Cycling in the heat and avoiding dehydration

Cycling in the heat can be challenging, especially if you are not used to it. When cycling in the heat you have to be careful to remain hydrated, plus taking on enough water and salts. In the UK, we rarely get the opportunity to ride in really hot conditions, which is probably why we struggle a bit more than continentals who are more used to it. Even when it goes above 25 degrees is can feel hard work. But, if we go to Europe or US, it can be even more challenging with temperatures of 35 degrees plus.

The good news is that cycling is one of the better sports to do in the heat. At least you get a cooling effect from the wind – something you don’t get so much when running.

Heat in the Tour de France

On the BBC, there’s a good article by Geraint Thomas on riding in the Tour de France with temperatures nudging 35 degrees +

Thomas writes that:

“I had been drinking around three bottles of fluid every hour – 1.5 litres – to keep myself hydrated and to ride at that threshold. (BBC link)


For a six hour stages, that’s 18 bottles or 9 litres. That’s tough for whoever is on water bottle carrying duty that day.

Even with all that water, Thomas says his head felt as if it was going to explode. It’s one thing to ride in the heat, it’s another thing to ride at threshold in the heat. Thomas says he got used to the heat a bit, riding in the Tour down Under. But, even a professional with the best possible backup and experience, still finds it really tough; that’s an element of riding in the heat – it is always going to be a bit harder.

Tips for riding in the heat


  • The need for water can increase dramatically. Once the temperature goes above a certain level, you can need much more than usual. It’s not necessarily a linear progression The danger is that you just take the usual amount, plus a bit more. Thomas writes that he was getting three bottles an hour. Just to emphasise – that is really a lot. But, the amount you need is quite an individual thing. To put it bluntly some people sweat more than others.
  • Consider increasing your water carrying capacity. In winter, you can get away with one or two bottle cages, but if you need to be drinking 2 bottles an hour, it can become a real pain, having to keep stopping. For a pro, like Thomas it’s much easier when you have a team car and people to pass you water. For a lone, unsupported rider, it’s a bit more of a pain to keep stopping. If you’re going to be riding a lot in the heat, consider 1000ml bottles (I use this 1L SIS water bottle – good on down tube, but gets in way on the seat tube) or an additional rear mounted bottle cage, so you don’t have to stop so much.
  • Electrolytes. When you’re drinking extra quantities of water, you need to take water with electrolytes in. If you just take plain water, you can deplete your salt levels and this can create real problems. A litre of sweat can contain up to about 800 mg of sodium (depending on person) – that’s 50% of recommended intake of sodium (link). I like to take some small packets of electrolytes in back pocket, to put in bottles when I fill up.
  • Reduce concentration of energy drinks. When it’s really hot, your stomach will not appreciate highly concentrated energy drinks. As you will be drinking more you can afford to reduce the concentration of energy powder and you will still get enough carbohydrate.
  • Getting the right quantity of water and electrolytes is not so easy. It’s hard to give precise quantities because everyone will be different depending on their weight, effort levels, propensity to sweat e.t.c. One  very rough rule of thumb is to check quantity / colour of urine. You will notice on very hot days, you need to work harder drinking extra water to keep urine normal colour.
  • It is also useful to weigh yourself before and after a ride, you can easily lose a couple of kilos during a ride. However, don’t feel you have to keep the same weight after the ride, it is inevitable your weight goes down a little after a ride (even when it’s freezing), but if it is more than normal, it is a sign of excess water loss.
  • One thing about riding in the heat is that it requires a certain discipline and focus to keep drinking and taking on energy. If you’re not careful, you can just suffer and not take on enough. Often it is only when you stop, that you realise how thirsty you are.
  • Just because it’s hot in the valley, doesn’t mean it is hot everywhere. If you’re climbing mountains or even big hills it can still be a lot cooler high up. A good rain jacket can help protect should the weather change.
  • With riding in the heat, there is an element of acclimatisation. If you go from a cold British winter to 35 degrees in Australia, it’s quite a shock to the system. The longer you spend riding in the heat, the better you will get. The body can change the way it sweats and it becomes more tolerable over time. Therefore, if possible give yourself time to adjust to the heat.
  • There is a psychological element to riding in the heat. I’ve heard many British people say quite strongly “I hate the heat” – “I’m useless in the heat”. I do think this makes it even more difficult. Certainly some people will find it harder in the heat, but try and avoid being too pessimistic. Even if you’ve had a bad experience riding in the heat, there is probably quite a lot you can do to make it better next time – acclimatisation, drinking more, and gaining more confidence to riding in the heat. Don’t write off you ability to ride in the heat. See it as a challenge – something to get used to, like you train to get faster, you need to train to get used to the heat.
  • It is possible to drink too much. It can cause a condition known as hyponatremia – when you take so much water, cells become depleted in sodium. The phenomena has been observed most in slow marathon runners, who took a long time, and drank too much at every water station. There is an element of common sense. You don’t have to down litres of water before starting – this will just make you want to stop.
  • Caffeine. There seems to be conflicting research, some studies suggest caffeine can act as a diuretic and increase chance of dehydration. Others negate this. But, I avoid anyway.

