demoted from editor of Mountain Bike Action to designated driver for the night, carefully observes the scene like a omnipotent bystander, enjoying the spectacle in his casual way.

A few couples slink toward the door, possibly an attempt to escape Troy Rarick, the illustrious owner of Over the Edge Sports who is standing on the bar, skillfully crooning Frank Sinatra’s “Fly Me to the Moon” into the microphone connected to the sound system, which I am failing to control.

While this may sound like a discarded gonzo screed hammering mercilessly upon the skull of the bike business like some kind of confused woodpecker deep in the throes of a methadone freakout, it’s really much more innocent. The four of us were in Sedona along with a handful of other “journo’s” on business for Magura’s 2009 product launch.

At Rarick’s prodding, we decided we needed to bravely venture out of the safe confines of the Magura compound, a lavish spread with a saltwater pool, outdoor “bedrooms” and its own crystal power center, to see what Sedona had to offer for nightlife on a Tuesday night in May. Let’s just say without Troy and a few well-dressed modern-hippy girls, it would have been dead. But Sedona’s riding is not.

Magura’s design, manufacturing and head office is based in Germany but the company has a strong foothold on U.S. soil.

For several years now the company has chosen the vortexenhanced, singletrack-laced, red rock hills of Sedona for its product launches. Magura puts on a great show.

What impressed me most about Magura is that everyone involved with the company—from Jeff Enlow, general manager, Jude Monica, tech support, Tony Ballantine, sales manager, Stefan Pahl, product engineer, to its marketing agent Sergio Bravo—all have a passion for riding bikes and designing a great product. We did spectacular epic rides every day and enjoyed great food and great conversation every night.

Magura’s enthusiasm for cycling shines in its products, and for 2009 Magura is introducing fine-tuned improvements to its standard hydraulic brakes as well as major additions to the inventive, beautifully designed forks.

In the fork department, with the goal of creating a sub-4-pound long travel allmountain bruiser, Magura has added a new model called Thor. It is travel-adjustable on the fly to any setting between 100 mm and 140 mm via a bar-mount control lever. To keep it in control, the fork is equipped with Magura’s trademark dual arch brace and a 20 mm thru-axle. You can choose between SRAM’s Maxle and Magura’s own 60-Less axle, which is 60 grams lighter than Maxle (but requires an allen key for removal). Thor will retail for $899.

Magura is also expanding its Durin fork model options by offering the Durin SL, a sick-light (1,350 grams) World Cup style fork with race-optimized fixed compression and, on the other end of the cross-country spectrum, the Durin 120 mm fixed-travel marathon race fork or the travel adjustable (80–120 mm) Durin 120 FCR. With Magura’s Albert Select adjustable pedal platform control, these fill the rapidly growing segment of lightweight, longer travel forks for marathon racers and lightweight longer travel trail bikes.

Magura’s brakes have always set the high mark and they’re aiming even higher for 2009. But once you have a rock solid design like the Marta SL, which has seen virtually no changes for seven years, you don’t mess with it too much.

The major change for the Marta SL is a 20 percent increase in the size of the brake pad surface, utilizing the same pads as its all-mountain brake Louise (see review on page 95). This will give the Marta SL improved power and better heat dissipation while still remaining light enough for any weight freak. If pretty freakin’ light is not light enough for you (335 grams for the Marta SL), there is the hyper-light Marta Magnesium (299 grams). Marta SLs retail for $299. Add 70 bucks for the magnesium.

Magura puts meticulous German engineering and scrupulous testing into each product and the company has the allimportant passion component as well. To learn more about this German company and all it has to offer, go to www.magura.com.

–B. Riepe 81

[ellsworth] EVOLVE

Size tested: XL Price (frameonly): $2,395 Weight (frameonly): 6.05 lbs. www.ellsworthbikes.com

Brian Riepe

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The Right 29er Formula I’m 6-foot-1 and getting old and rickety, so I’m in favor of a at high speeds in general. bike that fits better, climbs easier and goes faster without actualLow speeds and especially low-speed cornering are where ly working harder. Better living through engineering, I suppose. the going gets tough. Cornering on any 29er is a bit awkward, If it weren’t for past experiences with 29ers that feel tippy and especially tight cornering. Just by nature of the larger wheel, handle like an old Winnebago with an overloaded roof rack, 29ers distribute weight higher above the ground, and the wheelthen I would have grabbed a gun and joined the 29er revolution base spreads out to allow tire/pedal clearance up front and long ago. That’s the difficulty though: 29-inch wheels are the tire/frame clearance in the back. A high center of gravity and circular equivalent of stilts for your bicycle. So, could the new long wheelbase make for clumsy cornering, but there are ways Ellsworth Evolve deliver the efficiency benefits of a 29er without to help offset the ride characteristics. compromising its technical savvy? I had high hopes.

The Evolve uses a comparably steep 72-degree head tube The Evolve is Ellsworth’s reply to the call for a nimble 29er that can conquer technical singletrack with grace and agility. It is designed with a recommended four inches of front and rear wheel travel and is intended for cross-country riding.

Ellsworth’s featured frame design is a patented variation of the traditional four-bar link dubbed ICT, or Instant Center Tracking. The Evolve uses a special 29er version of Ellsworth’s ICT design to counter suspension compression with forces generated by chain torque. A pivot on the chainstay eliminates the arcing rear axle path found on similar rockerlink designs. The Evolve’s aluminum frame is heavily gusseted and uses square tubing on the seatstays and chainstays for Brian Riepe increased torsional stiffness.

The Ellsworth Evolve has classic lines and rides like it has classic geometry.

Out of the box, the Evolve’s shapely gussets and neat, even welds looked profession- angle which effectively tightens up handling and tucks the front al and accounted for a very good-looking bike. There is no set wheel underneath the rider. The 13.6 inch bottom bracket gruppo for production, so component choice on the Evolve is height is not remarkably low, but it’s low enough to help distribpurely up to individual decision. This test bike came equipped ute weight closer to the ground and add to stability. I was worwith high-end components from Shimano, FSA, Thomson and ried about clearance issues but never had any crankarm digs Ringle as well as a RockShox Reba 100 mm fork and a Fox Float that couldn’t have been avoided with a better-polished techR shock. This bike has a smoke anodized finish, and there are nique. four other finishes available. I’m a function-over-form type of The Evolve is more nimble and capable in the technical guy, so the scratch-resistant durability of the anodized finish was sections than I had even hoped for. It’s not on par with the agilian extra bonus, and it will look good for years to come. ty of a 26-inch wheeled bike, but that’s not a fair expectation. I On the trail, I was immediately impressed with how stiff had a few 29er moments where I felt like I was top-heavy, but and responsive the Evolve rides. It truly feels like there are four the Evolve never felt spindly or flimsy in the rough stuff. Many inches of rear suspension travel buffering the blow of big times, especially in prolonged sections of small rocks and roots, impacts, yet the bike doesn’t flex or feel wobbly. Tube shape the Evolve felt significantly more sure-footed than my traditionmanipulation, wise gusset placement and burly-looking CNC’d al mountain bike. There are several familiar rock gardens and aluminum rocker arms contribute to confidence in rough tertechnical sections on my local trails in Crested Butte, Colo., rain. I was as comfortable railing straight ahead through a mess where I am faster on the Evolve, no doubt about it. of jagged rocks on the Evolve as I am on 26-inch mountain The Evolve is not at all suited for big jumps, but it’s a bikes with similar travel. My test bike’s 45.5 inch wheelbase is standout in the climbing arena. The suspension feels snappy and comparable to that of my downhill bike, and it feels very stable power and acceleration is immediate with the Evolve, but just as 83

lighter than 30 pounds for less than $3,500 with a safe and reliable gruppo.

And now to answer the question I started with: does the Evolve maintain all the efficiency benefits of a 29-inch wheel without compromising technical ability? No, it doesn’t. It just can’t. It is more capable than any other 29er I have tested or ridden, but it’s just not going to thread a line or slice a corner the way a traditional mountain bike will. Personally, I’m over it.

For all the trade-offs and advantages the Evolve offered, I don’t care if it’s a bit slower or more awkward in the tight technicals. I would stack this 29er up against my riding equal on a traditional mountain bike and bet odds that the Ellsworth Evolve will be faster on nine trails out of 10. More importantly, I know I can come off a 25-mile ride with this bike without a sore neck and back, and I might even have enough extra energy to go wash off my liver with a few beers. –Jim Fitzgerald Suspension Travel: 4 inches Wheelbase: 45.5 inches Seat tube: 73.5 degrees Head tube: 72 degrees Bottom Bracket Height: 13.6 inches Custom anodizing provides a subtle and unique finish on the Evolve frame.

Ellsworth’s patented Instant Center Tracking Suspension design makes the Evolve different from any other twenty-niner you’ll find.

it is on any 29er, it takes a little more effort to start turning the bigger wheel and gain momentum. The Evolve is no exception to physics, but it is exceptionally good at maintaining the power transfer from leg to wheel.

Ellsworth seems to have found the formula for pivot placement and rocker arm length and the efficiency of the ICT design is apparent with each pedal stroke. With the shock adjusted correctly, compression and torque balance out and every pedal stroke delivers forward momentum. Thrust the pedals abruptly and the front tire pops up. Spin nice even circles without throwing weight around and the bike will go down the road bob-free all day long. The Evolve rides and reacts much like a hardtail does—and then four inches of suspension smooth out the bumps.

Disappointments are few and brief. Without dwelling on component spec too long, the strong points were Shimano’s new low-profile XT rear derailleur, Kenda’s fast and grippy Small Block Eight tires and Magura’s Marta SL brakes. The Ringle Abbah hubs were fine, but the wheelset could have stood to be stiffer overall. I’ve often thought that a bolted Saint hub and axle assembly would lend a lot of stability to these 29er bikes with long spokes, long chainstays and long seatstays.

Weight and price vary with component specifications and from dealer to dealer, but it’s fair to say that it can easily be 84

[marin]

MOUNT VISION QUAD XC

Size tested: XL Price: $3,300 www.marinbikes.com

C. Spaeth

85

Juicing the Tangerine Dream Sometimes you can hop on a bike and it feels as natural and familiar as a favorite pair of worn out jeans. Other times getting to know an unfamiliar bike is a little like breaking in a wild horse; after some initial orneriness, both parties eventually come to a point of mutual respect for each other’s eccentricities and learn to live harmoniously together.

My break-in period with the Marin Mount Vision Quad XC took a little longer than with other bikes I’ve ridden, but once we came to understand one another, we had a lot of fun.

The Mount Vision Quad XC boasts nearly four-and-threequarters inches of travel on an innovative cross-country chassis that performs extraordinarily well in most situations. As strange as it sounds, my initial trials with the bike had me fighting with steering and maneuverability. The bike seemed to have a mind of its own. In frustration after several rides, I relented and let the bike do what it wanted to do, thinking that I would pay for my decision by picking loam out of my teeth and taping up bloody flesh wounds. Much to my surprise, I found the Mount Vision cutting flawless lines around switchbacks and flowing effortlessly on tight singletrack if I simply let it do its thing and took a little less heavy-handed approach to piloting.

The bike’s highly morphed rear triangle is as stiff as a Republican fundraiser, so it’s easy to bomb downhill with speed, confidence and agility through the tight twists and turns we all love to encounter on fine singletrack. The Mount Vision excels at descending through the mildly technical and smooth stuff, no doubt about it.

According to Marin, this talent is the result of a something

The Marin Mount Vision Quad XC features removable dropouts on both sides of the rear end.

Marin’s Quad-Link 2.0 rear suspension system provides 4.7 inches of rear travel as well as ergonomic challenges for larger-fingered folk when attempting to fill or adjust the rear shock.

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called Instantaneous Pivot Center. With IPC, the center of the shock swing arm moves, meaning that the Fox RP23 shock piston moves proportionately less in relation to rear wheel movement early on in the stroke and proportionately more later on.

Marin claims the design makes the bike more responsive to small bumps and allows the Mount Vision to reset to a normal position more quickly after big hits.

I found the bike’s performance in small bumps to be exceptional, but I was not as delighted with its performance on big hits, particularly big square-edged obstacles. When smacking these types of impediments, I found that the rear end tended to wallow a bit, bogging me down and depriving me of that familiar snap-back that helps propel you forward and up into technical nirvana. Repeated monkeying with the sag and rebound adjustments on the RP23 provided no relief from this condition.

I wondered whether the RP23 on Marin’s platform was the most accommodating shock for a really heavy rider like me.

The Mount Vision made up for my big-hit disappointment with its uncanny climbing agility. For a lumbering rider like me, a true challenge for any bike is its ability to carry me through climbs littered with long stretches of baby heads and chicken heads.

According to Marin, the Mount Vision’s suspension provides “beneficial chain growth” that keeps the rear wheel glued to the ground and provides superior traction. This factor, coupled with the lateral stiffness of the rear end, made grunts through cruel, uphill stretches of loose rock a joy for me and a mind-bending experience for my riding partners, who could only watch with mouths agape as my ample body moved slowly

away and shrank out of sight while they struggled to remount their bikes.

The Mount Vision’s climbing ability made up for its relatively bloated weight for a bike of its cost and class. On the other hand, the bike did tend to bob a lot through the smooth flats and on fire road climbs, making the Pro Pedal feature on the RP23 shock and the lockout lever on the Fox F120RL (32 mm) fork valuable accouterments. Even so, it would be a real stretch to say the Mount Vision provides a stable pedaling platform.

And while on the subject of picking nits, here’s the last one: The Mount Vision’s Quad Link virtually encases the RP23, making adjusting the shock’s levers and knobs and filling it with air a royal pain in the butt for anyone except someone with tripped-out, long, skinny fingers similar to ET: The Extraterrestrial’s.

But when all is said and done, the Marin Mount Vision Quad XC provided hours of worry-free, entertaining rides on a full complement of varying trail conditions throughout the Rockies. The bike’s component package—including Shimano XT bling, Avid Juicy 7 brakes and Mavic wheels—made it fun and reliable to ride, too.

On a final note, I’ve never ridden a bike that got so many positive comments about the color. The Marin’s cool tangerine finish consistently made me feel like I was cruising along in the proverbial cat’s pajamas. That’s something you can never place a value on and more than makes up for the uneasy introduction I had at the beginning of my adventures with the Marin Mount Vision Quad XC. –James E. Rickman

C. Spaeth

87

[seven cycles] IMX

Price (frame only): $3,495 Frame Weight: 3.1 lbs. www.sevencycles.com

James E. Rickman

88

Artistic License to Rip

Seven opts for a filament-wound carbon fiber instead of carbon fiber molding for its top tube in the IMX. The natural weave creates a striking pattern in the tubes.

One look at the Seven Cycles IMX and you know this isn’t your standard mountain bike. Sleek titanium melds into carbon fiber graced by an artistic weave. If you’re thinking this is more art than bike, you’re only partially right.

