Archive | training

Recently, I wrote that an attraction of cycling was taking random roads and hoping for the best. The British countryside can encourage an adventurous spirit – if nothing else you can enjoy a new view, new road – even if you later do a u-turn. But, it’s not always the Yorkshire Dales or the Cotswolds – I also spend four weeks a year in Queens, New York. I’ve written about cycling in New York before – rarely with any degree of praise or recommendation. To cut a long story short, it’s a tough place to cycle – you rarely see cyclists on the road and for good reason too. As a result, I ride defensively and with unerring routine. I basically have two rides, which never go beyond 30 miles.

One ride is to cycle two miles south to Kissena Boulevard outdoor velodrome. Here I cycle around in 250-metre circles for an hour before I can’t take it anymore – and then cycle the two miles back home. I don’t have a power meter in New York, so just try to make sure I keep an average of over 20mph for the velodrome riding. It’s a bit more fun if there are other cyclists there too. Last week a random cyclist latched onto my wheel for quite a few laps. It encouraged me to very slowly raise the pace from 20 to 21mph then 22mph. After about 10 minutes I reached 25 mph and suddenly my wheel sucker friend went pop and lost contact. I didn’t mind, in fact, I was grateful that he gave me the motivation to ride harder than usual. It was a surprisingly good feeling to just ride someone off your wheel by imperceptibly raising the pace. It also reminds you how hard it can be to motivate yourself when cycling on your own. Continue Reading →

To me, sweet spot training is riding at a high intensity, a little below race pace. (80-90% of FTP) It corresponds to Level 3 in some training manuals. It can also be referred to as ‘threshold training’.

To me, interval training means doing 3-5 mins @ 110-130% of FTP.

If my FTP is around 300, a ‘sweet spot’ ride may average 230-260 watts.

Hill intervals will be around 330-400+ watts.

• To confuse matters, you can do intervals of ‘sweet spot’, but I never do. I just do 1-4 hours or however long I can maintain it)
• One other point, this assumes some degree of more traditional endurance base level riding.

Which is best?

There is a debate between the different methods of training. Some coaches and riders, place a lot of faith in ‘sweet spot’, others put more focus on intervals. I know riders who, at different times, have talked about the superiority of both! Perhaps I fall into that category too. In recent years, I have done more sweet spot training than I used to.

In a sense, ‘sweet spot’ is pushing from below. Intervals are pulling from above. Both can give benefits to race performance but in different ways.

Advantages of Sweet Spot

Endurance

Continue Reading →

Cycling in the cold doesn’t have too much to recommend it, especially if you are 61kg and 190cm. Or in old money – 9½ stone and 6 foot 3″ (135lbs for American visitors). On Friday I went out with the temperature hovering just below 2 degrees. I didn’t enjoy the ride at all. After a few miles, I did a u-turn and went back home. When hands are freezing to the handlebars, I don’t worry about trying to take any photos; but today the weather was a little more clement and it made a big difference.

I rode out towards Knaresborough and Harrogate because the forecast in the East was drier than in the West. But, despite the lack of rain, I still got wet cycling over a lot of small lanes covered in wet greasy farm manure. You just have to surrender to getting wet and dirty this time of the year. Still it was a mistake to take only one pair of legwarmers up north (originally colour of white) Continue Reading →

For a long ride of 3-4 hours +, it is worth making some preparations and calcuations about how much energy to try and take on.

Carbo-loading

• For anything of 100 mile plus, I will eat more carbs in the day or two before. For example, if I go out for a 1-2 hour ‘warm-up ride’ Normally I wouldn’t take any energy drink or food. But, in this case I would take a 750ml energy drink, to take on more carbs than usual.
• I haven’t researched carbo-loading enough, but you have to be careful not to place undo stress on stomach by eating much more than usual.
• It is also important to be well hydrated the day before and for the morning of the race.

Carbohydrate consumption

• The first issue is what is the maximum amount of carbohydrate that the body can absorb per hour?
• The most common figure I have seen is 60 grams of carbohydrate.
• However, recently, energy drinks manufacturers have cited research that if you take a mixture of maltodextrin and fructose, you can take up to 80-90 grams. Increasingly energy drinks have maltodextrin and fructose in the ratio of 2:1. But, high quantities of fructose can be problematic for the stomach, you would have to test on yourself to see your tolerance.

Continue Reading →

When I went for Aero Testing on Friday, Xavier said, make sure you keep measurements of your new set up.

Fortunately, I took his advice seriously and did actually do it. Two days later, my aerobars fell apart and, without those measurements, I’d be back to square one.

One way is to take photos with a ruler by the side. Always worth writing down on paper too.

Even if you are not a racer, but just someone who enjoys riding a bike –  it is still worth doing for things like saddle height, fore-aft saddle. If you get a new bike, knowing past measurements is important for keeping continuity between bikes. Big changes in position can cause discomfort, loss of power, even injury.

It’s not the most glamorous job, but important to do.

If you’re a time triallist and looking to eke out marginal gains, it is even more important. Small changes of a few cm, can have big impact on drag factors.

These are my measurements, which will be of no particular interest to anyone, but if I post to my cycling blog, it makes it easier for me to find. And I’m going to use as I put my aerobars back together. Continue Reading →