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Genesis Equilibrium Review

In the shop, the Genesis Equilibrium looked stunning. You could perhaps describe as understated retro, it looks everything a classic road bike should. It will definitely get a few admiring glances on a club ride and help to stand out from the Aluminium / Carbon fibre crowd. I particularly liked the shiny silver and red colour combination. Nearly everything about the bike looks very impressive. Though perhaps a brooks saddle rather than white Madison saddle, would have completed the ‘retro / classic’ look.


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Questions on cycling uphill

A bit of a hobby is seeing the Google keywords that people search to come to your blog. These are some of the interesting keywords and questions that people type in Google to end up at Unsurprisingly many things connected with cycling up a hill seems to get linked to this blog.

These are some of the random keyword searches that people put into Google. However, many of these queries can be answered with three golden rules of cycling uphill.


Horseshoe Pass in Wales – a good hill to practise on with max gradient of 10%

 For example, take the Google search – ‘can’t cycle up hills’#3

3 Rules

  1. You will have to cycle up hills slowly.
  2. Get a lower gear for your bike. This makes it easier to cycle slowly.
  3. To get better at cycling uphill, you need to do more of it. Eventually after years of practise, you will be able to cycle up hills, slightly less slowly.

If all else fails, moves to Netherlands, but cycling uphill is not as intimidating as it might first look.

For the very keen:

Check out these techniques of cycling uphill.

If you’re really keen:

check out these hill climb intervals.

- Some suggest the ideal hill climb interval is a gap of about a year in between each big effort. Others of a more masochistic sort, like to see how many times they can go up and down a hill in a day. You pays your money and you take your choice.

The hills never end

It may seem daunting at first, but once you’ve done some training to get stronger and more adept at going uphill, you will soon be seeking out the hardest and steepest hills to see what time you can do – e.g. 100 climbs.


Google Searches related to Cycling Uphill

‘riding uphill find it hard’

This is good. Riding uphill is supposed to be hard – whether a beginner or pro, cycling uphill is never easy – otherwise where would be the fun? As Greg LeMond once said about cycling uphill. (much repeated advise) – ‘It never gets easier, you just get faster.’


Ralph Wilson in National Hill climb, looking in great shape.


‘biked uphill almost passed out gear

‘Almost passed out’ is something hill climbers might like to boast about. If you cycled so hard you nearly passed out, this is a sign that you could make an excellent cyclist. If you don’t actually enjoy that feeling of nearly passing out or if you have a 100 miles further to cycle after going up hill. The best advice is to go slower (see: rule #1)

This is the real secret to riding uphill – go slower.  Lowering your expectations is always a good way to get through life.

Another thing to consider is getting a compact chain set or even triple granny chainring (rule #2 – get a lower gear). There are some people who will tell you a granny chainring is for well ‘Grannies’ but when you’re struggling up Kirkstone pass in 39*25 – zigzagging all over the road trying to prevent yourself falling off into a ditch – you soon learn macho gears are no comfort. Get a lower gear, and enjoy the ride.

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Dash Tri 7 Trial saddle

I’m selling a dash Tri 7 Trial saddle on ebay.

It is unused and entirely unmarked.

I tested a different Dash Tri 7 saddle and thought it was great. However, by the time it arrived, I’ve decided its wrong saddle for me. It won’t be so good for 12 hour time trials. I saw a rider use one in ECCA 100 and he said he was quite happy.


  • One-piece construction (No after-bonding)
  • Dual density padding
  • 55mm clampable x 7mm round Carbon/Kevlar rails
  • Weight: 77g
  • Measurements: 190mm L x 115mm W
  • Dash Tri 7 Trial.
  • * Triple layer padding, standard reinforcement.

