Today was the Redhill CC ‘Sporting’ 18 mile TT around Dorking, Forest Green and the Surrey Hills. (Redhill CC, 18 mile TT) This year is the 70th Anniversary of the Redhill CC.
Robin Johnson of Brighton Mitre CC
timetrials
Wiggo – the bearded wonder
Recently I wrote a post on how to improve aerodynamics in time trials – amongst many other things I suggested shaving off your beard will add a few seconds. So just for the record – it shows how little I know about time trials.
Bradley Wiggins was in imperious form to win the World Time Trial Championship yesterday – I was really pleased to see Wiggins win. He has one of the most impressive all round palmeres in cycling. It’s a rare defeat for Tony Martin – and after seeing him repeatedly drop the entire peleton in the Tour de France it’s almost comforting to know that even Martin says of himself – ‘I’m not a machine’
The good news is that the World time trial championship jersey may be riding up and down a dual carriageway near you in 2015. Wiggins cheekily hinted he might be riding a few domestic British time trials – so watch out! BBC Interview with Wiggins
Result:
1. Bradley Wiggins (GB) 56mins 25.52secs
2. Tony Martin (Ger) +26secs
3. Tom Dumoulin (Ned) +41secs
4. Vasil Kiryienka (Bel) +48secs
5. Rohan Dennis (Aus) +58secs
Selected other:
20. Alex Dowsett (GB) +2mins 35secs
Position on a time trial bike
In time trials aerodynamics are very important. Small changes in your body position can make a big difference to the drag you create and therefore has a big effect on your speed and time.
Professionals will spend hours in wind tunnels to refine their position, trying to gain small marginal gains. Even if you don’t have access to a wind tunnel, many people can improve their position, just by following some principles.
A few points worth bearing in mind
- Some positions may be very aerodynamic, but compromise power.
- Roughly 10% of aerodynamic drag is your bike. 90% is your body. So you might want to spend money on improving your position before a new bike!
- Aerodynamics is not just about air hitting you from the front, but how it leaves you afterwards.
- You might assume that going lower will improve your aerodynamic drag, but it doesn’t necessarily go faster.
- You can get some great ideas by looking at other riders who have spent time refining their position, but it is quite individual – depending on your body type. Some people like Chris Boardman could ride with a flat back, but others would struggle to get that position.
Michael Hutchinson (July 2010) then comp record holder for 10 mile TT (17.57) Michael Hutchinson at BTTC in 2010. Hutchinson was for many years, Britain’s top domestic time triallist.
Improving Position on Time Trial Bike
- The basic idea is to present the smallest frontal position to the wind.
- Note: there comes a point when lowering the tribars can start to decrease power because breathing is slightly restricted. It becomes a trade off between aerodynamics and power.
- In the picture above notice how much lower the tribars are compared to the saddle.
- The second most important thing is bringing in the arms. On a road bike they are about 42cm apart. But, using tribars you can bring the arms closer together and reduce the wind resistance. If you watch Tony Martin on a TT bike, his arms are almost touching. Be careful, if you bring your arms in too much, it can be more difficult to steer, but also may not even be more aerodynamic as it can push your shoulders out.
- See also: Tips to improve aerodynamics on bike
Me in British Time Trial Championship. This was not such a good aerodynamic position. When I came out of wind tunnel, I had reduced by head to leave less sticking into the wind.
Tribar – arm position
The UCI stipulate the tribars have to be in a flat horizontal position. If you try lift the tribars, most riders will find it more aerodynamic. When I was in a wind tunnel, lifting the hand position to be like a V, helped reduce aerodrag. It may not look more aerodynamic, but it was. If you ride CTT or triathlons, then it is worth experimenting with this aero position.
Graeme Obree – The Best Time Trial Position?
Note how low the head is up, but eyes are looking forward.
