VIDEO - White Spar on the CA2

This is a rather lengthy video of a rather short ride. 

I'm including about 2.5 minutes (beginning) of climbing up the White Spars because folks have asked "what is it like when you're climbing?" Answer? Slow and not really interesting except for the hordes of motorcyclists. 

This is a useful training route to the extent that a) there is some climbing, b) the descents require some technical skill. 

Note, during the last six minutes or so, that I employ a descending position that I call `the luge.' It simply allows me to become more aerodynamic. I usually `luge' when I'm on extended descents and exceeding 34 mph.

The Garmin Virb G-Metrix data flashes in and out of the video.  Not sure why.  

https://www.youtube.com/watch?v=V1MJ_eSArgI&feature=youtu.be

A Few Vids of Bike and Training Route / Course

The first video is of the Bacchetta Ti Aero recumbent rear wheel drive high racer.  Only the first 9.5 minutes is relevant.  I describe the bike and the many modifications that I've made to it.

Bacchetta Ti Aero

The second video is of the training route / course that I've been using lately.  The location is an out and back from Skull Valley, AZ.  I live `up the mountain' in Prescott, AZ, but it is literally 15F warmer just 13 miles away (and about 1,500 feet lower in elevation).  

Skull Valley Training Route / Course

Here is the RWGPS data for this training session: https://ridewithgps.com/trips/13078739

Race Around Ireland - Considerations and Planning

The RACE AROUND IRELAND is regarded as one of the toughest cycling challenges in the world and will take the racers on a 2,150 km /1,350 mile journey past some of the most stunning scenery in Ireland.  The route will take you past Newgrange, The Causeway Coast, Malin Head, The Cliffs of Moher, The Ring of Kerry, Mizen Head, the Garden County (Wicklow) and back to Moynalty in County Meath and ALL within a week.  

I pre-registered for RAI in January of 2017 and the `Go - No Go' decision is on April 1, 2017. RAI is a `race.'  It is not a `ride.'  As a solo racer I will have 132 hours (5.5 days) to complete it.  If I finish in 132 hours and 1 minute ... it will be recorded as a `Did Not Finish / DNF.'  

A challenge as formidable, complex and financially costly as RAI requires hard-headed thinking, planning and analysis.  In my mind DNF'ing is not an option.  Too many sacrifices to not be a proud finisher.  

Below I am listing many of the factors that currently occupy my (remaining) mind as I approach the `Go - No Go' date.  (At any one time each of these factors is a `priority.')

Age:  I'm 71.  As much as I have a hard time recognizing (admitting?) that fact there are certain physical imperatives.  I'm in great shape but I know that, with age, my fitness and health are more brittle than when younger.  At the moment I am in almost complete denial of these so I won't blather on about this.  (I'm a psychologist so I know what I'm talking about 😔

Financial Cost:  For me this is equally a moral issue and a practical matter.  

If I allow my conscience to dictate my decision I devote these dollars to those whose needs are desperate.  It is self-indulgent to do RAI when so many people experience poverty, illness and ignorance.  I consider it my weakness - it is immoral - to spend so much money on RAI.

As I dial in the expenses I will absorb with RAI ... my `cheap Scot' muscle is getting overused.  I swallow hard and rationalize it by saying "who wants to live forever?!"

RAI is not RAAM:  Some may be aware of my concern that the RAAM course is more dangerous than it is worth.  As a previous RAW participant, RAAM Official and RAAM Crew Chief my opinions are not `armchair.'  In the US west the roads are narrow, vehicles include trucks, massive hay and livestock wagons, texting drivers and RVs (the worst).  In the US midwest the roads are often straight for tens and tens of miles, dulling drivers minds and senses, with drivers (and cyclists) wandering into opposite lanes.  In the US east the density of traffic increases all of these factors.  

RAI has different problems but, as far as I can gather, the life-and-limb dangers are mitigated.  Instead there are many country roads with poor quality pavement, narrow country roads, free range livestock, hundreds of hard to track and navigate turns.

Navigation:  Past RAI crew and officials have informed me that the many turns, roads and road signs almost guarantee getting lost (junk miles).  American crew/drivers are simply not used to driving on the `wrong' side of the road and get quickly lost in roundabouts.  Irish or experienced RAI crew doing the navigation and driving seems to be a `must.'  

Another navigation issue has to do with `reading' a cue sheet but not really getting a feel for distances.  GPS guidance and detailed off-line (RWGPS) maps may allow the navigator to better assess distances, turns, etc.  

