In this entry I talk about how I pimped-up my primary race bike, the 2015 edition of Niner Bikes Jet 9 RDO (race design optimized). The pimping was accomplished with assistance from Brave New Wheel and Push Industries. And the design changes were inspired by features of Niner Bikes latest cross-country racer, the Rocket 9 RDO. After discussing those improvements, I delve into nutritional mistakes that I was making at the onset of racing in the first half of May. I conclude the article with details about the FoCo 102, my successes and near derailment, and a few words about 12-hrs of Mesa Verde. I'll pick-up with the details including the conclusion in my next blog entry.
My Northern Colorado Grassroots teammates have been stocking-up, it seems, on what by now might be accurately described as a platoon of Niner Rocket 9 RDOs since the RKT made its debut in 2016. Along the way, without the ambition to work more hours but instead to spend most of my time riding the bikes that I already owned, I've nonetheless developed a Rocket (RKT) envy. It's not that I don't love my 2015, 5-star build, Jet 9 RDO. I love that bike and all that it does for me whilst climbing and descending. Nonetheless, I feel an inexplicable attraction to the latest cross-country bike from Niner, If you're old enough to recall the original Star Wars films, picture the Millennium Falcon being drawn into the Death Star by a tractor beam (invisible force), that's what's happening each time I get close to the Rocket ... it draws me in ... a little closer. Maybe over the winter I'll find the discipline to work the necessary hours to add the Rocket to my quiver in time for the 2018 racing season.
In the meantime, as this season's racing was approaching, I studied the Rocket and then set-out to implement two of it's design features onto my aged but still crushing Jet 9 RDO. The first was inspired by the envy I felt when I gazed upon and daydreamed about the Sram Eagle 1x12 drivetrain with it's 10-50t cassette, But that envy was, unfortunately, quickly moderated by the (seemingly) unbelievable cost of the Eagle, equivalent to about 1/3rd the price (1350$) of a complete, low high-end, mountain bike. This in effect caused me to hesitate on making the purchase, and I'm glad I did, because thanks to a close friend, Ben Parman (aka, "the Parmanator"), I eventually learned about an alternative that cost just one-third of the price of an Eagle: the e*thirteen 9-46t cassette.
Retailing for about 340$, this cassette integrates seamlessly onto a Sram 1x drivetrain, the model on my Jet pre-dated the Eagle of course. And I suspect the same cassette would bolt seamlessly onto comparable models from Shimano. As I often do these days, I dropped my Jet off at Brave New Wheel in Fort Collins, Colorado; a few hours later Mike Woodard, an expert mechanic with a lengthy and diverse resume, sent me a message that the whip and the new cassette were ready for testing. At this point, I could go on-and-on about my experience before and after, but I'll just keep it simple with these few words: this cassette is a deal changer ... flexible ratios ... top and bottom end ... it'll change any 1x drivetrain into a tour-de-force of racing efficiency. If you have the money to purchase an Eagle then the 10-50t is attractive, but don't underestimate the wee 9-tooth cog at the base of the e-thirteen ... and if you don't, you'll have enough money left-over to cover 1000 dollars worth of race fees, new tires, and 3-2 PBRs from your favorite grocery store. As this implies, quite literally, the e*thirteen puts money in your pocket for the same performance as the much more expensive Eagle.
Second on my short-list of enviable features found on the Rocket was the full-lockout climbing mode integrated into the rear shock. Conveniently, by the time I was contemplating what that would be like, a fully locked-out rear shock, my Fox shock was in need of another rebuild to the extent that all of its modes were getting sloppy. With that in mind, and armed with a few details about what Push Industries might be able to do for me (thanks to insights provided by Mike Woodard at Brave New Wheel), I called up Push in Loveland, Colorado, a town just south of Fort Collins.
Those few details withstanding, I did not anticipate the education hand-up from Push, for pro bono, but that's what I received, starting from that first call, as well as a rebuilt shock comparable to the performance of the full-lockout Rocket feature. Push shaved about 10-20% of the squish off my trail and descending modes, and along the way accomplished my primary request, to make my rear Fox shock essentially lock-out in climbing mode. Like the e*thirteen cassette, this modification to my Jet 9 RDO was also a game changer. In the Salida Big Friggin Loop (SBFL, 10 June) for example, I frequently stood in the pedals on dirt road climbs and powered over the top without any (that I felt) bobbing. Instead, I felt an efficient transfer of power from my body into the bike. This together with being able to click into a 32-9t (front-rear) gear combination on flats / rolling sections could have been the reason why I was able to out-pace the competition and win the SBFL overall.