Graeme Obree in the Superman position. It is called the superman position because his arms are stretched out. Notice how flat the back is and hence how aerodynamic position
The Tuck Position
In this photo, Graeme Obree is showing another very aerodynamic position because his arms are tucked in like a skier. Graeme Obree was one of the world’s greatest time triallist. He was world champion twice and broke the world hour record twice. He was also an innovator, creating these unique riding positions. These positions were later banned by the UCI.
Time Trial Position and Wind Tunnel Testing
To try and gain optimal time trial position I went to a wind tunnel. This tested aerodynamic drag in various positions. This helped to find a position which considerably reduced aero drag. As a result, my times for time trials dropped.
See: Review of wind tunnel testing for time trial position
Time Trial Position and Power Output
When finding the optimal time trial position, it is not just aerodynamics that is important. Some positions may compromise your power output. However, there is also an element of getting used to positions. I do a lot of training on the time trial bike trying to hold a good position, so that when I race, I’m not suddenly straining my neck muscles.
It’s easy to get a very aerodynamic position for five minutes in the wind tunnel – it’s another matter holding it for 4 hours in a 100 mile TT.
Time Trial Position and Distance
For short time trials, it is possible to go for a more extreme position. For long time trials, it is more important to be comfortable. Also, your arms can be a conduit for reducing lactic acid in legs, therefore, it is important to keep them relaxed for long time trials to help reduce lactic acid in legs.
Time Trial Position UCI Legal
If you do UCI races, you have to keep to quite strict parameters about what is legal.
- Distance from vertical line of bottom bracket to end of tribars should be no more than 75cm (80cm for tall riders)
- Tribars must be horizontal
- Equipment must have 3:1 aspect rule (length no more than 3 times depth)
Even if you don’t do time trials, it may be worth thinking about your position on a road bike. Comfort is more important than on a time trial bike, but, maybe a few changes can decrease wind resistance with little negative effect.
Related
- Time Trial Bikes at Wiggle Cycles
- Time Trial skinsuits – a good way to make aero gains.
- Ways to improve aerodynamics
25 mile time trial
Today was the North Hampshire 25 mile time trial on the H25/8 Bentley course. The 25 mile TT is considered the ‘blue ribband’ of time trialling. The most popular distance, with the national championship being won by many of the great short distance time triallist – Alf Engers, D. Webster, G.Obree, Chris Boardman, Stuart Dangerfield e.t.c. The National 25 was a couple of weeks ago in the Lake District, where Matt Bottrill won in a time of 48.15, beating Matt Clinton 48.56. Bottrill had been trying for many years to win the event. Just shows, you never know when you might win the big one.
The competition record for 25 miles is 45.43 set by Matthew Bottrill (Drag 2 Zero) CTT – September, 2014
Former Record holders
Michael Hutchinson 45.46 – Set by in 2012.
It was held by many years (1993-2009) by Chris Boardman with a 45.57 set on the A34 near Oxford! The women’s record is 50.01 set by Julia Shaw 2011.
My pb is 49.36 set on the Welsh course, at an average speed not much faster than my pb for 50 miles. For various reasons I haven’t done a 25 mile time trial since last July – over 13 months ago.
I’m moving into hill climb season with thoughts moving to hill intervals rather than one of riding at threshold, but the arrival of a new bike (Trek Speed Concept) was enough motivation to enter one final time trial and get to ride the bike in a race before putting in loft.
Race
I was number 100, off at 16.10. Just before I set off on the startline, I had a very short chat to my old friend Brian James (Brian is about 85 years young) (Brighton Mitre CC) who had started 91 minutes previously and had just finished as I was waiting to go to the startline. He had just enough time to tell me ‘good ride in the 100, shame you didn’t do 12 hour! Then it was time to set off.
I know the Bentley course well, and the prevailing wind seems to be from the West. It makes it a hard drag from the start – uphill into the wind. After the first turn at Holybourne roundabout. You pick up a nice tailwind, making a very fast 10 miles to the Chawton turn. I know from experience to hold back a bit with fast tailwind. I was held back a little by necessity a little – having only a 54 chainring. (my last bike had a 56). It meant I was spinning out at 39mph on the 54*11. It was that fast. I saved my biggest effort for the middle 10 miles all into the headwind. It was a big effort to go up the hill for a second time. The last five miles was so fast, you couldn’t really get everything out. But, I still felt a little sick at 20 miles, which is always a good sign for doing a 25 mile.