Racer Communication: A helmet-mounted communication system, in my opinion, is a necessity for crewed ultra races. The Terrano System will allow firm and clear communication between racer and crew.  Navigation.  Nutrition.  Clothing. Encouragement and problems.  

Standard v. Recumbent Bike:  I'm confident about my climbing ability, but that doesn't mean I won't walk up hills that are too steep to ride.  By `too steep' to ride I'm referring to long 14%+ grades.  Can I pedal up these hills?  Yes.  Is it efficient and wise (energy expenditure, potential for injury? No.  I have nothing to prove regarding my climbing prowess.
  
Recumbent racing bicycles do have an aerodynamic advantage on flats and descents. When the terrain and road quality safely allow me to access that advantage I will.  But many of the Irish roads are not suitable for fast descents. Perhaps even less so on a recumbent.  

So racing on country roads will require acknowledgment that the recumbent advantage will be mitigated.  Plan for it.  Train for it.  

Nutrition and Hydration:  This is always challenging.  I and my crew will have to set clear schedules and practices.

Sleep Deprivation:  This applies to both the racer and the crew.  All the research supports the conclusion that one cannot `train' for sleep deprivation.  It must be acknowledged, planned for and managed.  

Mechanical Issues:  Two bikes.  Three sets of wheels for each bike.  Different gearing for each bike.  Ridiculous redundancy for spare parts and supplies.

Weather and Clothing:  Rain, cold, wind.  Be prepared to be creative.  Expecting to ride wet.  Dry clothes ... I don't know how that will happen -- yet.  

THE DEFINITION OF A FANATIC: A person who, when he loses sight of the objective, redoubles his effort.  (Stupid)

Finally, I am not of the mind that sheer willpower and emotional and physical prowess result in successful ultra accomplishments.  Sometimes we see the victor characterizing him or herself as being `unstoppable,' `a fighter,' etc.  This is probably done to deal with the anxiety of fear and trepidation.

Yes, it requires determination.  But it also requires rational calculation, sensitivity to recognize when the racer's cognitive processes are compromised, psychological calculations as to the racer and crew's processes, the crew's fatigue, and `fit' among members of the crew.  Emotional awareness and capacity to restrain one self.  To `respond' rather than to `react.'  

After a relatively short time `in the saddle' most of what happens is from the neck up, not the neck down.  

If the racer and crew do not admit that they are terrified I will give them three no cost therapy sessions.  

Weather Conditions - Clothing and Safety

Ugly weather, clouds, rain, fog and cold in the mountains down to about 3,000 feet elevation.  Ambient temp was 39F / 7C.  I decided to restrict training yesterday to roads with wide shoulder.  In such foggy and cloud-encased weather cars, trucks, RVs and other vehicles may not see me until it is too late -- even though I have eye-popping strobe lights both fore and aft.  

Clothing was dialed in well.  Protected me against wind chill (15F / -17C) on descent.  Able to shed some layers on return climb to keep from overheating.  

The helmet visor became hard to see through because of the heavy rain.  At high speed descents I cannot afford visual distortion by rain drops.  Same with my glasses.  So I took them both off.  I had a bill cap that I used at speed to minimize pelting rain.  It worked really well.  (You have to make do and invent solutions). 

I mounted my Garmin VIRB camera on my helmet to record the conditions but too late realized that ... the battery was dead. Still, it was interesting to have that `duck' on my helmet on the screaming descent.  

A major effort over the past six months has gone into designing and building a head rest that is comfortable, allows for steep recline in the seat and can be adjusted if I need to sit up, i.e., less recline.  I think I'm close to being on target at this point.  Soft enough to allow for no brain rattling when on rough road, firm enough to allow stability, low enough so that the helmet doesn't interfere, and at the right angle (90 degrees) allowing me good vision and least vestibular complexity.  Very lightweight, too. I'm pretty pleased with this and will post a few pics soon. 

https://ridewithgps.com/trips/13040403

Note To Self

SHUT UP AND TRAIN!!

Race Around Ireland - 2017

http://racearoundireland.com/rider-qa-dan-fallon

Dan Fallon will become the first recumbent rider to attempt Race Around Ireland in August 2017. The Chicago native has had a fascinating journey to his first RAI. His inspiring and pioneering spirit will be a welcome addition to this year’s event. Dan will be raising funds for research on brain cancer through a charitable organisation, 3000 Miles to a Cure.

Don’t let his self-deprecating replies fool you. Anyone who goes looking for hills on a recumbent is one of cycling’s ‘hard men’.

Tell us a little bit about your cycling and racing history to date. Significant events/results etc.