Like all good artists, Seven Cycles backs up its artistry with well thought-out design and understanding of the medium, all combined for one ultimate goal. In this case, of course, the main objective is that bike you’ve always dreamed of.

Using a blend of titanium and carbon fiber tubes is not new for Seven. The company has used carbon fiber for its top tubes and seat tubes for some road bike models since 1997. A carbon fiber top tube adds a measure of stiffness to the titanium to translate any motion forward and give it quicker handling.

Added to the seat tube, carbon fiber boosts the compliance characteristics of the titanium in the vertical plane; that’s more rearend comfort to you and me.

Seven realized that using a Ti/carbon tube combo in mountain bikes would impart two main benefits to the bike. First, lighter carbon fiber would drop the frame weight. In fact, the IMX weighs 10 percent less than the company’s top-selling all-Ti Sola mountain bike. And second, keeping titanium in the places most vulnerable to frame-seeking rock missiles makes the bike more impact-resistance. That’s piece of mind for hammerheads pounding down a loose, rocky trail.

The next question is how it rides, but that depends entirely on you, and I don’t mean your riding style. Except for stock sizes in its Signature Size program, Seven relies almost entirely on custom builds. This is no standard inseam, arm-length, quick bike fit custom program, although it is relatively quick. Seven has a 12-page Custom Kit explaining its custom program and asking you 100 questions, covering not only your body measurements, but also how you ride, what you ride (and all those measurements), where you ride and what hurts and feels good when you do ride.

Your own riding preferences funnel directly into Seven’s frame design for you. For example, a stiff drive train maximizes power transfer from your legs to the rear wheel, perfect for someone wanting instant speed. But a less stiff drive train gives you a lighter frame weight. Which do you prefer? I think you know.

After you finalize the Custom Kit with your local retailer (in addition to choosing components, frame accessories, cable routing options and paint colors and design), Seven’s designers then work out the frame angles, tube sizes, thickness and lengths to fit your preferences. All told, the process of working with your retailer on the Custom Kit and with Seven up to the final frame design takes 12 days. Production time is typically two to four weeks.

89

Though I can’t tell you how your bike will ride, I can tell you the IMX rode superbly. I tested one of the company’s Signature Size stock mediums. It took me a few trails to remember how a hardtail rides, how to pick my route a little more carefully compared with blasting a full suspension over any and every rock. Because I didn’t go through the custom program, I had to discover for myself the ride qualities of this bike. I found the titanium in the frame did give the hardtail bike a supple ride that smoothed out the back end over bumpy parts of the trails.

The carbon fiber gave the steering a precision that guided me through the tightest of switchbacks, leaving only my lungs to push me through.

The IMX frame averages an airy 3.1 pounds, practically floating up long climbs. On fast singletrack descents, I liked how I could really push the bike over into corners, snapping it upright to get back to business. The bike didn’t seem to like to launch over berms or high rocks like other bikes, but rather preferred to stay stuck to the trail, a nice option if speed is really what you’re after.

For a cross-country hardtail, the IMX would make a great race bike or a fine climbing machine. Add in a little artistic license, and this fine handcrafted frame will give you some beautiful rides. –C. Spaeth

James E. Rickman

You can’t beat beautiful welds like this in titanium. The IMX uses butted titanium tubes for its frame junctions.

90

[steve potts] CUSTOM TI SINGLESPEED - 29ER

Price (frame only): $3,500 www.stevepottsbicycles.com

Brian Riepe

91

All You Have to Do is Ride

Steve Potts is known for his beyond-perfect welds.

92

Wearing your old stretched-out tighty-whities in the name of saving some cash isn’t anything worth bragging about. There’s no argument they’ll serve their purpose, you can still go to the movies and play basketball in them but there just won’t be a twinkle in your eye.

The same goes for bikes. Yes, you could convert your old dusty ride or hand-me-down frame into a singlespeed. It would be a great way to go. Strip off the shifters, cables and derailleurs, slap on a Surly Singleator, get a conversion kit for your rear wheel and boom, you’re riding. All fine and dandy, but it’s just not the same snuggly feeling as those new briefs all starchy right out of the package.

When I daydreamed about a singlespeed, I always envisioned a clean, custom singlespeed-specific frame. A simple frame with disc brake mounts, bottle cage bolts and horizontal dropouts. That’s it. After the 2007 North American Handmade Bicycle Show guide was published, I combed through the bios feverishly looking for the builder who would best suit my style. Choosing the right builder is hardest part in my opinion. I chose Steve Potts.

It was June 2007 when I committed to move forward with a custom Ti singlespeed. This was a huge step for me because a custom bike is not something you sell in a year or two just so you can have the latest paint job and model year parts. It’s also a big financial decision. I’m crazy for bikes, but $3,500 for a frame requires some major consideration and planning. For me, it came down to a builder I believed in and a frame I could stare at for the rest of time.

In case you're not familiar with Steve Potts, let me help you out. You can thank him for a lot of the parts on your bike.

A native of Marin County, Calif., Potts was a member of the original Marin County gang. He built his first mountain bike to get out into the California wilderness areas. Realizing there weren’t many component options for these newly crafted mountain bikes, Potts and his friends Charlie Cunningham and Mark Slate teamed up to build parts for these frames. In 1983, Wilderness Trail Bikes (WTB) was born. Potts, Cunningham and Slate were in their glory.

Their designs were on the forefront of the sport and other companies took notice. They licensed the Ground Control Tire to Specialized, designed bikes for Trek and designed parts such as roller cam brakes and water bottle cages for companies like Suntour and Bell Sports.

In 2002, Potts and Cunningham split from WTB and Potts is again doing what he loves best, building custom bikes under his own name. His refinement of titanium fabrication and welding is legendary, which all starts with the best machinery, custom fixtures and a thorough understanding of the materials he uses to craft mountain bike frames. In fact, while building my frame Potts’ methods led to new innovations in argon gas purging, which regulates the proper argon flow during the welding process. He has also been called one of the best bicycle framebuilders in the past 30 years.

The build process began with numerous conversations. I supplied him with the measurements he requested and information regarding the ride qualities I was looking for in a Ti 29er singlespeed. I also gave him measurements of my current bike and what I liked and disliked about it. One major concern of mine was not to end up with a super flexy frame. There are tremendous stress loads passed into a singlespeed frame from the rider, and titanium is not known for its rigidity. He assured me he would take care of that.

Light and simple, Paragon Machine slider dropouts are a sweet addition to a beautiful singlespeed frame.

Perfect welds start with precise miters during production of this Steve Potts singlespeed.

After that point, surprisingly, we were pretty much done. I was in line waiting for my new frame. Most of our communication was on the front end of this process. He would get in touch with me occasionally with questions like where I wanted the brake housing, on the top or bottom of the top tube, and what color decals I wanted.

Potts presented my frame to me at the Handmade Bike Show in Portland, Ore., in February ’08, nine months after our initial conversation. I felt extremely fortunate to get it. I have a lot of respect for this man and our sport would not be what it is without his efforts. But I finally had it and I couldn’t wait to get in some serious mileage.

I logged my first couple of rides on the new Potts in Fruita, Colo., in early spring. The combination of singletrack, a new singlespeed and the first ride of the year left me giddy as a schoolgirl.

The frame fit me perfectly and Potts delivered with a tubeset tuned perfectly for my size and weight. He achieved this through selecting varying wall thicknesses for specific areas on the frame, eliminating or encouraging the frame to flex. It’s definitely solid.

After figuring out how different riding a singlespeed was from my geared bike (and by different I mean harder), I chose to ride it in the Growler, a 32-mile race with 4,000 feet of climbing on mostly singletrack in Gunnison, Colo. Immediately after the start I felt like I choose the wrong steed for the day, but I settled in and completely bonded with my new bike. The ride is silent.

There’s nothing rattling, no chain slap or clicking derailleurs. The simplicity of a singlespeed relaxes me. All you have to do is ride.

Impeccable is the only word that comes to mind when I look at the frame. The welds, the curvature of the tubes, even the head badge is a work of art. Pedaling my Potts has made me think twice a couple of times about picking my line. But after eating it in a corner for the first time, I got over it. I think that’s what I love most of all. It’s still a bike. You ride it and put it away then grab it and ride it again. It is so simple. No gears, no cables, no shifters, just a tight short chain and clean chain line. Everyone needs a singlespeed in their stash of bikes. –C. Hanna

Smooth welds complete those precise miters.

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1st endurance:prerace vespa:CV-25

gu:rocktane

$39.95 | www.FirstEndurance.com

$60/12 Packets | www.VespaPower.com

$2.50 | www.GuEnergy.com

Here’s a different active ingredient for you: wasp extract. The name Vespa comes from the Latin Vespa Mandarina, the Asian Mandarin Wasp, which flies up to 100 km per day in search of food. It’s one of nature’s best endurance creatures, fueled by its own potent amino acid complex. Each packet of Vespa contains an isolated form of this food source.

Sound a little weird for you? Swallow this: According to the makers of Vespa, the wasp extract works by helping muscles metabolize a higher level of fat while stabilizing and conserving glycogen, allowing the fat to become the primary energy source. This allows athletes to sustain a higher level of performance over a longer period of time.

The first time I tried Vespa was during the 2006 Grand Travers, an eight-hour Nordic ski race from Crested Butte to Aspen.

I also gave some samples to endurance racer Ethan Passant, which he used during his record setting bid at the 2008 Colorado Trail Race (see Colorado Trail Race on p. 32).

Both of us agreed that we didn’t notice any buzz or stimulation, and even the makers of Vespa say that you won’t, we just felt very good over the long haul. How’s it taste?

Well, it’s an amino acid complex, not a dessert. –B. Riepe

The name GU has become synonymous with energy gel. With its mix of simple and complex carbohydrates and electrolytes, GU provides quick energy and replenishment during workouts or competition.

Taking the energy gel concept one step further, Roctane contains histidine, an essential amino acid, and increased potassium and sodium citrates and citric acid. These ingredients all help speed the conversion of carbohydrates into energy and help diminish acid production in the muscle tissue.

Roctane also contains additional amounts of the branched chain amino acids leucine, valine and isoleucine, which serve as another fuel source, aid in recovery and help reduce fatigue by limiting serotonin production in the central nervous system.

Finally, to expedite recovery by limiting the breakdown of muscle tissue during extremely hard efforts, GU Roctane contains another amino acid complex called Ornithine Alpha-Ketoglutarate.

I dosed a packet of GU Roctane during the final lap of the Mountain States Cup singlespeed race in Sol Vista, Colo. I was starting to hurt a bit at the start of the lap, chasing down Chad Melis who was killin’ it on every switchback. About 20 minutes later, I was able to attack and hold him off to the finish. I’m not sure if it was my disciplined training program (yeah, right) or the Roctane, but I definitely had a good kick at the end. –O. Mattox

The team at First Endurance designed PreRace with their top athletes in mind.

“I don’t drink coffee so when I take PreRace, I really feel it; it’s a huge boost,” says Levi Leipheimer, who started using PreRace before the 2007 Tour de France. “I find even half a scoop is enough for me.”

Developed to improve stamina and to increase oxygenation of muscles, time to exhaustion and maximum workload, PreRace is not your typical supplement. It contains caffeine, citrulline malate, taurine, qurcetin and a proprietary neuro-stimulant blend. It works by stimulating the nitric oxide system.

First Endurance says, when stimulated, the nitric oxide system improves blood flow, clears lactate and delivers more nutrients to working muscles. Citrulline malate and taurine have been shown to enhance cardiac output leading to numerous endurance benefits. The formula also improves cognitive function by stimulating the central nervous system.

While not a scientific experiment, I used PreRace at three mountain bike races this year. All three were relatively short (under three hours) but very fast races with considerable amounts of climbing. Each time I raced my singlespeed and I felt pretty much unstoppable while climbing from the gun, like I could stand up and give it everything I had for as long as I needed. That’s always a good feeling. PreRace is worth trying. –B. Riepe

94

magura:2009 louise BAT

syntace:1-20Nm torque wrench

$199/Wheel | www.Magura.com

$245 | www.Syntace.com

For most riders, Louise could be the best and most capable brake in Magura’s lineup. At 410g (with rotors), she’s 75g heavier than the Marta SL (Louise’s waif-like sister), but she’ll also cost you $125 less.

I set up the Louise on a Trek 69er singlespeed that I’d already been riding for about a month. Magura’s Easy Bleed Technology—a bleed hole accessed by removing a cover on the lever—is a great idea and made the set-up, well, easy.

With the 29-inch wheel up front, I chose a 180 mm rotor and I was really glad I did. It was mid-summer and the local trails were getting dangerously loose and dry. I was immediately blown away by the performance and overall feel of the Louise. Even in loose corners I could bring the front wheel right to the point of locking up without fear of stepping over that precipitous edge where too much brake means you eat dirt. The lever modulation and pad control was the best I’ve ever experienced.

While the levers seam a bit bulky at first, the dual clamp and long levers make it possible to mount them on either side of the shifters if needed. By turning a tiny knob on the front of the lever, the Bite Adjustment Technology (BAT) system gives you a unique ability to adjust when the lever puts the pad to the rotor, making it easy to dial in the brake to your liking, even on the trail.

The caliper design is where Louise stands out. Nice, large, organic 6.1 series pads (about the size of a quarter), dual pistons, an open hydraulic system with an expansion chamber and Heat Eater adjustable hose with an integrated line cooler all give Louise controllable power and the ability to dissipate heat effectively under heavy use. Louise never lost her cool even during long descents with constant braking. Louise comes with Magura’s five-year, leak-proof warranty. She’s also available with a carbon lever, which saves 11g.

–B. Riepe

Despite common paranoid belief, most carbon fiber parts are stronger than their aluminum counterparts—but only if you strictly obey the torque specs, which are scrawled somewhere on the item or in that manual you should have saved. Guessing won’t work so a torque wrench is essential in every cyclist’s tool chest.

The German outfit Syntace makes some high-tech carbon goods. As such, it behooves them to supply a good torque wrench. I was impressed with this design.

Adjusting the torque setting was refreshingly easy compared with other torque wrenches. The knob on the end of the wrench spins easily, aided by a small flip-out lever. Torque is measured in Newton meters (Nm) or in inch pounds, and Syntace thoughtfully included both scales on the handle.

The Syntace mechanism worked very well. When you reach a desired torque, a spring-loaded pivot joint at the end of the wrench simply gives way and the wrench handle clicks over several degrees.

It has a solid feel and seems more accurate than the common torsion bar-style wrenches, which simply bend under force until an indicator lines up with markings on a scale.

This wrench was plainly a high quality tool, and it felt good in hand. The ratchet mechanism felt smooth and precise and was easy to adjust.