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.
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.
BDCA 50 mile TT and Competition record
Saturday 28th June 2014 was the BDCA 50 mile TT. Matt Bottrill (Drag 2 Zero) set a new 50 mile competition record of 1.34.43 on A50/6. Average speed of 31.67 mph (50.97 km/h)
I was third in a pb of 1.39.36 (30.1 mph). Paula Mosely was fastest lady in 1:51:47. Female comp record is Julia Saw (1.46.46)
Matt Bottril’s bike with lots of aero stuff.
Matt Bottril and BTTC
After finishing 2nd in the BTTC 2013 champs behind Alex Dowsett, Bottrill never hid the fact his main goal of the season was the BTTC champs in Wales last Thursday. Despite being on tremendous form and being well prepared, Bottrill was perhaps a little disappointed to finish 6th, 4 minutes behind a flying Bradley Wiggins. (Results at Velo UK)
It’s still an excellent result – there are many good pros who would struggle to finish 4 mins behind an on form Bradley Wiggins (4 minutes behind Wiggins would have been 17th in the 2012 Olympic time trial). Also a different course may have suited Bottrill more. When I spoke to Matt he was in philosophical mood, saying he made him realise how big the gap to the top pros was. Bottril said he was going up the climb in Wales at 475 watts, when Wiggins went past like a train. God knows what watts Wiggins was doing up there. (Also nice to see Wiggins regain his descending in the wet form.)
UCI rules
Given the hilly nature of the course, I was disappointed to be engaged up in Yorkshire for the BTTC champs. I’d much rather be racing courses like the BTTC champs than dragstrips like the A50. However, hearing about the UCI mandarins and their incomprehensible 10 cm rules – which caused a lot of problems for the amateurs, did make me feel a little better for not being there. A love these 45 page UCI clarification of their rules, which makes everything as clear as mud. They say the next BTTC champs might be in Isle of Man – do I want to travel there, only to risk the UCI declaring the bike illegal?
ECCA 100 on E2/100
Sunday morning was the Eastern Counties Cycling Association 100 mile TT. Based on the A11 and A14, it is a variant of the popular E2 courses. The ‘E2’ is a fast bit of road and can claim quite a bit of timetrialling history. It was here Michael Hutchinson set comp record for 50 miles (1.35.27); and just recently, Movistar pro, and Current British TT champ, Alex Dowsett, smashed the 10 mile Comp record with a mind blowing 17.20. (34 mph)
The course is fast because it’s flat, smooth surface and you get a drag from passing cars. The weather forecast for Sun was one of those forecasts all testers dream of – warm, no wind and dry. I’ve ridden through enough gales this year, to feel I deserve a ‘float’ day for a change.
As it happened, it was relatively cold when I arrived at the HQ. I had been so confident of a hot day, I didn’t have many layers.
Although the course is fast, it’s not all dual carriageway. The first 15 miles was based on a B road. Early in the morning it was as quiet as the still atmosphere. No cars, no nothing, just you and the bike. I really enjoyed this stretch. The first 10 miles of a 10 is always quite easy. You can get decent speed, as you are quite fresh. However, it didn’t all go to plan. Over the first lump in the road, my rear saddle mounted water bottle ejected itself never to be seen again. I’m not sure why I bother writing blog posts – I never listen to my own advice, I didn’t have a spare bottle planted anywhere on the course. I did test the bottle cage, and although it failed in testing – I thought I’d done a clever trick in sticking some thing on bottle to hold it in place. Anyway, it was gone and I wasn’t doing a u-turn to look for it.