Dash saddle offers excellent comfort for time trials where you are flat out, relieves pressure in groin. Unlike Adamo, these are super lightweight and aero. Continue Reading →

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Tour shorts

The Tour de France was supposed to be Contador vs Froome. After watching the Dauphine, it looked might it could be an epic battle between the two. But, now it’s looking like the Vicenzo Nibali and Astana show. There have been so many twists and turns already, but now, maybe no one is able to attack Nibali and Astana all the way to Paris.

On the plus side, it’s looking like it will be a cracking Vuelta -  a three way battle between three of the world’s best cyclists – Froome, Contador and Quintana. Perhaps even Wiggo will get his long awaited chance to ride as super-domestic.

If the Tour is going to be predictable from now on, at least that is good news for those who need to go out and train on the bicycle. I have a 12 hour time trial in 11 days, and I could do with some training more than just watching the telly. As the event looms, I’m torn between resting and doing nothing and going out to panic train to get a few 7 hour rides in. Common sense will probably prevail and it will be a compromise with a few 2-3 hour rides to keep ticking over.

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National 100 mile TT

Sunday was the national 100 mile Time trial championship in the sleepy Norfolk town of Swaffham. It was was essentially 4 laps of an undulating course, run on quiet country roads, with minimal traffic. I thought it was a good course for a national 100, especially with the outbreaks of rain which would have made a dual carriageway more difficult. The men’s event was won by Charles Taylor (South Pennine CC) in 3.43.27. The women’s by Brownen Ewing (Trainsharp Racing Team). I finished 3rd. It was one of the hardest time trials I’ve done for a long time, and really blew up after 70 miles. My average power was much lower than last 100. I’ve never hurt so much in TT for a long time. I also punctured at 90 miles, but just managed to scrape home, to pip Michael Broadwidth into 4th by 20 seconds. Adam Topham (High Wycombe CC) was 2nd.

The first 50 miles were good. The only difficulty was at about 40 miles – catching someone who started just in front, but then half a minute later they re-overtook. I had to sit back ease off, take a gel and then I went really hard to make sure they got dropped.  I think this sustained burst of power didn’t help later on. At 70 miles, I started to feel really tired and there wasn’t much power left. I’m not sure why, in the ECCA 100, I had a similar power at this stage but could maintain it all the way to the end. But, for some reason today, it wasn’t there. At 75 miles, I  stopped by side of road to pick up a third bottle. In ECCA I only needed 2, but today I needed some more  energy. Shortly after – going down a fast hill I got overtaken by a rider who I had recently caught for 16 minutes! He shouted some encouragement and said not to loose concentration. But, It wasn’t really a loss of concentration, just a loss of power. Anyway, the good thing about being a hill climber is that if someone who is slower than me overtakes on the downhill. I know that on the uphill I’m almost certain to be able to overtake and drop them. Even if my power was relatively low. Continue Reading →

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Holme Moss

Holme Moss

Holme Moss on the day of the Tour de France -  Photo: Camperman64

Holme Moss is an iconic British hill climb used in many big races, such as the Tour of Britain and the now defunct Leeds Classic. It is also used in quite a few cyclo sportives, such as the Tour of the Peak, and also hill climbs. Because of its history and epic length, Holme Moss has become a popular venue for road cyclists – it featured in Sky’s top 10 places to ride, and also the first edition of 100 Greatest Hill Climbs (#43). However, all this history was trumped by featuring in stage two of the 2014 Tour de France. The crowds on the slopes of Holme Moss had to seen to be believed.

Thanks to Camperman64 (flickr) for permission to use photos of Holme Moss from Tour de France.

Holme Moss

Holme Moss – Camperman64

Holme Moss is on the border of Yorkshire and Derbyshire -11 miles south of Huddersfield, 27 miles west of Sheffield and 21 miles east of Manchester. In July 2014, an estimated 60,000 spectators were  on the climb -  officials had to draft in extra stewards to try and keep the road safe. Former British cyclist, Rob Hayles remarked that the number of tents in the fields reminded him of Glastonbury. Both Chris Froome and Geraint Thomas said that riding up Holme Moss ‘gave him goosebumps’ such was the noise and atmosphere.