To ensure accuracy, all torque wrenches need to be calibrated. The Syntace wrench includes a calibration certificate that ensures precision settings within 4 percent. –B. Riepe

95

96

arundel:sideloader

squirt:chain lube

fi’zi:k:gobi xm saddle

$39.99 | www.ArundelBike.com

$10 | www.SquirtLube.com

$140 | www.Fizik.it

Arundel’s first product, the Dave-O bottle cage (named for one of the founders), was a handmade carbon fiber product. “It was like a little black snowflake,” said DaveO of Arundel. “Each one was different.”

Problem was it cost way more to make one than it could possibly be sold for.

Not being martyrs or fools, Arundel looked overseas for production and fate led them to a Taiwanese fellow named Race and an engineer named Beer. Noticing the clear message that fate dropped into their laps, Arundel hired Race and Beer on the spot.

Now the cages are made in China and we can afford to purchase them.

I’ve owned bad/cheap water bottle cages that didn’t do their simple job, which is to hold your bottle tight and let it go only when you want to drink out of it. The Arundel cage does both of these jobs very well. In addition, the Sideloader cage offers a great solution for compact or sloping top tube bikes where the bottle needs to fit into a tight spot.

Arundel makes bottle cages from carbon fiber and stainless steel. The carbon sideloader model weights 30 grams and is available in lefthand (LH) or Othersideloader (RH). Dave-O must be a lefty.

“We could have made it lighter,” Arundel states. “But preventing bottles from ejecting was paramount.” –B. Riepe

I’m not typically persuaded by endorsements, but when I saw that Travis Brown and Ned Overend were both endorsing Squirt Lube, it caught my eye. I could be wrong but it doesn’t appear that these endorsements are the result of paychecks. I think they both genuinely like the product.

Unlike any other wax-based lube I know of, Squirt is made with wax in a water emulsion instead of a solvent. By using an emulsion, Squirt can get a high level of wax content that does not separate.

After a lot of experimenting, they settled on 40 percent wax as the best mix between long-lasting lube quality and staying clean.

I followed Squirt’s instructions, initially applying it to a very clean, dry chain and I ran with it all summer, only brushing the chain off periodically and reapplying Squirt after rides. It performed very well. Even after racing in typical Colorado summer moon dust mixed with stream crossings, my chain never squeaked and stayed relatively clean.

That is really all that I ask of any lube.

Although Squirt uses a petroleum wax, it is a lot more environmentally friendly than those containing solvents. In fact, Squirt has just passed a biodegradability test with flying colors. To be in the highest bracket of biodegradability, a product must degrade 60 percent in the first 28 days; Squirt reached over 80 percent. –B. Riepe

Fi’zi:k absolutely nailed it with the Gobi XM saddle. Designed specifically for marathon/mountain bikes, every aspect of the saddle is well thought out and designed to maintain comfort and mobility over long hauls.

The Gobi XM felt unlike any other saddle I’ve tried. Its rails are made from K:ium, a steel alloy that is eight percent lighter than titanium but equal in strength. The patented wing flex design gives the rider great mobility by keeping the seat from interfering with thigh movement. With a comparatively long 265 mm sitting surface and a square-shaped, padded nose, the Gobi XM is comfortable even when you shift forward for steep climbs.

Riding on the Gobi was a pleasure. With additional tail flex, transitions on and off the bike were smooth. The padded center takes pressure off sensitive areas without making it feel like you’ve lost contact with the bike.

When sitting, I felt like I had great climbing power without feeling boxed in.

At 229 grams, the Gobi XM is not the lightest saddle out there, but it is truly functional over the long haul. –B. Riepe

fox:F120 15QR Fork & shimano:deore xt 15QR wheelset Fork price $750 | www.FoxRacingShox.com Wheelset price $699 | www.Shimano.com New for 2009, Fox F-Series forks will be available with a 100 mm x 15 mm quick release thru-axle skewer dubbed the 15QR. The fork and wheelset combo is the result of recent collaboration between Fox and Shimano, who set out to design a lightweight thruaxle for cross-country and marathon applications. It’s cool to see collaboration leading to innovation.

Will this be a hard to find proprietary set-up? Nope. The 15QR is an open format that any hub or fork manufacturer can produce.

As a fork and wheel system, 15QR is lighter than a 20 mm thruaxle, and it requires no tools so removal is virtually as fast as a standard quick-release skewer (especially if you include fumbling with those annoying safety tabs).

Compared with a standard flim-flam skewer, 15QR offers a 15 percent increase in torsional stiffness—as in when you’re stuffing the front end into a corner—and a 25 percent increase in transverse shear stiffness—as in when you are slamming straight through a rock garden.

The 15QR system is not only good for the fork’s rigidity, but with wider bearings there is also improved stiffness in the hub. The rider will benefit from the sum of the parts.

On the trail the increased front-end stiffness is as perceptible as a triple

shot of espresso in a Red Bull. The system is awesome, and in my opinion it will become a standard for trail riding. The 15QR is currently available on all Fox F-Series forks except the F-29 (hopefully that will come next).

The Fox F120 fork is everything you’d expect from Fox in its standard open-bath, air-sprung design. It’s light and plush but still responsive. For 2009, Fox re-engineered and optimized the crowns on all 32 mm models to be stiffer and lighter, just 3.7 lbs for this F120 15QR. Built around the 15QR front hub, Shimano offers a complete Deore XT wheelset: the WH-M778. The wheels have 24 butted spokes and are compatible with tube and tubeless tires. The hub has a new sealed design that improves bearing durability by 400 percent, with less seal drag than cartridge bearings. The complete Deore XT wheelset weighs 1,702 grams for a set. The 15QR will also be available with Shimano’s top of the line XTR wheels. –B. Riepe

scrub components:matrix rotors $135 each (160mm) | www.ScrubComponents.com Scrub Components is a small company based in Park City, Utah, making these killer lightweight, metal matrix rotors.

At 56 grams for the 160 mm rotor, Scrub Rotors are considerably lighter than standard steel rotors; a 160 mm Magura SL rotor weighs 142 grams. Ultra-light aluminum and Ti rotors are nothing new, but my experience has been that they just don’t work well.

These are different. Scrub is secretive but says the rotors are made from a matrix of ceramic particles evenly distributed in an aluminum base. The matrix transfers heat seven times more efficiently than steel and offers better wear resistance.

When running the Scrub rotors with Magura’s Marta SL brakes, whether in wet conditions or on long descents, I never noticed any power loss. The braking always felt the same, no fading and never any noise. And even after a whole season, the rotors never showed any signs of wear, just like steel rotors.

Scrub requires the use of organic pads with these rotors. They’re not cheap but are well worth the investment for any high performance bike. –B. Riepe

97

syncros:am two-niner wheels Price: $791.90 | www.Syncros.com

Now that the 29er thing is considered mainstream, you’d think there would be tons of great wheelset options out there. Not necessarily.

Especially if you’re a 6-foot-5 towering giant on a bike so big it makes the 29er wheels look small. That’s me.

Most 29er wheels out there, trying to win back a little extra weight, tend towards the whippy side. That’s fine on a race bike but I needed something for my everyday ride that could take abuse without breaking the scale and track better than a wet noodle. When I saw these Syncros wheels, I was pretty excited to try them out.

Syncros chose to build the 29er wheels around their sturdy all-mountain platform with 28 mm rims and DT Swiss double-butted spokes laced up by hand to Syncros FL (F-ing light?) hubs with a 32-hole, three-cross pattern. The wheels are available with a 20 mm thru-axle or quick release skewer. The rims are bombproof and the double-butted spokes keep them reasonably light.

Besides offering great lateral rigidity, the 28 mm rim entirely changes how the tire works. Giving the tire a wider base to sit on increases the effective volume of the tire, making a 2.1 tire feel more like a 2.3. These wheels were a huge improvement over my previous wheelset and offered way better control, especially in tight turns and rooty singletrack.

I was equally impressed with the Syncros hubs. At 272 grams (rear) and 153 grams (front), the hubs are light and the mechanical double-6-pawl freewheel engagement system was tight and responsive, if not a bit loud. The double row angular cartridge bearings, interestingly filled with Rock ’N’ Roll bearing grease (the best shizzle out there), add even more stiffness and were as smooth as Frank Sinatra.

Overall, the Syncros wheels are an excellent upgrade if you’re looking for more control on your two-niner. –C. Hanna

endura:stealth jacket Price: $299 | www.EnduraSport.com The Stealth Jacket combines all the latest garment construction and fabric technologies to create a cycling jacket so fundamental you’ll finally be willing give up that hokey (but functional) PVC rain jacket you picked up for $20.

Ultrasonic welded construction techniques and externally sealed seams give this fully waterproof and breathable soft shell jacket a great fit with a smooth internal surface.

Endura has a treasure chest of high tech fabrics and extremely talented designers who never miss a trick. The shell of the Stealth is made from Demizax fabric, which combines superior waterproof-ness (to 20,000 mm) and fantastic breathability. The soft Field Sensor liner stays comfortable and dry, even during activity. You can’t say that about your PVC raincoat.

Design tricks are what make the Stealth Jacket stand out and win awards (best design at the 2007 Eurobike trade show). Soft Stretch Entrant fabric on the front collar makes it comfortable even when fully zipped.

Multiple zip vents provide flexible ventilation. Wrist zips keep the cuffs sealed without being constrictive over gloves. And a zipped rear pocket and a welded chest pocket with iPod port store your goods in any weather.

My first experience with the Stealth Jacket was while shooting the 2008 Leadville 100. I rode to the high point above Columbine Mine (13,500 feet). It’s a 3,500-foot climb so I worked up a good sweat. I reached the top around 9 a.m. and set up shop to wait for the leaders.

It had rained all night and there was a cold fog hovering over the saddle. My wet clothes became very effective air conditioners and I began to shiver. I had stuffed the Stealth into my CamelBak to pad my camera and was really glad to put it on.

When the leaders (Dave Wiens and Lance Armstrong) arrived I got so excited I forgot to take the jacket off even though the sun came out. I ran all over shooting pictures and the jacket breathed so well I didn’t get soggy. It’s a very versatile jacket in a wide array of temperatures.

Buy the Stealth Jacket in October and you’ll be pining for the nasty fall weather to arrive. –B. Riepe 98

kenda:dread tread 26 x 2.1

schwalbe:rocket ron 26 x 2.1

Price: $47.99 | www.KendaUSA.com

Price: $82.95 | www.SchwalbeTires.com

Kenda has tapped a gaggle of big name/big success pro riders to help design special tires that match the specific needs and demands of these riders—and those of like-minded customers.

Tinker Juarez’s historic and continued success as a cross-country and endurance racer makes his knowledge extremely valuable.

And as you might expect, the aptly named Dread Tread tire (Tinker is known for his dreadlocks) was designed to excel at cross-country racing. But for Tinker it was also important to make a tire tough enough to withstand hours and hours of rugged abuse.

My tire needs probably parallel Tinker’s needs fairly well in that I like a race-worthy tire that will be fast on climbs, fast everywhere really, without entirely compromising control on descents, corners confidently and can still withstand being both my race tire and my training tire.

The Dread Tread did all that. I mostly ran the tire in rather ideal conditions, damp/tacky alpine singletrack where any tire can make it. But the Dread Tread corned extremely well even when things got a little bit loose and dry. They didn’t seem to pick up mud in a ridiculous manner. The Dread Treads are light enough, aggressive enough and sturdy enough for good hard, fast mountain riding and racing. They are still on my singlespeed race bike as I’m writing this, ready for the next Thursday Night Worlds (our local mountain bike series).

Low profile, flat knobs give this tire its speed and low rolling resistance. Kenda’s Dual Tread Compound (softer rubber on the side knobs, harder in the center) helps the tire corner like a much more aggressive-looking tire while keeping the center knobs from wearing too quickly.

The Dread Tread is cool for front or rear use and weighs 660 grams. –B. Riepe

It appears that Schwalbe names its tires after people in the company circle. I’m not sure who Ron is. He’s either an “old guy who gets fat in the winter,” who Schwalbe is mocking, or he’s a super skinny fast kid who raises a dust cloud when climbing up 19 percent grades.

These tires are lighter than air and faster than light, while still offering some traction control. Rocket Ron’s tread is bit more aggressive than Racing Ralph, Schwalbe’s popular ultra-fast Euro WorldCup-style race tire, but somehow Ron weighs less than Ralph. Only 420 grams.

Ron’s “dimpled” knobs are widely spaced and relatively tall so Ron gets decent traction in loose conditions. Ron is very low profile as well as low volume, which is not something I’m used to riding these days.

Ron surprised me with great climbing traction and reasonable cornering. About five miles into the ride, I ripped through a technical section, hopped a square edged rock, missed the trajectory and slammed Ron straight into the edge of the rock. Bam…pssss. Oh yeah, you gotta be a bit more careful on these race tires but if you keep that in mind, the weight savings is well worth it when seconds count.

Built on Schwalbe’s Evolution carcass (a proprietary base construction), Rocket Ron is incredibly fast and Schwalbe’s triple rubber compound does a good job of balancing low rolling resistance with good traction. The taller knobs can flex a bit on hard pack where Schwalbe’s Racing Ralph may be a better choice.

Schwalbe makes some of the best tires in the world. Its construction and material’s technology is top tier. Rocket Ron will make an excellent choice for a light but mildly aggressive race tire. Just watch those hard hits. –B. Riepe

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Little Jimmyâ&#x20AC;&#x2122;s Travels:

Mysteries of the

KAIBAB CRESCENT

A Travelogue by James E. Rickman

Any good ride along an unfamiliar trail throws out its share of twists and turns.

But what do you do when your path steers you into one of those mysterious regions existing at the edge of reality? You cross your fingers, hold on and ride it out.

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The Alien Run Trail in Aztec, N.M., has surprises around every corner.

Caroline Spaeth

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Little Jimmy’s Travels

It's too bad you can't supersize your ride on the Rim Trail in Page, Ariz.

The

approach of the autumnal equinox brings a sense of urgency to go out and finish up all the unfinished summer business floating around out there. It is a time that brings yearnings to haul ass out of town for one more week of riding and fun before the onset of the Pre-Winter Clampdown—that morose period of early darkness, shorter days and cooler-thancomfortable temperatures that forces a person to mothball unrealized summer aspirations for yet another year.

This urgency had me haphazardly tossing an enormous load of assorted crap into the car and lashing our bikes onto the vehicle at dusk, madly fighting to beat the approaching rains and setting sun. Our plan was several days of riding in the “Kaibab Crescent,” a name I had coined for the unfamiliar expanse between St. George, Utah, and Aztec, N.M., that roughly skirts lands belonging to the Kaibab-Paiute and Navajo people. It is an area steeped in folklore and tradition as well as slickrock and singletrack. We were hoping to find some excellent riding and a little respite from the demands of an eight-to-five world.

Little did we know that we would find much more than that.

AN OMINOUS BEGINNING As the last bit of light winked out over the horizon, we made our way north. The sky began vomiting rain. Wave after wave of water poured down on me as I stood on the shoulder of a dark northern New Mexico side road trying desperately to lash plastic grocery bags over the seats of our bikes. Within 15 seconds, I felt icy rain rolling down my butt crack, meandering toward my nether regions like floodwaters advancing misery upon the world. I was soaked to the skin by the time we got rolling again.