I have no significant upright bike experiences except week-long tours, etc. On the recumbent I hold a UMCA record for fastest recumbent transit of Illinois and Indiana. I’ve entered several other events/races on the recumbent but I don’t consider my performances to be record setting.  

Can we get some biographical information: Age, home town, currently residing, day job etc.

I’m 71.  I live in the mountains of Arizona, Prescott.  Along the RAAM route.  I’m a doctoral level private practice clinical psychologist – 2 full days per week.  

My wife and I moved to Prescott in 2011 (from Chicago).  I prefer cycling in the mountains and the desert.  The hot Arizona desert, at 2,000ft above sea level is 40 miles away.  Our Prescott home is in the Arizona mountains at 6,000ft above sea level.  I have the perfect training terrain.  

THIS is a typical flattish training route a short distance from my home.

THIS is a typical flattish training route 60 miles south of my home, in the AZ desert.

And THIS is a typical hilly, switchback-laden, mountain training route literally at my front door. I’ll be doing this later today, when the black ice melts off the mountain roads.

You’ve said you have an Irish/Scottish connection, can you give us some details? Is this your first visit to Ireland? (If so, welcome!)

We understand the Fallons emigrated from Ireland to Scotland during the famine.  My father was one of 17 brothers and sisters.  They lived and worked in the coalmines near Edinburgh.  

My mother’s side of the family (Dolan) came over from Ireland around the same time, during the famine.  One of my grandfathers enlisted twice in the U.S. Army during the U.S. Civil War.  The Dolan side of the family is distinguished for being career firemen, police officers, priests, nuns, lawyers.  

I’ve never been to Ireland.  Once to Scotland.

What brings you to Race Around Ireland? What have you heard about the event? What are your expectations in terms of how you will perform and what you will experience?

I’m not much of a spectator or tourist.  It bores me to `look at’ stuff.  If I’m travelling I need to be `doing’ something.  I can’t think of a better way to visit Ireland than to do it in a race on a bike.  

Valerio Zamboni is an ultra-cycling acquaintance.  I’ve followed his exploits with envy.  When I learned that he had done RAI six times I found that the idea was intriguing.  Consulting with Valerio I decided to enter RAI.

I’m frankly surprised that no recumbent cyclist has entered RAI.  Then again, I’m not surprised.  There is a myth that recumbent cyclists don’t ‘like’ hills. The fact is that if a cyclist trains for the hills they will perform well in the hills.

I moved to Prescott largely because of the challenging mountain terrain.  I have no physical limitations or problems that cause me to ride a recumbent (e.g., back problem, etc).  I just like ‘bents.  And I like to race other upright cyclists in the mountains and the hills. 

Dan’s Blog on Recumbent Training

In fact, I have never even MET a recumbent cyclist in my area.  I train completely alone.  Fast on the descent and typically faster than upright bikes on the climbing, depending on the course and/or event.

Tell us a little bit about riding a recumbent. The difficulties, the advantages and the joy that it brings. What are the specific technical and physical challenges involved and can you detail the specifics of the machine for equipment geeks: weight, height, length, tubing, componentry and, of course, the manufacturer.

I started riding the recumbent in 2008.  After a week long training experience on my upright bike in Indiana I found that it was getting boring.  A friend suggested recumbents but I thought they were for old men with fat bellies and white beards.  Nevertheless, I bought a recumbent and less than a month later completed a 160 mile race with almost no sensation of fatigue … and at a very good speed.  

The next year I took the UMCA recumbent records for fastest transit across Illinois and Indiana.  The year after that I entered the Race Across the West and DNF’d in Congress, AZ, after 400 miles in 24 hours.  I didn’t train enough.  

Since RAW I’ve done all kinds of events with the goal of enjoying myself and learning my limits.  

Riding in the mountains results in performance capabilities that don’t easily translate to riding in the flats.  In the flats the cyclist has to maintain a steady pace without let up.  In the mountains the cyclist learns power and pacing on the climbs and is then rewarded with (often) screaming technical descents.  

The upside of riding a racing recumbent is that the racer doesn’t experience sore shoulders, neck fatigue, wrist and hand numbness.  The downside of riding a racing recumbent is that the racer doesn’t get to throw the bike around, is pretty much locked into a stationary position on the bike.  

An upright acquaintance asked me how long it would take for him to get his ‘climbing legs’ on a first-time recumbent vacation in the Italian Dolomites.  I told him: “Six months.”  He didn’t believe me.  He returned from Italy humbled.  