Photos from the Tour de France 2014

team-sky-holme moss

Team Sky going up Holme Moss. Number 1 is Chris Froome. Looks like Geraint Thomas and Vasily Kiriyenka in front. photo camperman64

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Best time trial bike

A time trial bike will be significantly faster than a road bike. If you want to get faster times in a time trial, then a time trial bike becomes essential.

The best time trial bike to buy depends on your budget. But, bear in mind, an entry level £700 time trial bike will still be much faster than a £6,000 road bike. To go faster you don’t necessarily have to spend a fortune.

Generally with bikes – as you pay more, you get better performance, but the gains become increasingly small. The difference between a £500 bike a £1,000 bike is quite noticeable. But, the difference between £4,000 and £6,000 (to say get Dura Ace Di2 vs Ultegra Di2) is very small.

General principles on buying time trial bike

  • A bike only accounts for 10% of the surface area which hits the wind. 90% is you. Getting a better position will offer bigger gains than getting a more expensive frame / groupset.
  • Always remember, you don’t have to spend a fortune to go faster.
  • Weight is important in time trials, but in flat time trials, aerodynamics counts for much more. You don’t have to get super-lightweight to go fast. If you do mainly flat time trials, weight isn’t so significant. You will notice time trial bikes tend to be heavier than road bikes. This is because often the frame is thicker and wider. A bigger surface area can give aero benefits, though the cost is extra weight. I guess one day they will make TT bike which meets UCI limit of 6.8kg, but you’re doing quite well if you get a TT bike below 8.0 kg.
  • If you’re buying a time trial bike, don’t blow all your budget on the bike, you can get bigger returns from buying accessories, such as: skinsuit, helmet, overshoes, aero bottle. See: Ways to improve aerodynamics for time trials.
  • When I bought a Project One time trial bike, I chose cheap clincher wheels to use as training wheels. I later upgraded and bought a disc wheel and deep section front wheel. Don’t worry too much about the wheels, if there’s a chance you’ll want to upgrade later.
  • Do you need to upgrade to Di2 (electronic)? Unsurprisingly I find the time trial community equally split. The consensus seems to be it gives some advantage, but it’s fairly minimal. It’s only on hilly and technical courses that electronic shifting becomes more beneficial. I’ve been riding mechanical for years and I don’t feel it’s been a handicap. However, I dug deep and ordered it with the new bike.
  • Position and comfort are important. One of the most difficult things I found when buying a TT bike was trying to find out whether tribars could be lifted upwards in ‘praying mantis’ position. This is non-UCI legal, but for me was faster in wind-tunnel. Some bikes have limited adjust ability in tribars. It means if you do want to adjust you will have to buy separate tribar unit later, which is a bit of a pain.
  • It is really quite hard to decipher all the rival claims of manufacturers. They all say that their bikes have been in a wind tunnel and it’s the most aero, e.t.c. To be honest, I don’t feel there is a big difference between the bikes, if there is a difference it is quite hard working out what it is. It’s not like if you buy a certain brand you are going to be noticeably faster. There’s something to be said for going to good shop that you like, and see what they have, what fits, and what meets the criteria you need.
  • A lot of my advice is – be wary of spending extra money for little performance gain. But, I’m the worst offender and spent silly money on a new TT bike. But, I do get close to National championship medals and I know I’m going to use it a lot. So that’s how I try justify it to myself.
  • UCI legal or non UCI legal? UCI rules are quite strict about what they allow (e.g 3:1 aspect ratio). It keeps the bike looking more like a traditional bike and less exotic. A big pain for domestic time triallist is do you get a UCI legal bike for possibly riding one race a year – the UCI British Time trial championship? I missed out this year because my bike was non-UCI legal. In my new bike I’ve gone for a compromise in choosing a UCI legal frame and illegal forks. If I do ride BTTC next year, I’ll still have find some legal forks. For most people doing triathlons / domestic TT, you don’t have to worry about UCI rules. Then you can choose non-UCI versions of Cervelo P5, Specialized Shiv.
  • Names of bikes can be a real pain and somewhat confusing. For example the Specialized S-Works Shiv frameset is completely different to Specialized S-Works Shiv Triathlon version.

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Cobbles, classics and Froome is down and out

I took a day off training to watch the fifth stage of the Tour de France, which featured the cobbles of Paris Roubaix. One thing about the classics is they always make fascinating viewing – even if as a rider I’m glad I don’t ride them. One thing you could absolute guarantee about the day – it wasn’t going to be a sprint finish with Marcel Kittel taking another stage.