Armed with a pimped-up Niner Bikes Jet 9 RDO (race design optimized), I entered the 2017 racing season a few weeks before the SBFL, on 6 May 2017, when I socially departed the event hosts location, Road 34 on Elizabeth Street in Fort Collins, Colorado, and sauntered towards the trail-head at Maxwell Natural Area with RJ Morris and Teresa Maria. As this implies, the FoCo 102, also known as "Taint for the Feint" and the "Kick in the Dick", is not a typical "race" as we often think when we enter an event. Instead, it's an event that requires everyone to ride responsibly, at any pace they prefer and can accommodate (responsibly), over the 102 mile course, on trails that are open to general use. This explains why it was a "social" roll-out. At the base of Maxwell, my teammate RJ and I put pressure to the pedals and soon we were pulling away from the groups behind as the sun rose over our left shoulder from the vantage of riding south through Pineridge Natural Area.
The FoCo 102 is broken down into five sections. The first four sections conclude at the same, centrally located, aid station, the fifth and final section concludes back at Road 34 on Elizabeth Street. Here's my race file for all of the details of the course including over 12,000 feet (3660 meters) of vertical elevation gain. Like the Colorado Endurance Series, entries for this event are capped to meet guidelines for unsanctioned events posted by the organizations that manage the trail system in Fort Collins, such as Colorado Parks and Wildlife (Lory State Park). If you want to participate next year then send a request to join the FoCo 102: Taint for the Faint closed group on Facebook where you'll find all of the important announcements.
Other than pimping-up my Jet, foremost on my mind in the opening months of racing in 2017, May and June, has been nutrition, nutrition, and nutrition. You'd think that by now, going into my fifth season of training and racing, I would have nutrition worked-out on and off the bike. If that's your thinking then I hear you, but in fairness I'd argue that nutrition is a moving target at least in the first few years and also, decisions we make in the off season could impact our decisions when we return to 'on', which is certainly true in my case.
In each of the last two years, I've resided 4-6 months in northern Germany, scroll down my blog page for more details of my life in Germany including cycling adventures on my Niner Bikes RLT 9 Steel. On those adventures, I developed a habit of eating whole food, stuff you buy in supermarkets, small shops, bakeries, etc. After literally thousands of off-season miles, this whole or "real" food habit began to creep into my mind and stomachs 'normal' with the effect that when I tried to switch back to high-octane race gels and bars in 2017 (didn't seem to be an issue, the switch back, in 2016), I immediately started to have problems. Initially, I thought okay, I'll just go all whole food. That didn't work either. So then I tried a mixture, that's where I was in the evolution when I rolled-out for the FoCo 102.
However, I also, at that time, May, in anticipation of an unhappy stomach was typically delaying my initial food intake for as much as three hours. I'd ride hard for three hours on the fuel I had on board and then start to eat, as I did at the FoCo 102, and then I'd bear with my unhappy stomach to the finish, occasionally adding food to what seemed was a blocked digestive system. And "blocked" may not be far from the truth. I've since had discussions with a pro-female racer, a friend, from Crested Butte, I gave her the details and she immediately responded with a closed fist ... her metaphor for my stomach after three hours of not eating during a race or a hard workout. Apparently, it shuts-down and even shrinks if you don't occasionally add food as you race. That explains why I felt as if I was stuffing food and water down a blocked pipe with serious consequences, especially at 12-hrs of Mesa Verde, more on that in my next blog entry.
Concluding on the FoCo 102, I felt excellent for the first 5-6 hrs, and not bad up to about 8 hours. That's when a lack of sufficient nutrition began to catch-up with me. By hour 9 (total race time was 10 hrs 24 minutes), I was really starting to lose power and slip into the unhappy mental space that signals the onset of dangerously low metabolic and other nutritional resources your body needs to keep going. About 9.5 hours into the event I was nearly bonking as I rode the technical Foothills Trail. Subsequently, I climbed Shoreline on my last gasp before I fortunately topped-out over Maxwell and rode (essentially) downhill all the way to the finish line at Road 34. I had survived my poor decisions, though just barely, but unfortunately I did not wake-up to the fact that I would inevitably experience at the considerably longer 12-hrs of Mesa Verde as a solo, male, geared competitor.
In my next blog entry, I'll pick-up with what turned-out to be my most significant athletic "mind" failure to date, measured by the depth that I fell. In the meantime, on a positive note, the FoCo 102 was an exciting and historical finish to add to my modest palmarès, wining overall in a bike race for the first time. And my finish at the Growler on 28 May, following Mesa Verde, was also a significant success. In between, as I've come to understand and respect, I faced part of the unavoidable process that occasionally derails athletic (mind and body) progress and temporarily replaces sensible analysis and conclusions with nonsensical emotions championed by our inner chimp. My inner chimp reigned for a week after Mesa, but especially, with regrettable consequences, the first 72 hours following my decision to end my race after lap six. Check-back in the next few days for my next blog entry ... I seem to be on a Jet-Niner roll ... and since it's nearly July, one might say ... it's about time!