The rain poured down in such steady curtains that it was difficult to see, a nasty impediment to contend with on this particularly narrow stretch of lonely road.

I shuddered inadvertently, shaking a drop of rain off the tip of my nose.

It was here decades ago when my father and I happened

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James E. Rickman

upon a woman hitchhiking with two giant dogs late one moonless night. The woman’s hair seemed to flap in the wind as our headlights illuminated her bony frame and canine companions.

My father jammed on the brakes and threw the car in reverse, ready to offer a ride to this hapless soul. When we reached the spot where she had stood, she was gone. We listened for sounds in the windless air, but all we could hear was the idling of the car engine. We called out for the woman, but there was no answer. It was as if she were never there.

An oncoming car zipping around a sharp bend snapped me out of my recollection. Instinctively I hit the switch to activate the low beams. Everything on our side of the road went black.

We had no headlights.

The high beams worked just fine though, so we made our way into Aztec angering every oncoming motorist along the way.

There are certain people who would have regarded the malfunction as an omen or a portent of something. But not us. We were sleepy and soggy, so we checked into our hotel without giving the incident another thought.

Lace curtains and the slightly yellowing wallpaper decorating the Step Back Inn gave the place the feel of a haunted house. I slept fitfully. Mercifully, silent apparitions did not visit us, nor did we endure any unexplained raps or knocks in the darkness— only an ominous, swishing gurgle that chattered its way down behind the wall when the occupants of the room upstairs flushed their toilet.

NATURAL GAS AND GRAY ALIENS Aztec is oil and gas country. We could smell it in the morning air the next day as we wandered outside to squint and stretch and shake off the Victorian ambience of our sleeping chamber.

Natural gas pumps bob up and down across the landscape like giant grasshoppers slurping up valuable petrochemicals from the soft, gray earth.

A few miles from the edge of town on a bluff above Hart

Little Jimmy’s Travels Canyon, the drone of the pumps is drowned out by whispers of a conspiracy. Local lore speaks of a flying saucer crash on this unlikely patch of ground back in 1948. The mammoth UFO reportedly carried more than a dozen little gray aliens in shiny silver suits. All perished when the saucer went down, and their lifeless bodies were strewn about the crash site, sparkling in the sun like shards of broken glass.

Locals say the government clandestinely cleaned up the mess using trucks disguised as oil and gas vehicles. The craft was supposedly spirited away to Los Alamos The open expanses and magnificent formations of the National Laboratory and the alien Kaibab Crescent in the Southwest hide many mysteries. corpses moved to WrightJames E. Rickman Patterson airfield. Some locals say the background radiation at the site is slightly higher than surrounding areas.

THE WATER CARRIER I don’t know about all of that, but what I do know is that the Meanwhile, as we changed clothes at the trailhead, a bizarre alien crash site sure is a good place to ride a bike. insect moved quickly along the ground and caught my attention.

Several years ago a couple of locals, Al and Deral Saiz, The strange creature had an ant-like head and body connected to scraped a trail into the forbidding landscape. The Alien Run trail a giant triangular-shaped abdomen festooned with red and black heaves its way over long ledges of slickrock, twists its way stripes. Those colors are nature’s warning symbol, so I took a through tight stands of piñon and juniper trees and winds its step backward. The odd creature hauled its oversized toxic waste way around the crash site. A simple marker with a homemade trailer of a butt through a red-ant mound. The soldier ants visiplaque describes the astonishing events of 1948 and provides a bly moved out of its way, so I knew the big bug was packing good place to catch your breath before heading back down on something lethal. Neither of us wanted to say what we were thinking. the second half of the 10-mile loop.

“That thing looks like it came from another planet,” I finally The Alien Run is a fast trail, and I rode it accordingly. stammered. “What the hell kind of bug is that, anyway?”

Branches grabbed at me like alien fingers, and I tried to imagine An entomologist friend of mine in nearby Farmington later the philosophical and spiritual implications of the saucer crash provided our answer. on humanity. Well, not actually. I was concentrating on dodging “That bug is called a megetra, and it’s a good thing you diddeath cookies and maintaining my composure through the gnarl.

Round smooth rocks made navigation and control a constant n’t touch it,” he told me upon hearing the description. “It’s comchallenge, and the plethora of low-hanging limbs made decapita- monly called a blister beetle.”

People continue to use megetra and its cousins for an aphrotion an ever-looming possibility for a big guy like me. I have to disiac known as Spanish Fly. The bug secretes an irritating comsuppose that the Saiz brothers are of short stature, else they pound called cantharidin, a molecule strangely reminiscent of would have done more trimming after getting bonked in the the bug itself. The chemical causes swelling of the genitalia after head for the umpteenth time.

If aliens were chasing me through this landscape, I expect I’d ingestion, and larger doses can be fatal. Not a pretty way to die, particularly for someone wearing Spandex. end up a human Guinea pig undergoing unthinkable experiMy entomologist friend laughed when I first told him I susments on a mother ship parked in the shadows behind the dark pected the bug had extraterrestrial origins, given its proximity to side of the moon. The tight track through the trees would doom the UFO crash site. But among the people out here, among the a giant like me to a loping pace that would pose no match for isolated hogans and red-earth formations populating the Kaibab three-foot-tall aliens easily rambling through the brambles like Crescent, the megetra, like most anything, plays a role in the Munchkins hopped up on methamphetamine. On the other behavior of the natural world. hand, I suppose the preponderance of branches might pose a Navajo people call the insect the “water carrier,” and folklore hazard for their huge, staring almond-shaped eyes if the gauntlet has it that if you step on one or pour water on one, it will bring were really thrown down. rain. The critter we found in Aztec was unharmed by us, but Maybe I’d escape after all, and the little buggers would be apparently someone had stepped on one nearby. left staggering around with dripping eye sockets, hopping woeAs we rolled into our next destination, Page, Ariz., we disfully about on tender feet accustomed only to soft Martian soil, not a jagged landscape of merciless cactus prickles, waiting to be covered that a freak low-pressure system was roaring out of California straight toward us with about 50 billion gallons of picked up by sinister agents from a secret government agency.

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Little Jimmy’s Travels Gooseberry Mesa outside of Hurricane, Utah, is a slickrock playground and a magical place to ride.

James E. Rickman

moisture in tow. We had planned to wake the next morning at the Crack of Dawn—the cruelest of all the major orifices, where crusty-eyed crabbiness, bad breath and no breakfast dwell in a sleepy pre-dawn half light—to drive 150 miles north into Utah and ride the mythical Thunder Mountain trail outside of Bryce Canyon. Our lust for Thunder Mountain had been all-consuming for years and here we finally were, so close we could almost taste it.

But every weather report stated with 100 percent certainty that Thunder Mountain would not escape the coming deluge.

Nevertheless, the thought of becoming stranded in a thick soup of red earth far away from civilization was not in itself enough to make us consider abandoning our dream.

No, the coup de grâce for our plan actually was the increasingly miserable onset of a terrible cold I had acquired from a co-worker—one of those people who would report to work even if he were dying of Ebola. It’s people like him who will turn the Bird Flu into a pandemic when the time comes. He will show up to work to jiggle door knobs and rummage through files with boogery fingers trained to constantly wipe a nose set firmly against the grindstone.

The thought of slogging around in the pouring rain in infirmity seemed not only stupid, but just plain no fun. Reluctantly, we aborted the Thunder Mountain trip and opted instead to ride on the Rim Trail in the city of Page the next morning.

SINGLETRACK IN THE NETHERWORLD The entire country of Germany had converged the next morning in the Page hotel lobby to eat free continental breakfast before enjoying what was to be a big day of boating on Lake Powell. We carbo-loaded with German precision, eliciting 104

nods of approval from our newfound friends.

A few minutes later we found ourselves at the Rim Trailhead, which, oddly enough, overlooks the local McDonald’s. A stream of cars was stacked up in the drivethrough lane waiting for Supersized portions of death.

Occupants in the cars below pointed and stabbed at us with angry hypoglycemic glares. The trail was not well marked, so we nervously wondered which way to go, not keen on standing around to suffer an extra-large refill of indignities from the hostile fast-food crowd.

Suddenly, out of nowhere, a Native American woman appeared on a Wal-Mart bike with a shiny kickstand. She rode unsteadily up to us, dismounted and panted.

“Hurry! Hurry! This way!” she stammered.

“Is this the way to the Rim Trail,” I asked?

“Follow me!” she said.

And off she went, maneuvering her peculiar shiny bike off the path and toward the street. She crossed, barely missing a speeding pickup truck.

“This way! This way!” she panted.

On the other side of the road a plastic signpost indicated the trail route. Just around a corner, an ancient Native American man sat in the dirt above the trail with a beer, grinning through two front teeth.

“This way!” called the siren.

The old man’s eyes twinkled as he looked at us in our helmets and Spandex. He pointed at the woman and urged us to go. I heard him laughing as we went, but he didn’t use the laugh of a drunk. It was the laugh of a wise man.

Unsettled, I hesitated and looked ahead on the trail at our scrambling guide, who was straddling the top tube and walking

Little Jimmy’s Travels her bike at a blistering pace. She made a hard left off a small sidewalk and I followed.

I was on the ground before I knew what had happened. The turn dropped off into a hidden ditch lined with soft sand. I picked up my bike and brushed myself off. The strange woman was gone. Seconds later another pair of cyclists appeared. They told us we were going the wrong way and that we should follow them to the Rim Trail.

“We were following that lady the other way,” I said.

“What lady?” they asked, sincerely puzzled.

When we tried to follow our new guides, my bike wouldn’t shift. A terrible clatter issued from the rear of the machine. My derailleur hanger was bent from the ridiculously slow tumble I had taken moments earlier. Luckily I had a spare.

As I changed it, the old man sitting in the dirt above us softly sang native songs to himself.

Each time I looked up at him, he pointed at me and laughed.

We finally rode the Rim Trail and enjoyed spectacular views of Lake Powell, but I couldn’t shake the thought that the mysterious woman from earlier in the morning was not of this Earth, but rather a being who dwelled in the Crack Between the Worlds, a Trickster straight out of Navajo tradition who had come to complicate our day.

“Naw,” I finally said to myself, settling the question of her origin in my mind once and for all.

Then I heard a small hiss and felt a shudder rising up through the frame of the bicycle as we made it back to the McDonald’s to complete our ride. Both of my tires were flat. A fistful of goat head stickers had lodged in the tread.

“That’s really weird,” said my traveling companion. “I don’t have a single sticker in my tires. Where did you pick those up?”

Somewhere in the Crack Between the Worlds, I reckon.

FOOLS GOLD Two days after the strange occurrence in Page, I awoke groggily in St. George on the equinox. It’s terrible to wake up sick in a strange bed far away from home. But it’s even worse feeling like you have to stay there.

I had been roiling with fever for the past 48 hours, and the thought of spending another day inside in a state of sweaty malaise seemed more than I could bear. I collected myself for a ride at Gooseberry Mesa outside of nearby Hurricane, Utah. After a silent drive and a wobbly start at the trailhead, the world started to come back into focus.

Under this late afternoon Autumnal sky, the light was spectacular and the temperature perfect. Up on this majestic high mesa, you could actually feel North America slipping into a new season.

In the Old Days, that kind of Earthy talk could get you burned at the stake for Witchery, and if the modern Republicans have their way, such horrific spectacle may come back into vogue soon enough. But feeling the perfect harmonious frequency of the spectrum piercing my flesh and rejuvenating my CommonCold-ravaged body, I now understand why the Earth Worshipers and Wiccans perform their ceremonies at key times of the year like this one.

The alchemists of old talked of mixing elements of opposing properties into elixirs that could transmute base metals into gold.

Using equal parts of sun and moon, fire and water, Earth and air, the alchemists claimed to work magic. Here in the Kaibab Crescent, ancient native traditions collide with modern religious beliefs. Native Americans mingle with Latter Day Saints. Golf courses border ancestral ruins. It’s no wonder there’s a certain palpable magic to the area.

Up on Gooseberry Mesa, the elements had come together in perfect fashion as we rode along the slickrock. In contrast to the rich brown Earth far below the mesa rim, the air above was practically alive—shimmering like blue neon. Days of recent rains had filled voids in the slickrock with glistening pools of water. And inside me, a terrible fire lay smoldering just out of reach. The four elements were poised for an incredible convergence, and already I could feel their power flowing through me as we rode.

I found my massive form defying gravity—floating up nearly vertical stretches of slickrock. At the edge of the mesa high above the valley, my ride was like a graceful dance, waltzing in and out of the trees and jitterbugging with the rock. I was the Michelin Man tripping the light fantastic, a dancing bear performing a gleeful gypsy two-step. The feeling was contagious. My traveling companion and I played follow the leader in the slickrock playground for hours.

As dusk approached and an immense full moon rose above the landscape, the water in the shallow pools became imbued with an equilibrium of light and darkness on this day, one of only two a year, when night and day grace all things equally.

Arcane texts describe a method for alchemists to collect dewdrops at this magical time. The precious water, charged with the harmony of opposition, can be used as the base for a perfect elixir—one that can turn lead into gold or bestow immortality.

Exhausted from the afternoon’s romp, I lay on the slickrock watching the moonrise. I dipped my hand into one of the pools and applied the water to my head and hair. The fire inside me evaporated and I felt my health return. Autumn had arrived at last. We finished the last mile back to the car wickedly fast, laughing like children.

If you ask me, the magic you find stems from the path you choose. Out here in the Kaibab Crescent, there are no wrong turns.

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PurE funâ&#x20AC;Ś simple life.

Rob Strickland

Rob Strickland

Xavier Fane

Rob Strickland

This Fall recharge in our bike friendly communities! Crested Butte, home to the Mountain Bike Hall of Fame is known for its great alpine single track riding.

Hartman Rocks in Gunnison gives you a taste of granite slick rock and high quality buff single track that goes on for miles, and miles and miles...if you are looking for a weekend get away or a lifetime of trail riding see for yourself why we believe we are the mountain biking mecca.