The strange thing about watching the stage is that you just had one of those feelings it wasn’t going to be Froome’s day. He just didn’t look comfortable on the bike and with riders going down like a ten pin bowling park, you just had that gut feeling Froome was not going to make it.

It was an exciting stage (though with a macabre subtext, there is part of you feeling slightly guilty for ‘enjoying’ watching a spectacle which is essentially made by the danger and so many crashes.An interesting stage, but a shame for the long-term of the tour when defending champion goes out. I was looking forward to a Contador / Froome duel in the mountains. But, that’s cycling and no-one is indispensable.

Photo Brendan2010 - Tour of Flanders 2013

A few weeks ago, Nibali looked on poor form, struggling to keep up with Froome and Contador – who would have imagined the out of form climber, dropping Cancellara and Sagan on wet cobbles? It was an impressive display and leaves mixed emotions about the desirability of cobbles in the tour. It was definitely an awesome ride by the guys at the front of the race.

The sad thing for Froome is that once the riders got to the cobbles it actually seemed safer, with the peleton smashed to small groups, the frequency of crashes diminished. It was just a crazy 15 minutes before the cobbles where riders were going down like no tomorrow. But, it seems hard enough to ride on cobbles when fully fit, with dodgy wrists he may have not made it anyway. The irony is that it was probably the crash from yesterday on a flat wide road in glorious sunshine which was the biggest factor in causing him to retire.

The Tour in Britain was a fantastic success, but British riders are having their worse tour for many years. Hopefully Geraint Thomas got all his bad luck earlier in the season – he’s a strong rider as he showed yesterday, helping Porte catch up some time. The Tour in Britain was a great success despite Cavendish falling – that was a nice thing about Le Tour in Yorkshire – it was great – independent of home success. But, we could sorely do with a British stage victory – if only to give us something to talk about other than – why didn’t we pick Bradley Wiggins?

Thankfully, it’s a boring flat stage today, so no excuses for not going out training. The national 100 is suddenly looming on the horizon – temporarily lost in the fog of Tour de France excitement.


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Inside Team Sky – David Walsh – Review

Book CoverInside Team Sky is written by Sunday Times sports writer, David Walsh. It covers a year spent with the team, during Froome’s first 2013 Tour de France victory. David Walsh is the author of ‘Seven Deadly Sins‘ which is a summary of his exposure of doping by L. Armstrong and US Postal. The book gives an inside look at how Team Sky prepare for races and an insight into some of the characters in the team. But, the strong overtone of the whole book is whether Team Sky are riding clean.

David Walsh is considered one of the most persistent investigators into the doping of Lance Armstrong. For many years, Walsh dug around finding evidence to support his initial gut feeling that Armstrong was doped. If you read the USADA report on US postal, published in 2012, a lot of that information (apart from rider testimonies) had been uncovered years earlier by David Walsh and published in L.A. Confidential.

It’s easy to jump on the Armstrong /doping bandwagon these days. But, back in cycling’s dark ages of the early 2000s, it was a brave man who went against Team Armstrong and his army of lawyers. I never liked Armstrong and always believed his connection to Ferrari was evidence he was doping. But, when I look back at articles I wrote, I noticed how careful I was to say anything outright. I was very conscious of being sued. (I did once got threatened to be sued by a ‘friend’ of Boris Johnson for a biography I once wrote, but that’s a long story I’m not going to repeat here.) Anyway, to investigate Armstrong was no easy task.

The 2012 USADA report was so damning, so overwhelming – it blew the lid once and for all on the doping legacy of cycling. Although painful, it felt like one of the best things to happen to procycling – it was an important moment when even the UCI kicked Armstrong out of the sport.

But, the problem with exposing the depth of doping in the peleton and the extent to which people could lie to get away with – left a  strong feeling of bitterness, cynicism and mistrust amongst cycling fans.

There are 100 reasons to not take drugs. But, I think the worst thing about the decades of drug taking is how it affects the rest of the world, making people more cynical, bitter and meaning clean athletes have to deal with this mistrust and suspicion – that is by far the worst legacy of the doping decades, and ironically those who doped don’t have to face the music, but usually ended up with quite lucrative book deals.