In this blog-entry I recall my experiences since I started self-coaching after the 2016 Leadville Trail 100 (13 August). Details include post-race season tours through Europe and a successful 10,000 mile (16,000 km) distance goal, the second year in a row that I rode over 10,000 miles on a bike. By December 2016, I was adapting to a gym plan that would, in hindsight, lead to significant power improvement on the bike when I re-saddled-up on 4 February, 2017, the day after I arrived to Mallorca for a European-style month of "spring" training. This entry wraps-up with a summary of training from February through April. In my next blog, I'll talk about changes I made to my primary race bike just before the season began in 2017 and begin what I'll complete in a subsequent blog, to lay-out the details of nutritional mistakes and the effects that those had on my performances at the FoCo 102 (6 June) and 12-hrs of Mesa Verde (13 June).
For the first time since I called pro-roadie Alex Hagman in March 2013 and asked him if he'd coach me through my goals to qualify-for and subsequently compete in the Leadville Trail 100 mountain bike race, the beginning of my non-recreational (training and racing) cycling history, I set-out in the fall and winter of 2016-17 to self-coach in the gym and on the bike, Backing-up from present to that first call to Alex, Alex coached me in 2013, 2014, and 2016. In between, 2015, I was coached by a Northern Colorado Grassroots teammate, Pat Nash. This season I've received valuable advice from Clint Knapp, a former top national and world pro mountain and trials bike athlete.
Following the 2016 Leadville Trail 100, I let me my race fitness decline, as I have in the past about this time, and instead focused on riding with friends before I made the "cat jump" back to Hamburg on 13 September. Upon arriving in Hamburg, I settled-in and enjoyed some local, chill, rides. Nearly three weeks slipped passed and then I was departing (5 October) for a journey that unfolded one day at a time until day 16 when I returned to Hamburg on my Niner Bikes RLT 9 Steel gravel grinder. It took me weeks to transfer that story from images and my mind to the digital interface of my blog. However, that effort behind me now, visitors can explore each day of my trip by clicking on links to each day on my home page. But note, in the future I'll remove those links (replace them with others) and users will instead need to click on October 2016 under Archives (top-right on this page) and then scroll through each daily blog entry, look for Europe Tour | Autumn 2016, each day includes many photographs.
Upon arriving back to the Bismarckstrassa in Hamburg on 20 October, I took some time to recover from 1600 miles (2575 km) of cycling in 16 days through seven countries. But then I was back on the bikes that I'd flown over with from the US, Giant TCR Composite 1.0 and the RLT, to conclude the last few hundred miles of my 10,000 mile (16,000 km) cycling goal. Unfortunately for my fingers in particular, I delayed my decision to complete the 10,000 mile goal for a couple of weeks. Then finally, on 22 November, well into the onset of winter in Hamburg, I awoke from my slumber and attacked the remaining 622 miles (1001 km). On a very cold day, 29 November, with snow on both road shoulders and often ice between mixed with wet leaves, I completed my fourth and final hundo distance ride (160+ km) in seven days to complete my goal and just in time given weather predictions at that time.
It's always a relief, and deeply satisfying of course, to complete a difficult goal, such as cycling 10,000 miles (16,000 km) in a year (second year running), and my experience as the sun set on November 29th was no different. Nonetheless, I can't imagine what the same conclusion would have felt like when British cyclist Tommy Godwin completed his epic cycling year in 1940 in the midst of WWII. Tommy cycled over 75,000 miles from January 1939 to January 1940 and then went on, without a break, to set another World record, 100,000 miles on a bike in 500 days. After completing the latter record, which he still holds, Tommy "... dismounted [his bike] and spent weeks learning how to walk [again] before going to war in the RAF". You can read more about Tommy's accomplishments here and at Wikipedia.
Returning to what can only be regarded as a relatively modest accomplishment (10,000 miles in a year) compared to Tommy and other cycling legends, after I completed my last hundo I initiated the first phase of my self-coaching experiment: (1) I hung up my bikes (for two months); and (2), initiated a structured, four times per week, weight training regimen in Kaifu Lodge, a well-equipped, diverse, training and recreational sport facility about five minutes walk from my home in Hamburg. I allowed myself a period of burn-in, a concept that I'm borrowing from another period in my life when I found myself deep down the rabbit hole of Statistics, whereby I allowed my body to undergo the physiological and structural changes that would be beneficial when I upped the weight and intensity for four weeks in January. I also traveled during the first two weeks of December, nonetheless I managed to lay the foundation of what would be my weight training work-out plan for the next eight weeks. By January, I was routinely making my way to the gym, often seven days a week. On the off-weight days I stretched and relaxed in the various saunas offered at Kaifu.