Photos, video, information and FREE brochures at GunnisonCrestedButte.com or call 877-369-7635

[communitypages]

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cycling community

gunnison valley colorado

Must Do The Crested Butte Classic (see Events below)

Local Information Center •Lodging, Camping, Events, Festivals, etc., go to www.ColoradoMountainBiking.info or call 800.814.7988

Guidebooks and Trail Maps •Mountain Bike Crested Butte Singletrack by Holly Annala •Hartman Rocks Trail Map

by David Kozlowski Local Cycling Clubs and Club Rides •Crested Butte Mountain Bike Association (CBMBA), redridgedesign@msn.com •Gunnison Valley Bicycle Club, riepe@mountainflyer.com Weekly Rides, Crested Butte •Club Road Ride, Tuesday evenings (summer), 5:30 p.m. Ask at the Alpineer, 970.349.5210 Weekly Rides, Gunnison •Club Road Ride, Wednesday evenings (summer), 5:30 p.m. at the TuneUp Bike Shop, 222 N. Main Street •Weekly Women’s MTB ride, Tuesdays, 5:30 p.m., leaving from Hartman Rocks’ main parking lot Local Attractions •Mountain Bike Hall of Fame and Museum, 331 Elk Ave., Crested Butte, 970.349.1880, www.mtnbikehalloffame.com 108

Courtesy of Jim Harlan

Events •Gunnison-Crested Butte 2009 Community Calendar, www.gcbCALENDAR.com •Fat Tire Bike Week, June 2009, www.ftbw.com •4th Annual Crested Butte Classic, July 2009, no entry fee, no prizes, redridgedesign@msn.com •5th Annual 24 Hours in the Sage, Aug. 2008, www.24hoursinthesage.com •Pinnacle Series, Thursday Evening Mountain Bike Series, July to Aug. 2009, www.ridecb.com •Gunnison Growler Series, Nine-race local mountain bike series, June to Sept. 2009, www.gunnisontrails.com

National Champion handcyclist Jim Harlan gets a cooling shot of water in the face from a spectator during a competition.

JimHarlan - Here’s Your Chance The first thing you notice about Jim Harlan are his eyes: brilliant cerulean blue, intense orbs that reveal a sense of determination and self-confidence that is almost startling. The next thing you notice are his arms: muscular, tanned and tattooed.

Through a combination of natural athleticism and an unwavering drive to succeed, this soft-spoken Crested Butte, Colo., local made a name for himself in the competitive handcycling world in 2001 in a matter of months. It was a wild ride to the top and a turn of events that Harlan himself never would have predicted.

Harlan was a rising track star with a full scholarship to Western State College in Gunnison, Colo., when he dove into a shallow pool and became a C-6 quadriplegic.

by Erin English

This summer, on the 25th anniversary of that fateful day, Harlan submitted a letter to Crested Butte’s local newspaper in which he described how the experience of becoming a quadriplegic has resulted in a life richer than he ever could have imagined. It was an inspiring and poignant account that locals were talking about for days.

Anyone who knows Harlan—and he has many friends in this small mountain town where even a breakfast special is named after him at the local hangout, Izzy’s deli—will tell you he does indeed lead an enviable lifestyle.

A talented monoskier in his own right, Harlan has served as a Crested Butte Mountain Resort ski patrol dispatcher for the past 16 years. He is an emerging artist

and writer and a natural at any athletic endeavor he puts his mind to. Becoming an Olympic handcyclist in 2004 just added to his growing list of accomplishments.

It was Chris Hensley, executive director of the Adaptive Sports Center (ASC) in Crested Butte, who got Harlan into cycling.

Harlan already had skied, rafted and canoed with the ASC, which provides outdoor adventure activities for people with disabilities. It was only a matter of time before cycling was brought into the mix.

He didn’t exactly ease into the sport.

“One day Chris said, ‘Hey, here’s your chance, do you want to try Ride the Rockies?’ ” Harlan recalled. “I said, ‘Sure.’

So he got a bike, and I started riding it about a month and a half before the tour.”

It was summer 2001, and the tour featured 432 miles of riding with 27,600 feet of elevation gain over six days. Harlan completed the entire journey, methodically cranking out mile after mile on his armpowered handcycle. He loved every minute of it, ascending mountain passes at his own pace, taking in the scenery and enjoying the morale-boosting compliments from rid-

LODGING

Water Wheel Inn clean comfortable quiet AND affordable CLOSE TO HARTMAN ROCKS MTB TRAILS EASY ACCESS TO CRESTED BUTTE

Courtesy of Jim Harlan

hot tub

Flying the colors for the U.S. Paralympic Team, Jim Harlan finds time for a smile.

HOT BREAKFAST BAR FREE WI-FI / CABLE FITNESS ROOM ON -SITE MASSAGE

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ers who passed him on the way to the top.

On the sixth day—ride completed—a new obsession had formed.

“I probably wouldn’t have thought that I could do a ride like Ride the Rockies,” Harlan said. “Once I did that ride I had all the confidence in the world, and I knew I could tackle just about anything.”

Two weeks after Ride the Rockies, Harlan was on a plane to the National Handcycling Championships. He was in the lead when his wheel fell off halfway through the race. He came in second. After that, he bought his own bike—a lean-steer Freedom Ryder handcycle—and enjoyed a string of successes.

“I won every race I did in 2002 and won the national championships both in the time trial and the road race,” Harlan said. “Then because I won the national championships, I qualified to go to the world championships that year. I had to raise 1,500 bucks, and this town raised it for me with no problem.”

At the world championships, he won the road race and placed second in the time trial. In 2003 and 2004, he won the national championships again, and then it was off to the Olympics in Athens, Greece.

Harlan says he was the strongest he had ever been going into the Olympics, but muscle spasms caused by a bladder stone and a spasm medication that left him “zonked” affected his performance at the games; he placed sixth. Despite the setback, Harlan says going to the Olympics was the experience of a lifetime.

“When I used to run before I got hurt, that was a dream of mine to go to the Olympics. Then to go, cycling, was awesome,” he said.

Harlan left competitive handcycling after the Olympics, opting to spend full summers in Crested Butte and focus more time and energy on his art and writing.

These days he chooses long and leisurely recreational rides. The type of competitions he enters these days are the relatively lowkey variety, like the Adaptive Sports Center’s Bridges of the Butte 24-Hour Townie Tour, a quirky “only-in-Crested-Butte” event that draws costumed locals and handcyclists alike.

The lifestyle, the people and the endless opportunities for enjoying the outdoors in Crested Butte are a perfect combination for Harlan, and it would be a surprise to many if he ever leaves this biking mecca.

“This is a sick town …it’s a jewel,” Harlan says. “There is nowhere else I’d rather be.”

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photos: Bob Brazell

CUSTOM HOMES & RENOVATIONS JOHNNY BIGGERS 970-349-5990 / CELL 970-209-3261 cbbuilders@crestedbutte.net / crestedbuttebuilders.com 111

cycling community

steamboat springs colorado

Must Do •Buffalo Pass, Scots Run and Hot Springs trails Local Information and Lodging •Steamboat Chamber of Commerce, www.steamboat-chamber.com, 970.638.4239 •General Information, www.steamboatsprings.net

Local Clubs and Club Rides •Routt County Riders Bicycle Club, www.routtcountyriders.org •Tuesday night rides, meet weekly 5:30 p.m. at Orange Peel Bike Shop, down town at the corner of 12th Street and Yampa Ave., Contact Barkley Robinson at bark@lseng.net Guidebooks •Mountain Biking in the High Country of Steamboat Springs, Colo.,

by Tom Litteral •Steamboat Singletracks: The Mountain Bike Guide to Steamboat Springs, Colo., by Tom Barnhart Local Attractions •Old Town Hot Springs, www.sshra.org Yampa Valley Botanic Park, www.yampavalley.info •Main Street Farmers Market, Every Saturday, June 14 to Aug. 30 •Kent Eriksen Cycles, Handcrafted in Steamboat, www.kenteriksen.com •Moots Cycles, www.moots.com

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Riley Polumbus

Events •Town Challenge Mountain Bike Series, open to kids and adults and held every other week in May through August, each race followed by a post-race party, www.steamboat-chamber.com •The Rio 24 Hours of Steamboat, June 2009, www.rockypeakproductions.com •Kent Eriksen Cycles Tour de Steamboat, Aug. 2009, www.rockypeakproductions.com

With a VW bus as race headquarters and Dog as co-coordinator, a few singlespeed women line up for the start of the Dog Days of Summer race, part of the Steamboat Town Challenge Series.

Steamboat - Stepping up to the Challenge by Riley Polumbus It’s a Wednesday evening in Steamboat Springs just after 5 p.m.

Mountain bikers donning cardboard number plates appear from side streets and town paths. Single riders or pairs, even a few families, make their way across town like lemmings.

At the start/finish line, Race Series Director Gretchen Sehler takes her position next to her VW campervan. For 13 years Sehler has been directing the sevenrace series that swelled to record numbers this summer.

After starting with a mere eight competitors in its first year, Steamboat’s Town Challenge MTB Race Series, which will turn 20 next year, has hit its stride. This year’s opening race on a new trail at Marabou Ranch drew more than 220 riders.

Sehler believes many factors explain the growth: more people on bikes, new people in town, youth divisions growing, fuel prices, great trails, the fact that every

competitor receives a popsicle…or it could be simply that it’s just plain fun.

“It’s more than just a race, it’s a social outlet,” Sehler said. “People meet, some have even gotten married.”

It’s easy to see why.

Before the race, adult competitors mingle and youth racers zip about. A post-race party encourages further camaraderie with cold beer, plenty of food and prize giveaways.

Between face time, a little racing happens, providing more substance for conversation and bonding in the fresh mountain air in the name of the beloved bicycle and for the mutual appreciation of great trail.

Perhaps it was the cool mountain rain before August’s first race, “Dog Days of Summer,” on Emerald Mountain, or perhaps it was the trail design, but on more than one occasion an elated competitor, starry eyed and smiling said, “That was a great course!”

Emerald Mountain rises above Howelsen Hill, the small, city-owned ski area in downtown Steamboat Springs. Comprised of 4,139 acres, Emerald is divided into two zones, one for hiking and the other for more than 10 miles of mountain biking.

Seven years ago, spearheaded by local biking advocacy group Routt County Riders, several trail building projects converted Emerald Mountain from an up and down trail system to more contoured designs.

This summer marked the debut of Larry’s Trail in the series.

It winds up the middle section of Emerald Mountain adding more cross-country loop options to its already well-fortified system.

Most riders agree, for neophyte competitors, any course on Emerald is a great place for someone to begin a new Town Challenge racing career. Including mine.

Two days before the race, my friend Renee called and announced she was signing me up.

“If you’re going to write about it, you’ve got to ride it,” she said.

I could hardly argue with that.

Never having raced before, I easily could have entered the “novice” category. However, we signed up for the longer sport course and opted against the pro and expert categories that tackle such aptly named trails as “Lane of Pain” and “Root Canal.”

Racers compete in one of 25 different categories according to age and experience. New this year is singlespeed for both men and women.

Although not sure that I’d be able to keep up with my com-

petitors, I knew I could handle the course, after all, I can see most of the trails from my deck.

Near race time my butterflies were grounded by the encouraging words of fellow participants.

“It’s like going on a ride with friends,” Moots Cycles employee Evan Soard said. “A lot of your friends.”

I placed fifth in my age group, just over 10 minutes behind my nearest competitor. The high I was on from rising to the challenge more than made up for the time gap.

“It doesn’t matter whether you finish last, middle or first, it’s fun. It doesn’t matter because its all fun,” my nearest competitor and friend Krista Check-Hill said.

Congratulatory words greeted me at the post-race party, along with the most massive hamburger I’ve consumed all summer. Creekside Café, owner and town challenge competitor Kelly Landers, sponsored the party.

After the party, a small group looked over finish times. A boyfriend tried to convince his girlfriend she should race.

“Is it fun or is it hard core?” the boyfriend asked.

“It’s fun,” I replied. “This was my first race and it was only my fifth mountain bike ride of the season.”

“It’s just good to get the adrenaline pumping,” Renee added.

“It gets you on your bike more.”

Let’s not forget the popsicle.

“We have a great time because we don’t take ourselves too seriously,” Sehler said.

It’s a good bet the series will keep growing into the next decade. More trails, more riders and of course an ample supply of popsicles.

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cycling community

four corners colorado

Must Do •The Rally of the Dead (see Events below)

Events •Iron Horse Bicycle Classic, May 2009, www.ironhorsebicycleclassic.com •12 Hours of Mesa Verde (at Phil’s World), May 2009, www.12hoursofmesaverde.com •The Colorado Trail Jamboree, July 2009, www.ctjamboree.com •Road Apple Rally, Farmington, N.M., Oct. 2009, www.roadapplerally.com •Rally of the Dead, Oct. 2009, subversive singlespeed fest, ask around for info (Hint: Durango Cyclery would know.)

Guidebooks and Maps •Mountain Biking Colorado’s La Platas

by Derek Ryter •Mountain Biking Durango by John Peel •Mountain Biking Colorado’s San Juan Local Club •Durango Wheel Club, club rides Tuesday and Wednesday nights and Saturday mornings, April through October. Four categories (A, B+, B, and C) so everyone can enjoy. See website for very complete schedule, www.durangowheelclub.com Advocacy •Trails 2000, working to enhance all types of trails for every trail user group, www.trails2000.org or 970.259.4682 Local Attractions •Mesa Verde National Park, www.visitmesaverde.com •Durango Silverton Railroad, www.durangotrain.com

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General Information •Durango information, www.durango.org •Lodging (central reservations): 800.409.7295

Peeking through the spokes of your front wheel is not a bad way to view Cortez’s Phil’s World Trail.

Just keep the rubber side down.

Cortez - Phil’s World is Your World There is a lesser known but downright incredible trail system between two of mountain biking’s best-known locations, Moab and Durango.

Named after a local radiology technician named Phil, “Phil’s World” sits near the base of Mesa Verde National Park in Cortez, Colo., in the Four Corners region of the Southwest. If you ask any of the locals to name their favorite trails, chances are they will mention Phil’s World. It is easily accessible and well worth the drive from Durango and for anyone passing through the area.

Upon first glance it doesn’t look like much. The parking lot is dirt and rock and very minimal. In fact, you would not recognize there was world-class singletrack here, or anything there at all, if it weren’t for the constant array of cars and trucks parked at the trailhead.

The entire trail system manages to be contained in a relatively small area, skillfully laid out by its founder. Most folks will agree that it seems much bigger. Phil started the trail system more than a dozen years ago after deciding the area lacked any nearby singletrack. He started scouting the trails on his bicycle, marking and packing down the trail, although rumor has it that a guy named Bob has spent more time working on the trails than anyone. Jimbo Fairley, co-owner of Kokopelli

by Darren Dencklau

Bike and Board in Cortez, was also a key figure in creating and getting the trail system established.

Phil’s World is situated on a combination of State Trust Land, BLM land and private property. The Kokopelli Bike Club leases the land for approximately $2,000 per year under a five-year contract. The club carries a mandatory insurance policy that ensures trail users can’t sue anyone if they have an accident while using the trails.

The club has primary responsibility for maintaining the trail, and a donation box at the trailhead encourages users to chip in to help the club’s efforts.

According to Dani Gregory, Kokopelli Bike Club president, last year’s donations helped pay for their expenses. Excess revenue was used to purchase trail tools and other essential equipment. The club is now planning to improve the parking lot as well.

There have been issues in the past between landowners and trail users, but things are smooth at the moment, thanks to efforts of the Kokopelli Bike Club and others involved with the trail system.