Anyway, Inside Team Sky

I enjoyed the book because it is an interesting insight into the workings and people who make up Team Sky. Dave Brailsford is quite a character, so is Froome, but it was also interesting to read about the less well know characters – the doctors, soigneurs. There was one Italian guy (I’ll check his name) who used to be a pro cyclist in the late 1990s – he gave up because he couldn’t compete, but he wasn’t going to dope to keep his dream of being a procyclist alive. He’s overjoyed to work at Team Sky and throws his heart and soul into the team. It’s good that the quiet guys of the sport get their moment of recognition.


David Walsh is clearly on a mission to sniff around for any evidence of doping. If you didn’t know the history of the sport, you would think it overly intrusive.  Yet, it is necessary because of the state of the sport. When Walsh investigated Armstrong, evidence fell into his lap like leaves falling from a tree. In Team Sky he comes to the conclusion the Team is built around the premise of being clean and not doping.

Doping is boring

One thing is that you can get tired of books on doping, even investigative books. But, this has enough humour, interest and inside information to make it an interesting cycling book. I always judge a cycling book on whether it has something new to offer, and not regurgitate something old. There is an interesting glimpse into the workings of Team Sky

Not cynical enough?

I instinctively support the underdog. I don’t like Murdoch papers, there’s nothing about Team Sky I would normally warm to. But, they do seem a very easy target for those who want to be suspicious about cycling. It is a little strange when you consider there are many riders / director sportives with a clear doping past. Yet, if you portray yourself as a clean team, it seems to attract a level of scrutiny rarely seen in any sport, at any time.

I like Walsh because he was willing to go out on a limb and say US Postal were doping. But, equally he is happy to go out on a limb and say Team Sky are clean. This happens to agree with my viewpoint. Some will say, you should sit on the fence and retain a shed load of cynicism. But, being overly cynical and suspicious is as damaging as ignoring the bullying and lies of Armstrong.

It does seem there are some people who would secretly be quite happy to see evidence that Sky are doping. Because this book doesn’t find any evidence which supports their prejudgement so they don’t like it.

TUEs and Ethics

Ironically I received Inside Team Sky on the day David Walsh wrote a piece in the Sunday Times criticising Chris Froome’s use of TUE (Therapeutic use exemption) before the Tour of Romandie. I didn’t read the piece in the Sunday Times, only a snippet in Cycling News, (which I treat with a degree of caution – always best to read an author directly not through someone else’s filter)  I don’t believe Chris Froome was taking a TUE for performance enhancement. But, it leaves you wondering, don’t Team Sky understand the history of abuse of TUE’s in the sport?

Froome and Paul Kimmage

On a side note. I was very happy to see Chris Froome getting interviewed by Paul Kimmage at the Sunday Independent – In the Eye of the Storm’. – relating to the TUE issue. Kimmage is a fierce anti-doping advocate. Perhaps sometimes too fierce, but it is good he spent several hours with Froome. It’s also good to hear direct from Chris Froome.

US Postal and Team Sky Comparison

Often we get the lazy comparison that Team Sky are like US postal because they want to win at all costs. I  don’t accept that, and I’m glad Walsh is willing to say that. Last night I watched – Stop at nothing, The Lance Armstrong Story – still available on BBC iPlayer.  It’s 90 minutes of grim retelling of the wasted Armstrong decade. It was a reminder of how bad things were. To me, Armstrong and Froome and like night and day. I can’t see any meaningful comparison with the systematic US Postal doping and Team Sky.


I recommend the book. I’ve read many of Walsh’s books on Armstrong, and it is a relief to read a book on cycling, which paints a different picture, and offers hope the sport is moving on.

Perhaps, my review is also coloured by the fact I  feel a strange kind of empathy for Froome (some have kindly said I make  Chris Froome look fat – which I think is kind of a complement in cycling circles, I’m not sure. ) I often put myself in the position of what is like to be a pro cyclist and ride clean, but face a barrage of questions that he has to deal with? To be honest, I’m often glad I took the amateur route.

When I review books, I often like them because I generally only want to read books I think I will like. For example in Waterstones, next to Inside Team Sky – I see George Hincapie’s Loyal Lieutenant. – I will never read that book because it will just make me mad. Essentially, do I want to read book on a guy who took drugs and cheated for several years, but still would like us to believe he is a good guy and brave cyclist? No thanks.

Book Cover Inside Team Sky at


Book Cover Inside Team Sky at

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