During this time, I also returned to running, mostly on the treadmill. As part of this component of my athletic training, I set a goal to run a 5k in under 19 minutes 30 seconds. I accomplished that goal on 22 January and subsequently, on January 26th, set a personal record for a 5k distance on the treadmill of 19 minutes 4 seconds. The day before I ran the same distance on the treadmill in 19 minutes 6 seconds. My ambition was to repeat the sub-19:30 goal outside but weather and other factors derailed my good intentions. No doubt I'll suffer again into the sub-20 realm in the winter of 2017-18 and perhaps find the window that I need to repeat the sub-19:30 goal outside. Or perhaps I'll up-the-prize and embark on a plan that will bring me to sub-19. Stay tuned!
Back to the gym and January, to the right is a seven-day block of training to give readers an idea of what my 'structured' training looked like as far as daily and weekly doses. Within those doses, I was increasing weight frequently, and gradually. My foci were legs, upper body, and core, enough to keep me in the gym, with running, each day for about 2-3 hours. And as a rule, in addition to weights and running, I typically finished with stretching followed by relaxation in one or more saunas after each workout. I'll highlight just one of those stretches, captured in an image below (scroll down). That stretch demonstrates my commitment to stretching my quads, in part to reduce the tendency for my back to sway with uncomfortable implications (low back pain). It took me weeks of gradual stretching to go as deep as the position I'm holding (all the way to the floor) in that image. Prior to going deep into this particular stretch, all of the cycling hours and miles I was inflicting on my body were resulting in reliable back pain even after short walks. Now that I'm stretching my quads regularly, during the cycling season as well, back pain almost never arises and when it does it's far less uncomfortable than it had been in the past.
My two month block of weight lifting, intensive stretching, and incrementally increasing my 5k pace were all very successful as far as contributions that each made to my physical and mental strength, health, and wellness. Inspired by those successes, I'm now looking and thinking about an even better plan, especially the weight lifting component, to implement during the 2017-18 winter break from cycling. At the moment, 28 June 2017, I'm in discussion with Clint Knapp, my primary adviser in 2017, and I anticipate that I'll fully-integrate his 18 week gym plan starting in October. Given my success after just two months, I'm guessing, anticipating, that Clint's plan will deliver very exciting results when I return to racing in 2018.
At the conclusion of January, 2017, as I was wrapping-up training in the gym, I was already preparing my Giant TCR Comp 1 road bike for a short flight to Mallorca, Spain, an island east of mainland Spain about 320 kilometers as the hoopee fly's. For all of the details from February, a month of cycle training in Mallorca, head-over to this blog entry or scroll down this page. For what remains of this entry, I want to briefly describe my self-coaching dosages and structure during the months of March and April.
My objectives in Mallorca were to reboot my cycling body, with the new strength I'd added to my legs over December and January, and quickly build-up my endurance engine. Both objectives went well, I often felt good on the bike and my power had clearly improved following my commitment to the weight room. By the way, I feel fortunate to have a Quarq Riken R Power Meter bolted to my Giant road bike, and I'm grateful to a friend, Bill Lutes, for gifting me this unit a few years ago. Since then Quarq has warrantied the device twice, so I presently have the state-of-the-art Riken because of Quarq's exceptional customer service policies and Bill's initial generosity. If you're considering a power meter then I'd look no farther than Quarq. In my view, customer service and quality offered by Quarq is the very best in the industry.
I continued to build my endurance base through March and April. After riding 1187 miles (1910 km) with 65,726 feet (20,033 meters) of climbing in February (all in Mallorca), I added 1232 + 1113 miles and 56,053 + 64,824 feet in March and April, respectively. By late March, I was also integrating threshold efforts and shorter efforts intended to exercise and develop my anaerobic zone. My strategy for these efforts was then and continues to be, basically, to ride hard, as if racing, for 2-3 hours and during those efforts to push into my anaerobic zone on short climbs sporadically over the course of the whole ride. As this implies, March and February (and up to present) contained very few structured intervals, so few that they are not worth mentioning here. Yet despite a lack of structure, I came into May, my first month of racing, feeling strong with the numbers to back that up on the Performance Management Chart (PMC) provided with a subscription to Training Peaks.
Similar to how I've been researching better ways to weight train in the 2017-18 winter period, I'm also asking questions and narrowing down a better way to interval train in 2018. Although I made obvious gains in performance with my unstructured method and certainly had some fun keeping it unstructured, there is no doubt that what I've struggled with the most this season was the cost of (unintentionally) dropping structured intervals. I'll pick-up with those details, and many more from my experience racing and training in May and June, in my next blog entry. In the meantime, ride on ... and perhaps I'll see you at Wednesday Night World Championships this evening?