“The trail isn’t going anywhere,” said Tom Miller, from Kokopelli Bike and Board.

That’s good news.

Phil’s World starts with a gradual

NEW BREWERY open at 225 Girard St. Durango, Colo.

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Darren Dencklau

Tarantula crossing: A rider takes a break from swooping singletrack to look at the ground for a moment and regain composure.

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World and I have to agree. In fact, you’ll probably want to do the section again after you get it dialed.

The entire trail system can be done in less than three hours, and depending on how motivated you are, it’s easily doable a second time. It is perfect for singlespeed and hardtail bikes.

Phil’s World can be ridden almost year-round, depending on snowfall. Other great rides are close by, near Dolores and Cortez, and offer semi-desert options when the mountains are covered in snow.

Just check with local bike shops in the area to get the scoop and a detailed trail map.

As time goes by, Phil’s World will become increasingly popular. Since the trail is essentially a one-way, users generally find space and solitude, allowing for uninterrupted singletrack bliss. Efforts from many fine people continue to improve and extend the trails in the area as well.

When you visit the Four Corners area, be sure to check it out. You’ll be glad you did.

TO GET THERE: Phil’s World is located a few miles east of Cortez, Colo., just off of Highway 160, across from the Montezuma County Fairgrounds. Parking is on the north side of the highway. If you are coming from Durango, the turn comes up quickly, immediately following a guardrail.

Just keep an eye out for the Fairgrounds and you will easily find the entrance and parking lot.

Darren Dencklau

climb under piñon trees and through sweet smelling sagebrush for about a mile, then crosses a fire road to a ripping descent with numerous jumps and banked turns before dropping in and out of a ravine. Shortly after, a moderate climb takes riders to the top of the mesa and through a series of hard-pack, highspeed turns. Stay left to catch the “proper” trail.

Keep an eye out for tarantulas. I’ve seen several on the trail here. The furry arthropods are generally insouciant regarding your presence; however, they will take a defensive posture if they feel threatened.

The trail then goes out onto a series of ledges through portions of slickrock, sand, tight singletrack and more. Be sure to stop to check out the views of Sleeping Ute Mountain to the southeast, La Plata Mountains to the west and Mesa Verde to the south. Once the trail goes inland, there are tight turns under low-lying branches, testing rider awareness and bike handling skills. Take caution, as some of the branches like to jump out and grab handlebars, taking riders to the ground faster than a sucker punch at a dive bar.

Soon after, there is a junction that offers the option of riding Bob’s Loop or to continue to the left, an area known as Stinking Springs, which extends the ride considerably. Most importantly, if you stay left, you won’t miss the Rib Cage, a series of ravines, banked turns and jumps that definitely doesn’t disappoint. Many consider this portion the best part of Phil’s

Bob’s Loop on Phil’s World trail is just one of many loop options on this soon-to-be-a-classic trail.

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cycling community los alamos new mexico Must Do •Mountain Bike Ride: Quemazon Trail to Guaje Ridge Trail •Road Ride: New Mexico State Highway 4 into the Jemez Mountains past the Valles Caldera (out and back) Local Information Center •Lodging, Events, Festivals, etc., Los Alamos Meetings and Visitor Bureau, visit.losalamos.com, 800.444.0707 or 505.662.8105

Guidebooks and Trail Maps •Los Alamos Trails by Craig Martin, available at local bookstores •Local trail maps available at Otowi Station Bookstore, 1350 Central Ave. and online at www.losalamos.com Local Cycling Club •Tuff Riders Bike Club, Club members eager to show visitors extensive local trail system, Weekly summer rides, Tuesdays and Thursdays at 5:30 p.m., meet at Sullivan Field, www.tuffriders.losalamos.com Local Attractions •Bradbury Science Museum, 15th Street and Central Ave., Los Alamos •Los Alamos Historic Museum, Fuller Lodge: Atomic history •Pajarito Ski Area, www.skipajarito.com •Bandelier National Monument: Ancestral Pueblo cliff dwellings •Valles Caldera National Preserve, www.vallescaldera.gov

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Courtesy Tarik Saleh

Events •Pajarito Ski Area lift operates for cyclists, June-Sept., www.skipajarito.com •36th Annual Tour de Los Alamos, July 2009, www.tourdela.home.mindspring.com •Pajarito Punishment Bike Race and Fat Tire Festival, Aug. 2009, www.losalamos.com/fattirefestival

Enjoying a moment of glory on his singlespeed crossbike, Tarik Saleh just likes bikes.

TarikSaleh - Simplicity in a High-Tech Town Los Alamos, home of the Manhattan project, fastest computer in the world and mapping of the human genome is also home to Tarik Saleh. Despite his complex and high-tech surroundings, Tarik prefers the bicycle because it is “a simple, elegant machine that allows you to get places all by yourself.”

Saleh’s passion for the bicycle guided his choice of a college major and future career path as a Los Alamos National Laboratory research scientist. During a tour of one college’s engineering department, Saleh asked the professor, “What major should I choose so I can learn how to build a bike?” And so his major became materials science.

Later as a University of California Berkeley student, Saleh had his chance to build a bicycle on the Berkeley HumanPowered Vehicle (HPV) team. He and three other team members built a proto-

by Jessica Kisiel

type of a high-speed, fully faired, back-toback recumbent tandem with a two-wheel drive system.

Designing the fork and machining the dropouts for the HPV tandem connected Saleh with Chris Kelly of Kelly bike company in Oakland, Calif. Saleh apprenticed under Kelly, learning the art of bike fabrication, working events and tradeshows and racing on the factory team in cyclocross and singlespeed.

Saleh’s enthusiasm for the bicycle has not waned with age and at any one time he has at least 15 functional bikes. With his wife Elena’s bikes, their household has 25 bikes and no garage. Of the 11 bikes he rides regularly, most of them are singlespeeds since he prefers the elegance of the solo gear.

In addition to setting speed records on the tandem HPV and racing for the fun and challenge of it, Saleh believes in the

utilitarian function of the bike. In 2004, he spent a week on a borrowed Chinese bicycle exploring Cheng Du, the capital of the Sichuan province.

“It was nice to see a culture that was still that reliant on cycling,” said Saleh.

“The bicycle was used by all ages for all uses, including cargo hauling and commuting.”

Inspired by his trip, Saleh put together a talk, The Bicycles of China, for audiences in Santa Fe and Los Alamos, N.M, explaining how bikes are tools and not merely toys. He was also the keynote speaker in Iowa City for the Bike Night Fundraiser, which raised more than $3,000 for the Iowa Bike Coalition.

Saleh puts those words in motion.

For the past two years, he has ridden to the local Atomic Man Duathlon race, which starts nine miles from his house.

This April to get to the race, he loaded up his road bike and racing gear onto a Surly “Big Dummy” cargo bike he meticulously built from a frame over the winter months. Despite his cold ride to the race start, he outperformed all his age

Have Surly Big Dummy, will travel. Saleh’s rig is packed for all kinds of fun.

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Tarik Saleh

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group competitors.

Not surprisingly, Saleh is a dedicated year-round bike commuter, having missed his daily work commute on only seven days in the last two and half years.

“There is no reason I can’t commute on a normal day and I try to do it every day,” he said. “It is a good way to get in daily exercise, and I don’t enjoy car commuting, it makes me groggy. I have chosen to live in a community where I can commute easily.”

The biggest barrier to commuting, he believes, is breaking the inertia of driving everywhere.

“It is so easy to just get in the car everyday,” he said. “I encourage everyone to try commuting to work or taking the bike for errands just once. You’ll find that it’s not that hard and will start the ball rolling.”

Saleh uses his blog, tsaleh.blogspot.com, to entertain and network with other cyclists. So go ahead and contact him. He’s always up for a good ride but don’t forget the singlespeed; he only has three bikes with derailleurs.

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cycling community lyons colorado Must Do •New Wild Turkey Trail •Picture Rock Connector Trail to downtown Lyons (under construction as of press time) Local Information •Town of Lyons, 303.823.6622 Lyons Chamber of Commerce, www.lyons-colorado.com

Events •9th Annual Lyons Fat Tire Fest, May 2009, Call Redstone Cyclery, 303.823.5810 •Rockygrass, Lyons’ bluegrass festival, July 2009, www.bluegrass.com •Boulder Mountain Bike Alliance (BMA) trail project, Little Raven Trail, July 2009, www.boa-mtb.org •BMA trail project, Brainard Lake area, Aug. 2009, www.boa-mtb.org Local Cycling Club Rides •Weekly Rides, Year-round Tuesday night rides from Redstone Cyclery at 6 p.m. then to Oskar Blues Brewery for bluegrass and dinner Local Attractions •Planet Bluegrass, www.bluegrass.com •Lyons Classic Pinball, www.lyonspinball.com •Oskar Blues Brewery & Cajun Grill, Live music five days a week •Hall Ranch Open Space •Heil Valley Ranch Open Space •Rabbit Valley Open Space •Lion Gulch Trails •Fly Fishing, North & South St. Vrain River •South Creek Limited, www.southcreekltd.com Mike Clark, Custom Bamboo Flyrods, five-year waiting list

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Marty Caivano

Bike Shops •Redstone Cyclery, www.redstonecyclery.com •Bitterbrush Cycles, www.bitterbrushcycles.com

Workin’ on the chain gang, IMBA’s Pete Webber demonstrates proper pick technique on the Picture Rock Trail.

LyonstoBoulder - More Trails at Last In Lyons, Colo., before riding sweet singletrack, it pays to work on your relationships. And I’m not talking about your spouses.

This summer, after years spent forming a unique bond with Boulder County Parks and Open Space officials, the Boulder Mountainbike Alliance (BMA) has nearly completed a long-awaited, 10mile trail connecting Lyons with Boulder.

Called the Picture Rock Trail, the new trail winds through smooth valleys and over rocky outcroppings to join Lyons’ Hall Ranch trails with Boulder’s Heil Valley Ranch.

And for the first time in Boulder County, this trail was built with mountain bikers in mind. It’s open to all non-motorized users, but as the County has learned what mountain bikers want, it has responded.

“The trail is narrow and built to stay

by Mary Caivano

that way,” said Pete Webber, trail specialist for the International Mountain Bicycling Association (IMBA). Webber consulted in the trail planning process and participated in many facets of the construction. “It uses the most up-to-date trail design and construction techniques that make it environmentally sustainable and fun to use.”

But things weren’t always this rosy in the Boulder Bubble.

Historically, Boulder County has managed to coast along on the Front Range’s reputation for being a mountain bike destination, but locals know the truth: It is mostly a great place to ride a road bike.

The problem began in the early 1980s when overzealous officials banned mountain bikes from many city-owned trails.

Boulder riders had only a couple of trails they could ride to from town, and none of them was long or challenging. As for the rest of the county, officials just didn’t have

that much experience working with mountain bikers, so progress was slow.

Lyons was a bit better off with more singletrack to be had in nearby Larimer County. But still, riders from both towns stood on the high point at Heil Valley Ranch, gazing toward the trails of Hall Ranch a few miles away, and dreamed of a way to connect them.

Now, not only is that trail a reality, but the tide of Boulder County’s mountain bike limitations has started to turn.

It’s not just the work of die-hards on the BMA board, working patiently with land managers and going to review meetings; it’s also the 217 volunteers who showed up on National Trails Day, June 8, to swing Pulaskis and build 8,400 feet of trail.

That astounding turnout set a Boulder County record for volunteer projects.

“We took months off of the construction timeline that day,” said Mike Barrow, BMA president.

It’s clear that local mountain bikers want more trail, and they want it now.

To get things done even faster, the County approved the Picture Rock Posse, allowing small groups of workers to head out “unsupervised”—putting in weekly sessions under the guidance of volunteer trail crew leaders.

“Our years of dedication and Boulder County’s commitment to delivering this trail in 2008 have made this milestone in trust and collaboration possible,” Barrow wrote in a newsletter to the BMA membership, calling for Posse recruits.

Many riders stepped up to the plate, including Aaron Bouplon of Boulder.

“It was really fun. I got to build 40 feet of trail, and I got to decide what rocks to keep and how technical to make it,” Bouplon said.

Those who couldn’t make the Posse workdays made sure to show up on National Trails Day, including a lot of the staff from Oskar Blues Cajun Grill & Brewery in Lyons.

“That one day was a celebration of all the progress of all the groups involved,” said Chad Melis, a Lyons resident in charge of promotions and marketing for Oskar Blues. “And getting that trail is huge. It infinitely increases the amount of riding available from town.”

For many Lyons riders, it means even more riding than just the new trail itself.

“In the bigger perspective, it means you can start looping things together,” Melis said. “From an exploring point of view, it’s going to open up much more than that.”

While some Lyons old-timers are upset about the changes, most folks welcome the addition of the trail, especially local business owners, who hope to benefit from new visitors. There are two bike shops in town as well as coffee shops and restaurants that could see revenue from mountain bikers.

Oskar Blues owners and staff have worked hard to support mountain biking, so they’d love to see more riders coming in for burgers and beer. They sponsor several race teams, the Mountain States Cup race series and the BMA. At National Trails Day, they fed all of the volunteers beer-can chicken and provided live music for the after-party.

“We support cycling in any way that we can because that’s what we do,” Melis said. “We ride bikes.”

And when Melis and his coworkers ride the trail this fall—opening is slated for early October—they’ll be glad they worked so hard to make it happen.

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cycling community salida colorado Must Do •Monarch Crest Trail: Stray off down some of the lesser known drainages like South Fooses, Greens or Agate Creek or follow the Colorado Trail south to Long Branch •Wood-fired pizza and microbrews at Amicas in downtown Salida

Guidebooks •Salida Singletrack by Nathan Ward, available online or at local bike shops, www.nathanward.com •Colorado Headwaters Mountain Bike Guide, free guide available at local shops, www.ColoradoHeadwaters.com Events •Salida Omnium Road Race, State Championships, July 2009, www.southcentralracing.com •Leadville Trail 100, Aug. 2009, www.leadvilletrail100.com •5th Annual Vapor Trail 125 Ultra Marathon, Sept. 2009, www.vaportrail125.com •Banana Belt Loop Race, Sept. 2009, www.ColoradoHeadwaters.com Local Cycling Clubs and Club Rides •SRC/Amicas Cycling Club, Group rides leave almost every day from Amicas Brewery and Pizzeria in downtown Salida, www.southcentralracing.com Local Attractions •Hot Springs in Salida and Buena Vista •Arkansas River kayaking, rafting and fishing, www.coloradoheadwaters.com •Monarch Ski Area, www.skimonarch.com

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Local Information Centers •Colorado’s Headwaters of Adventure, Lodging, Camping and Recreation Info: www.coloradoheadwaters.com •Absolute Bikes, www.absolutebikes.com •Monarch Crest Shuttles, www.monarchcrest.com

Townie bikes, like the ones this fashionable couple is riding, were once considered the bastion of DUI riders but have now become the coolest way to cruise Salida’s historic downtown.