I still had 1.6 litres in 2 water bottles, and since it was quite cold, I wasn’t too badly affected. Nevertheless, I spent the first hour thinking about asking someone on route for a spare. But, because it was so cold, I felt my bladder filling up pretty quick from water drunk before start, and this dissuaded me from drinking. It took 70 miles to drink the first 750ml (with 2 gels).
H10/181 Oxford city 10 mile TT
Today is said to be Super Saturday – World Cup football in Brazil, Test Cricket from Lords, tennis from Queens, US golf open in Pinedales and a few amateur cyclists having a go up and down the Witney Bypass. Spot the odd one out.
Yes, it’s the Oxford City R.C. 10 mile TT, based on the H10/181 course. Designed by the late Chris Hart – an enthusiastic member of the London West Cycling District; Chris also helped me with my first promotion on this course a few years ago. I’ve promoted three events on this course for my club Sri Chinmoy Cycling Team, each time it went well, though conditions were never easy. It always seemed to be a cold windy May Sunday morning, but today, by contrast, it was very good.
H10/181
The H10/181 is one of my local courses. I like it because it’s a simple ‘honest’ course. 5.5 miles out, round a roundabout and 4.5 miles back. Road surface is good, traffic moderate, but not excessive and no intermediate roundabouts. Just one at the turn by Minister Lovell. There’s a slight height advantage, though nothing like other super fast courses, which descend a lot more. Also, the unequal distance out and back mean that it’s always going to be faster when the wind is coming from the East.
Today, conditions were good. Warm, dry and most importantly a lightish North Westerly wind. The hope is that the wind would give a little help up the long uphill section, but not be too invasive on the way back.
I parked in Barnard’s Gate and cycled up to North Leigh. I assumed the HQ would be in the same HQ that we used. But, that was locked, and no one in North Leigh seemed to believe there was another hall in the village. I cycled back to Barnard Gate hoping to see some fellow cyclist. I have turned up for an event on the wrong day in the past – and often it’s the local courses where you don’t bother to check so much because you think you must know. Fortunately, by the time I got back someone else had parked there. I got some directions to another small village hall in North Leigh and cycled back up Cuckoo Lane. It is one of the most picturesque rides from HQ to the start, though by the time I got my number, I’d clocked up quite a few miles. I didn’t bother with rollers – too hot anyway.
Zipp 808 Firecrest review
Review of new Zipp 808 Firecrest front wheel.
I’ve had a pair of Zipp 404 since 2006. They are a good versatile wheelset. They are lightweight 1,250 grams – so I was able to use in hillclimbs for several seasons (Until I got some Zipp 202s).The deep rim profile is also aerodynamic, making the 404s a good all rounder. The Firecrest 404s are said to be a significant improvement on the old 404s.
I decided to get a Zipp 808 Firecrest front wheel because:
- Aero tests suggested there was less drag on a Zipp 808 Firecrest to my old Zipp 404 front wheel. Some aero tests suggest the front wheel can be as important if not more beneficial than a discwheel on the back.
- It’s one potential marginal gain for quicker time trials.
- I haven’t bought a new front wheel for time trialling for seven years
- It looks good. (the least important of course, but it does look good.
- Amazingly I had the necessary £850 in the bank account
Front wheel 808 Firecrest
- Weight: 745 g (including skewers). Note I’ve seen different weights advertised, but that’s what it weighs on my scales!
- Rim depth: 82mm
- Max width: 27.5mm
- Spokes: 16
The first observation about the wheel was that I had to adjust the brakes. The rim is significantly wider than most standard wheels. The rim profile is (27.5mm) The wheel didn’t actually fit into the brake blocks when I first tried to put it in. This was a bit irritating. I often swap wheels when training. I’m not keen on having to adjust brakes every time. Secondly, it seems counter-intuitive to improve aerodynamics by increasing size of wheel. But, this seems to be a recent development – finding that wider rims can actually give improved aerodynamics.
Zipp claim that Firecrest is the first aero profile that effectively controls airflow around the back half of the wheel. They do this by maintaining a near constant width all the way to the spoke bed. I’ll have to take their word for it.