Salida - A New Home for the Wheel My cell phone rang (actually it played an unrecognizable song) and, like the vaguely dutiful and enormously uncoordinated cyclist I am, I pulled to the curb.

While I was chatting, a not too svelte mother and adult daughter rode by on bikes. The latter was pulling what appeared to be her grandchild in one of those kid-pulling bike carts. As I watched them ride up the slight hill, I smiled.

Three generations of bikers disappeared into the future. It was obvious the world has changed. Salida has changed. Salida is now home to the wheel.

Salida’s topography encourages selfpowered, two- or three-wheeled travel.

The town rises gently from downtown towards the U.S. 50 corridor where most travelers buzz by. The historic downtown is edged on the east by the Arkansas River.

Just a bit further east is Tenderfoot Hill (or S Mountain by newbies) where there’s a wide variety of single and double-track mountain biking trails.

Most serious riders are familiar with the Crest and Rainbow Trails on Monarch

by Jim Williams

Pass, considered some damn fine biking, west and south of town. For roadies, the Airport Hill or the U.S. 291/285 loops are favorite training routes. If you’re into distance, a jaunt up to Cottonwood Pass and back will score you a century. Or one can head south over Poncha Pass down into the San Luis Valley for a soak at one of the hot springs and back for a half.

The biking terrain is here, but it’s always been here. The terrain hasn’t changed; maybe it’s the people who have changed.

Maybe they had help.

Forty years ago, Salida was in an economic slump. The mines had closed or were closing, the railroad was waning, property was cheap and the current ‘recreation boom’ had yet to blossom. Smokin’ V8s ruled the road and most non-avid adult cyclists in street clothes were DUI riders.

They rode old 10-speeds with inverted handlebars and their sad bikes congregated at the surviving watering holes. Two thenyoungish riders Don and Mike—both now

represented in Crested Butte’s Mountain Biking Hall of Fame—started riding around town to do chores, grab a beer or just noodle about for fun. (Of course there were others.) They weren’t training, they didn’t go on epic rides, they just messed around on their old ‘shorties.’

“When I was riding around Crested Butte, I got an idea of how Salida could be.

All around town their front yards had bikes. It was cool,” Don, a bike builder, said. It wasn’t too long before Jack and Linda were out and about on a pair of old one-speeds. The townie craze built slowly.

Our one-shop town now has two large, busy cycling businesses and a tiny dirtbag-run shop. (By the way I consider calling someone a “dirt bag” a compliment.)

The bike economic indicator—business growth—glowed strong. There was a lot of pedaling going on, and it still seems to be on the increase.

Visitors to the Salida and nearby Buena Vista areas often comment on all the bikes. I’ve been asked if “everyone broke?” or “Don’t ya’ll have cars?” to the even more asinine, “Ya’ll must have a damn hardcore bunch of cops, eh?” over the years. Smiling and moving away quickly is my best response. I really don’t want

to be rude but when this kind of questioning comes from someone who’s sitting in an SUV, idling by themselves and looks like they haven’t seen their ‘man bits’ in years, it’s best I not respond. I am an old farm boy and don’t suffer fools well.

Of course, the economy, gas prices and many people’s desire to be a little more fit come into play, but I do have a theory as to a partial reason for Salida’s focus on cycling.

Here we don’t throw hardly anything away. We have garage sales and just move our stuff from house to house. Thus, old economically feasible used cycles are plentiful. That, much like seeing Don, Mike, Jack and Linda casually riding around, motivated folks initially. Townies, old bikes previously considered the bastion of DUI-riders became cool (when their handlebars were righted).

In fact, the cool factor grew exponentially with age, rust and funk so much so that major manufacturers are making ‘instant’ townies. It wasn’t long ago all you saw in town were rusty, squeaky junkers. Now for a mere 10 times the cost the 60s townie I bought from Don yesterday, instant townie gratification is available. You won’t have to true the wheels,

unfreeze a cable or turn the handlebars back around. All you have to do is adjust the seat and ride. And, I guess that’s the point, to ride, so what the hell?

Culture evolves, de-evolves, but the wheels keep turning. Watching those women ride together, in the breeze, chatting, gave me faith.

Jim Williams

MAPS!

Townie bikes of all shapes and styles fill the racks at a Salida eatery.

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cycling community taos new mexico Must Do •South Boundary Trail •Mango Chicken Enchiladas at the Apple Tree Restaurant

Bike Shops •Gearing Up Bicycle Shop, 505.751.0365, www.gearingupbikes.com •Taos Cyclery, 505.758.5551, www.taoscyclery.com Events •Taos Alpine Classic, Taos Ski Valley, Aug. 2009, www.alpineclassic.org •Enchanted Circle Century, Red River, N.M., Sept. 2009, 800.348.6444 •Frazer Mountain Madness, Taos Ski Valley, Sept. 2009, www.frazermountainmadness.com •Cerro Vista Mountain Bike Challenge, 50K and 100K races, Angel Fire Resort, July 2009, www.angelfireresort.com, 505.377.4316 •Tour of Taos Country, 80-mile off road adventure, Sept. 2009, www.taoscyclery.com •Double Boundary Trail ultraendurance race, New Mexico Endurance Series, Sept. 2009, www.nmes.wordpress.com Local Cycling Clubs and Club Rides •Taos Cycle Club, Weekly and month ly group rides, check website for schedule, www.taoscycleclub.com Guidebooks and Trail Maps •Available at local bike shops or online booksellers: •Falcon Guide: Mountain Biking Northern New Mexico Local Attractions •Taos Pueblo Historic Site, www.taospueblo.com •Taos Art Museum, www.taosartmuseum.org 128

Brian Riepe

Local Information Center •Lodging, Camping, Events, Festivals, etc., go to Taos Vacation Guide, www.taosvacationguide.com, www.taosguide.com •Camping info, Carson National Forest, 505.758.6200 •Campsites and RV parks, www.taoslink.com/html/activities/ camping

Two riders enjoy the Land of Mañana as they ride the back roads into the heart of New Mexico.

MoraLoop - A Unique New Mexico Ride Although perhaps better known for its off-road options, the road biking around Taos, N.M., is world-class—as long as you’re okay with some climbing. The routes get little car traffic and offer spectacular, rural, high-altitude scenery that can’t be matched.

There are many worthwhile roads to follow for excellent saddle adventures in and around Taos: rides to Ojo Caliente, Tierra Amarilla or Truchas, a pilgrimage to Chimayo or a big loop around the famous Enchanted Circle. The best of the best, however, has to be the 106-mile Mora Loop.

For great intel, war stories and supplies, stop by Taos Cyclery located at the corner of Paseo del Cañon and Salazar Road. Shop owner Doug Pickett specializes in way-too-long one-day rides and has ridden this course more than anyone. The shop also serves as a great starting point since it’s located within a mile of the beginning of U.S. Highway 518, the start of the route.

As you head south on Taos’ main drag, Paseo del Pueblo, and enter the village of Ranchos de Taos, look for 518 branching off to your left. The route starts with a long false flat until the bottom of U.S. Hill, where the fun starts. The climb is broken into three chunks with a signifi-

by Josh Liberles

cant descent after the second. The peak comes at 8,562 feet and is followed by a fun, twisty descent into a valley. The final pitch after a left-hand bender is straight and steep—let ’er rip!

Keep rolling on 518 past the familyrun Sipapu Ski & Summer Resort, which is a great refueling option. If the nearby river is flowing, this can be one of the lushest areas in the entire state. More rolling terrain is on tap, followed by a mentally tough false flat and a short, fairly steep climb to the summit of 9,290-foot Holman Hill.

Holman Hill marks the point of no return. An out-and-back from here is about 70 miles, but once you make the long, 50-plus mph descent just in front of you, you’re committed. Get up to speed, crouch into your tuck and hit some of the fastest bike speeds you’ve ever seen.

Pass through the town of Cleveland and into Mora. There are several refueling options here, including a supermarket on the far end of town on your left. Take the trip in the fall and the pungent smell of fresh green chile roasting will surround you and add to the unique New Mexican flavor, a great reminder of finish line rewards.

You’ll veer left off of 518 and onto N.M. 434 just after exiting Mora. Note the

Brian Riepe

cool ruins of the St. Vrain Grain Mill (est. 1850) and pass the 200-head, 1,100-acre Victory Alpaca Ranch as you leave rural civilization for the woods. If you get caught in a freak snowstorm, you can pop into the ranch’s store for an alpaca wool sweater and accoutrements.

The highlight of the route is the stretch of N.M. 434 just past Coyote Creek State Park, 17 miles north of Mora. The road narrows as you climb through Guadalupita. A series of short, very steep climbs ensures a slow pace and an ample eyeful of the nearby river, overhanging trees and northern New Mexico at its finest.

Crest the final hump of a climb and roll through Black Lake

4 Downtown Taos Location 4 Demo and Rental Bikes 4 Clothing and Accessories 4 Year-round Pro Service 4 Trail Info and Group rides

en route to the ski/mountain bike town of Angel Fire, the final refueling option. N.M. 434 ends in Agua Fria, where you’ll turn left on N.M. 64 for one more significant climb up and over Palo Flechado, topping out at 9,100 feet. It’s all gravy from here; a long, really fun descent all the way back into Taos awaits.

Follow N.M. 64 back into the center of town, look for Eske’s Brew Pub & Eatery just to the left as you hit the T-intersection with Paseo del Pueblo, and belly up for some house-brewed beers (the Mesa Pale Ale and Seco Stout are personal faves) and green chile stew (vegetarian or with ground turkey) that’s to die for.

A rider enjoys the solitude of timeless New Mexico sky’s and piñon forests.

Full Ser vice Service Bike Shop Road Mountain BMX Cruisers Comfort & Children

129 Paseo del Pueblo Sur, Taos NM 575.751.03654gearingupbikes.com

www.taoscyclery.com [A] Enchanted Plaza 1027 Salazar· Taos · New Mexico 87571 575.758.5551 129

cycling community santa fe new mexico Must Do •Winsor Trail and Dale Ball Trails •Breakfast at Pasquals (if you don’t mind waiting)

Regional Cycling Calendar •Santa Fe Big Friggin’ Loop, 70-mile mountain bike race, July 2009, •New Mexico Endurance Series, www.nmes.wordpress.com •Prison Loop Road Race, July 2009, www.nmcycling.org •Santa Fe Hill Climb, Aug. 2009, www.nmcycling.org •Bike-A-Go-Go, women’s bike expo, Oct. 2009, www.pedalqueens.com Guidebooks and Trail Maps Available at local bike shops or online booksellers: •Falcon Guide: Mountain Biking Northern New Mexico •The Pathfinder: A Complete Guide to Mountain Biking, Albuquerque, Santa Fe, Taos and Northern New Mexico Local Cycling Clubs and Club Rides •Pedal Queens Women’s Cycling Club: full calendar of rides at www.pedalqueens.com •Other state bike clubs and scheduled group rides, www.nmcycling.org •Tuesday evening rides, Mellow Velo, www.mellowbike.com •Weekly group rides, New Mexico Bike N Sport, www.nmbikensport.com Local Attractions •Santa Fe Opera, www.santafeopera.org •Shidoni Foundry and Gallery, www.shidoni.com

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James E. Rickman

Local Information Center •Visitor info, www.santafe.org, 800.984.9984 •Camping info, Hyde Memorial State Park, www.gosantafe.com, 505.758.6200

Santa Fe Racer Michael McCalla concentrates on making up time on the course during the 2008 Pajarito Punishment race—the eighth event in the 2008 New Mexico Off-Road Series.

MikeMcCalla - His Results Speak Plenty Thirty-year-old Mike McCalla’s transformation into a top-level racer happened quickly after he decided to learn the science behind how exercise alters the body’s function, structure and performance.

“When I was younger I rode my bike for fun and then raced on the weekend,” said the Santa Fe, N.M., resident who has been racing on and off for 16 years. “But as I have become older, I realized I could achieve better results by training specifically for racing. I’ve tried my hardest to put what I’ve learned into practice, and it’s starting to work.”

Specifically, McCalla has learned to reduce the number of hours he trains and, in turn, improve the quality of each hour he spends on his bicycle.

“Research does show that the volume of quality training correlates with improved performance, so the more intelligent approach to getting faster is to increase the volume of quality training without increasing the overall volume,” he said. “The speed at which an athlete trains correlates much more strongly to race results than the number of training hours.”

McCalla rides 10 to 11 hours a week, considerably less than he did 10 years ago.

For four of these hours, he rides at the pace of a cross-country racer or faster. He also learned to peak and taper, emphasizing rest as a key element of his training.

by Jill Janov

“The key is to not freak out about losing fitness,” he said. “Everyone knows rest is what makes you stronger, but many are unwilling to do so voluntarily.

Most recently, McCalla captured second place at the USA Cycling Mountain Bike Marathon National Championship, hosted by the Fourth of July Firecracker 50 event, in Breckenridge, Colo. Locally, he won his hometown race, the annual Tour de Los Alamos road race, beating regional superstar Drew Miller, a climbing specialist from Arizona.

“Mike is one of the most talented riders to come from New Mexico,” said John Verheul, a cycling coach who runs JBV Coaching in Santa Fe. “He’s one of those nice, friendly guys who doesn’t draw a lot of attention to himself, but his results speak plenty.”

McCalla enjoys the status of being designated as a professional on his USA Cycling racing license. But despite this ranking, he has no sponsor to cover his racing expenses.

“Unfortunately the abbreviation ‘PR’ on your USA Cycling card doesn’t mean as much as it did 10 years ago. Currently it means that I get to pay my own entry fees, buy a very expensive bike and pay a lot of money to travel to races for the privilege of getting your ass kicked by the fastest cyclists in North America,” he said.

James E. Rickman

Michael McCalla is not one to be trifled with in the technical stuff, as he shows during the 2007 Pajarito Punishment race near Los Alamos, N.M. 131

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James E. Rickman

For this privilege, McCalla has put aside a career as a professional singer and the skills gained while earning a bachelor’s in music education and a master’s in vocal performance.

“An exceptional choral director really got me interested in music. I have never met anybody before or since who could take 30 or 40 kids of wildly varying interests and have all of them completely focused on the music,” he said. “It was life-changing for me, and I still feel obligated to try to re-create some of the magic.”

At times, McCalla considers returning to school for a second master’s in choral conducting, but for now he is clearly engrossed in cycling.

Seeing a mountain bike about 20 years ago initially captured his imagination.

“The first bike race that I did was part of the Los Alamos Triathlon when I was 10 years old,” he said. “I raced my mountain bike on the pavement and finished fourth out of 50 kids 14 and younger. I did okay in the run and fairly lousy at the swim, so it was easy for me to pick my favorite event out of the three.”

In recent months his focus on improving his fitness overall rather than sweating over each race has helped his performance, and McCalla is motivated to find his potential in bike racing.

“Cycling has given me a little self-confidence and a lot of enjoyment. When I’m done with all this racing, I’ll be able to resume the mission of riding as many trails and roads in the world that I possibly can,” he said.

And maybe one day, he’ll return to his choral background and rediscover some of the magic he discovered in singing.

Racer Michael McCalla manages to stay upright on two wheels in an unnerving technical stretch that forced many other racers to walk or go over the bars.

cycling community

vail

colorado

Must Do •Saloon Ride: From the top of Vail Mountain (climb it) take the Game Creek Trail into Minturn and mow down southwestern fare and cervesas at the Minturn Saloon Courtesy Sari Anderson

Local Information and Lodging •Vail Vacations for the Economically Challenged, www.econovail.com

After finishing the Teva Mountain Games, Sari Anderson picks up her next challenge, being mom to daughter Juniper.

SariAnderson - Local Legend Two Aprils ago, on the grueling Zion Curtain west of Fruita, Colo., I stopped for a bar and a breather. I was two hours into the epic ride, reveling in the middle-ofnowhere feeling that comes only from journeys that require a 70 oz. CamelBak and a lot of exertion.

I heard the crush of rock under rubber, and Sari Anderson crested the ridge.

We chatted about the day and the beauty of the environs. When I asked who she was riding with, she flashed her broad, welcoming smile and said, “They’re coming.”

It was hard to speak, my mouth hung open, and I tried not to stare at the ball of belly pushing on her jersey—she was sixmonths pregnant.

My story is not unique. Last week I heard about how a group of local, adept roadies in a paceline on Carbondale’s bike path were passed by Anderson towing a bike trailer. Three years ago, at the postrace party for the Camp Hale MTB Race, some guys bought Anderson tequila shots in thanks for ensuring their division wins by letting them draft off of her on the decisive road section. Her name pops up as the only person seen riding a technical section where we’re all slogging our bikes.

She’s the stuff of local legend.

So this July 4, when Anderson won the Firecracker 50 in Breckenridge, Colo., and captured USA Cycling’s Marathon National Championships, our legend was confirmed and anchored nationally.

“I’d heard of the Firecracker, and it

by H.E. Sappenfield

sounded fun,” says Anderson, who is 29 years old. “I needed a training race where I could push hard for a long time. Leading up, I’d had a crazy week with work and my daughter, so I’d gotten no exercise. I was riled up and ready to go.”

Go, indeed. Anderson battled Pua Sawicki, Jenny Smith, Gretchen Reeves and Jennifer Gersbach through a maze of heat, dust, crashes and mechanicals on lap one and emerged after the final climb with a five-minute lead, which she held through the finish.

USA Cycling dubbed her a “relative newcomer” to mountain biking, but we know better; she’s had her NORBA pro license since 2001 and has been excelling elsewhere lately.

Last March, Anderson captured the winter XTERRA National Championships in Snowbasin, Utah. In the final Randonée ski stage, she made up more than two minutes, moving from third to first and passing eight-time National Cross-Country Ski Champion and 2006 Olympian Rebecca Dussault.

Anderson’s main focus over the last few years has been competing in adventure racing with Mike Kloser’s Team Nike. It started on a training weekend in Moab without a tryout, after Danelle Ballengee stepped down in 2004.

“I guess I passed,” Anderson quips.

“I’m still racing with them.”

Among her impressive finishes are second at the 2007 Abu Dhabi Adventure Challenge and first at the 2006 X-adven-

Calendar of Events •2009 Vail and Beaver Creek Mountain Challenge Bike Race Series, MTB Little League and adult races, May through August, www.vailrec.com •Ultra 100, Beaver Creek, July 2009, www.gohighline.com/ultra100 •Colorado International Cycle Classic Stage Race, Aug. 2009, www.vvf.org Clubs and Club Rides •Vail Velo, www.vailvelo.com •Moontime Bike Shop, group rides, Tuesday and Thursday road rides at 5:30 p.m., Call Frank at 970.926.4516 or visit www.moontimecyclery.com •Mountain Pedaler of Eagle, Every Wednesday night, fast rides starting at 6 p.m., typically lasting a couple hours; Tuesday night women’s mountain bike rides at 5:30 p.m., Call Charlie Brown at 970.328.3478 or visit www.mountainpedaler.com.

Local Guidebooks and Maps •Latitude 40 Map: Vail and Eagle Valley Local Attractions Minturn Cellars Winery, www.minturncellars.com

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Abu Dhabi holds special memories for Anderson.

“That was only five months after Juniper was born. It was a stage race, and I was still nursing, so I’d pump every morning and night in the tent. In the 24-hour trek, I carried the pump with me. I wasn’t in top shape; I kept thinking, ‘Why am I here? I could be home on the couch with my baby.’ I suffered more than I ever have. It was fun.”

Fun. Kloser sees Anderson’s future talent. “She’s one tough cookie,” he says. “Her strength is her ability to step forward in an area where she isn’t necessarily specialized or when it really matters.

Right now she’s juggling an infant, work, travel, training—when she gets it all figured out, she has the ability to be one of the best.”

The dual roles of elite athlete and mom have altered Anderson as competitor. She and Monique Merrill now share the coveted female spot on Team Nike.

“Monique is busy with her natural foods store, and I’ve got Juniper, so we pick the races we can do,” Anderson explains.

Merrill digs sharing the role.

“Sari is an intelligent, kind, thoughtful female athlete. We respect each other. I don’t think I would have met her if not for Team Nike, and our friendship will last longer than all the adventure races.”

Next on tap: China’s Wulong Mountain Quest with Team Nike.

“I’ve never been to China,” Anderson says, undaunted. “It’s a great opportunity.”

Just five months after bringing daughter Juniper into the world, Sari Anderson and teammate Mike Kloser paddle a leg of the Abu Dubai adventure race.

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cycling community moab utah Must Do •Burro Pass to town: 30+ miles from high alpine to desert, 7,000 ft. descent (It’s a two-sandwich ride!)

•Sovereign Trail System •La Sal Mountains Trail System

Regional Cycling Calendar •3rd Annual Moab (Chile) Ho-Down Bike Festival, Oct. 24–26, 2008, www.moabhodown/chilebikes.com •Moab Century Tour, Sept. 19–21 •Skydive Festival, Sept. 26–28 •24 Hours of Moab, Oct. 11–12 •Pumpkin Chuckin’ Festival, Oct. 25 •Folk Festival, Nov. 7–9 •Winter Sun 10K, Dec. 6 •For more events, see www.moabhappenings.com Guidebooks and Trail Maps Available at local bike shops or online booksellers: •Mountain Bike America: Moab by Lee Bridges •Moab North/South, Latitude 40 Maps •Mountain Biking Moab Pocket Guide

by David Crowell Local Cycling Clubs and Club Rides •Chile Pepper Bike Shop, www.chilebikes.com •Moab Cyclery, www.moabcyclery.com •Poison Spider Bicycles, www.poisonspiderbicycles.com •Rim Cyclery, www.rimcyclery.com •Uranium Cycles, www.uraniumcycles.com Local Attractions •Arches & Canyonlands national parks •Dead Horse Point State Park •Slickrock Trail •Porcupine Rim Trail

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Rob McPherson

Local Information Center •Moab Happenings, www.moabhappenings.com •Local Bike Shops, trail maps and guidebooks Don’t jump! The new Colorado Riverway Bridge, spanning the Colorado River north of Moab, Utah, offers easy, traffic-free passage to pedestrians.

ConnectingMoab - Pathways for the Masses Outdoor enthusiasts from across the globe come to Moab, Utah, to raft its whitewater, climb the cracks of Wall Street, camp Sand Flats and, most notably, ride bikes on some of the most spectacular terrain in the world.

But non-motorized access to the world-class roads and trails north of town is limited. On a bike, you can get lucky and try to outrun traffic at 45 mph, but pedestrians don’t stand a chance. And less experienced riders and families are flat-out intimidated by it; most rely on cars to cross the bridge out of town and travel a short distance to their destination.

That’s all changing now with the help of local community members and committees that have taken action to make Moab and Grand County friendly to non-motorized travel. The Colorado Riverway Bridge—a.k.a. the “Pedestrian Bridge”— opened May 16 and has made it possible for cyclists and pedestrians to cross the Colorado River without risk or rush.

The Pedestrian Bridge is only the beginning of a larger master plan that will make Moab not only an epic riding destination but a friendly one.

“I think the Pedestrian Bridge is important access to some of the novice trails north of town,” said Wendy Reynolds, manager of Chile Pepper Bike Shop in Moab. “Less experienced riders and families enjoy the Bar M Loop and Gemini Bridges but were afraid to ride

by Rob McPherson

across the Highway 191 bridge.”

In addition to the newly installed pedestrian bridge, Moab has a great path system in use. The Mill Creek Pathway is a network of mostly paved multi-use paths weaving through Moab that allows users to bypass Main Street and conveniently navigate the downtown area.

The Riverway Bridge is part of the North Moab Recreation Area that acts as a hub linking the town to areas of recreation that have limited non-motorized access.

The “hub” is the area of the Riverway Bridge that includes Lion’s Park on the south end, a deteriorated boat launch on the north and the car bridge/Highway 191 down-river to the west.

According to Kimberly Schappert, executive director of Moab Trails Alliance and founder of the county Trail Mix committee, the current Lion’s Park will get a makeover with an expansion on the north end of the bridge, grass, facilities and a shuttle service.

Already under construction and partially complete is the River Road path that eventually will connect the Negro Bill/Porcupine Rim Trailhead parking lot with the new Riverway Bridge. Currently cyclists must share Highway 128 (River Road) with motorists on little to no shoulder and, at times, a dangerous drop to the river.

Phase 1 of the River Road project is complete and allows users to bypass the

highway through Goose Island Campground. Phase 2 is only seven-tenths of a mile but is the most expensive section of path because it will be cantilevered out from the highway where it drops to the river and has invasive tamarisk growing in between. Although grants are being sought, funding is still not in place for the third and final phase, which will connect Goose Island to Negro Bill.

With the three phases complete, cyclists will have car-free access to Porcupine Rim, Negro Bill Canyon and Goose Island Campground.

Future plans also call for replacing the current motor bridge with two twolane bridges with shoulders for safer road riding. Beneath the new motor bridges will be a clover of interconnecting pathways tying together downtown, Highway 128, Highway 191 north to Arches National Park and Highway 191 south from Potash Road.

“North Moab Recreation Area will be a world-class recreation area,” said Schappert. “It will be form and function where enthusiasts can connect town with their favorite riding destination and have a place to relax in between.”

Rob McPherson

A plaque commemorates all those who helped make the Colorado Riverway Bridge a reality.

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tailwind

the

by Rebecca Kane

In Europe, it’s common for fans to hug the sidelines of cycling races, waiting for hours, even days, for their favorite racers to pass. Some of them have crossed into the realms of fanaticism. Take the guy Didi Senft, nicknamed Der Teufel, who dashes out to chase racers in the Tour de France, waving a pitchfork, clad in a devil’s suit.

Here in the local mountain bike series in Summit County, Colo., there is one fan who stands out. He is Jim Jimenez, a.k.a.

“The Bell Ringer.”

During these races, when riders hear bells ringing, they know salvation is near and their suffering will soon be over. The Bell Ringer purposely places himself at the furthest point out on course or at the top of most heinous of hills.

Many local racers have come to expect him. Others are completely dumbfounded. All are grateful.

“I love you Bell Ringer Guy!” one shouts. “Will you marry me?”

The Bell Ringer’s cheerleading tactics are not those of traditional pom-pom swishes and polite rah-rahs. Oftentimes, he barks out demands.

“Look up!” he shouts. “Loosen up! Relax.”

Racers might give him a thumbs-up and take his advice.

Sometimes his words come out like a cyclist’s conscience, mimicking that annoying voice you hear inside your own head.

“What are you thinking? Don’t let that guy pass you like that! Get on his wheel!” His remarks encourage riders to pick up their cadence and dig deep.

Most mountain bike racers are accustomed to wimpy sideline crowds and lackluster media hype. Sure, some pros get a little more recognition, but compared with football in this country, cycling has never drawn the same hysteria. With this in mind, The Bell Ringer developed a philosophy: Cheer the loudest for those who least expect it. His shouts crescendo for the singlespeeders and those at the end of the pack.

“I’ll wait for the last racer to come through,” J.J. explained.

“It doesn’t matter what position they are in. They deserve to be cheered for as much as those guys at the front.”

Getting to the ringing site is no easy matter. No novice mountain biker himself, J.J. hauls a 30-pound pack stuffed with raingear, jacket, pants, gloves, beanie, toolkit, CO2 cartridges, sun hat, first-aid kit, hoodie, snacks, insect repellent, three goat bells, two dog leashes, Milkbones, water and three 20 oz bottles of his favorite beer (Telemark IPA brewed at Backcountry Brewery in Frisco, Colo.). His pack is a Timbuk2 messenger bag.

“I like the visual irony of showing up to an off-road event with a city bag,” he said. On the back of his load hangs a traffic triangle, the kind for slow moving vehicles. Running alongside are Isabella, a Weimaraner-Lab mix, and Willy, a black Lab. He wears shorts over Spandex and a non-descript T-shirt to define himself as a spectator and not a wanna-be racer.

For The Bell Ringer, it’s all about the bells. He’s tested several types. Cowbells were large and heavy. Pig bells made highpitched annoying sounds. The goat bell’s ring was sheer perfec138

Jim Jimenez, a.k.a., The Bell Ringer

Mike Kane

For Whom Bells Toll

tion. But one was not enough. Altogether, three bells make up his three-ring band, autographed by cycling greats John Tomac, Marla Streb, Bob Roll and “Tinker” Juarez who signed one “Tinker Bell.”

By now, many racers know The Bell Ringer’s name. He knows most of theirs. Occasionally, one will stop, make conversation and take a pull from his beer. For the first couple of years, J.J. would show up at races, scream his lungs out and then quietly, anonymously slip away. He preferred it that way. Once he tucked his bells into his pack, he could discreetly arrive at the after-race parties and go unnoticed. He remained an enigma, a figment of a rider’s imagination.

Then the questions began. “Who was that bell ringer?”

“What is his name?”

Jeff Westcott, director of the Summit Mountain Series, had been hearing the questions for some time. Racers came to him, claiming that if it weren’t for The Bell Ringer, they would have never cleaned that technical section.

“He brought an energy to the series that was hard to duplicate,” Westcott said. “The guy was definitely passionate, and he wasn’t even on my paid staff.”

Westcott decided it was time for The Bell Ringer to be recognized. At the 2005 final series award banquet, Westcott formally introduced J.J. to the racers. Everyone in the restaurant stood, screamed and clapped for a good five minutes. It was their turn to cheer for The Bell Ringer.

If you are racing in Summit County and you hear bells ringing, you know they toll for thee.