Climbing on a recumbent requires patience, discipline and a willingness to experience ridicule from many upright cyclists.  Descending on a recumbent requires humility and grace when I scream past upright cyclists who are spinning out at 50 mph.  

With time, training and experience a recumbent bike … is just a bike.  It is the cyclist that makes the difference.  

I ride rear-wheel drive recumbents.  Bacchetta CA2 and Bacchetta Ti Aero. I’ve modified these bikes to be more aerodynamic and to enable delivery of power to the legs.  

Specifics of Dan’s Bike Setup

Tell us a bit about your crew. Who’s supporting you? Are they a regular Fallon team?

I will be bringing my crew chief to RAI: Billy Broadfoot.  He is a master bike mechanic and has decades of cycling racing experience.  I hope to hire three more crew in Ireland.  

I’ve had various people crew for me on events, from family and friends to almost complete strangers.  It is not an exaggeration to state that building the right crew is critical to a good race.  

Finally, how’s the training going this year? How are you preparing for RAI? Are you riding other events?

It is 20-30 degrees colder in the mountains than 40 miles south in the desert.  So most of my training in December and January has been ‘south.’  Still, in January I managed to squeak out 650 miles and 25,000 feet of climbing.  

Training in the mountains doesn’t equate to ‘miles ridden.’  A 32-mile course with 3,000ft of climbing is entirely different than on the flats.  Last February I did a race in Florida (Sebring): 185 miles with less than 1,800ft of climbing.  I get 1,800 feet of climbing on 20 miles `up here.’  

My plan is to build endurance on rolling and hilly terrain.  Although there are some leg-breakers on RAI they do not demand the cyclist to train on leg-breaking mountains to do well.  So, rolling and hill training.  Probably 1,200 – 1,800 miles per month with less than 50,000 feet of climbing.  

Next week I’ll put in an 8 hour event at a local training course. 

Ride With GPS – Training.  

Time on the bike will be the purpose.

In March I have a 200-mile event (Joshua Tree Double Century) planned.

In April I will be doing a 24-hour event in Houston, Texas (Bessie’s Creek).  

May to August I’ll probably stay local to focus on rolling and hilly terrain, with several 24-hour solo events.  

Ride With GPS

Ride With GPS

Cycling as a Priority

While training today I found myself tired, sore, cold and wet.  Asking myself the important question: worth it or not worth it?  And the essential corollary: is cycling a priority?

Ranked in priority:

1. Wife
2. Family
3. Work
4. Political Activity (Trump is a threat to all that the U.S. Constitution stands for)
5. Cycling

And, if cycling is last of the list of 5 it is certainly got a big `footprint' in my weekly life:  time, effort and intensity.  

Living up here in the Arizona mountains and having nothing remotely resembling level ground makes training ... complicated.  I don't like even the `idea' of driving tens of miles to find terrain that is warmer, flatter and drier.  

An hour and a half away (and 4,000 feet lower, and 20F degrees warmer) means I have a 3 hour commute.  Vulture Mine Road  Vulture Mine Road is an excellent training course for several reasons: good road, almost no traffic, a mix of level and hills, no ice or snow.  But it ... is 3 hours away.  

Nearby (literally right outside my door) is some of the most challenging terrain I know of.  Prescott High Country  Again, the roads are smooth, traffic is minimal, most drivers are regulars (I often get a `wave' as they go by).  But the altitude makes for ice and snow.  And a climbing experience requiring preparation and serious consideration.

Over the past few weeks I've focused on a `high country' course with good road, wide shoulders and minimal traffic.  But it is a `killer':  Prescott - Kirkland Junction - Out and Back  The return leg is 25 miles and 3,400 feet of climbing, getting steeper (7 - 11% grades) as you reach the top end of the course. I have to dress for freezing wind chill (descending into 35F at up to 50 mph for 13 miles), `warmer' low country, and sweaty climbs back up.  

But it is GREAT training. 

Cold Weather Clothing

We're supposed to get 8 inches of snow tomorrow so more `clothing' testing will be delayed for a few days.

Where I live one is either climbing or descending.  Nothing is remotely flat, or even `flattish.' Today's training session is the classic example.
https://ridewithgps.com/trips/12333556
 
A 12.2 mile descent with 2,000 feet elevation loss. At 6014 ft elevation I started out in a grey cloud fog, making any eye glasses or eye gear useless (lenses fogged up on inside and had obscuring rain drops on outside).

Descending at 42 mph into a 12 mph headwind at 43F on wet (though excellent) road made for careful going. The National Weather Service [url="https://www.weather.gov/epz/wxcalc_windchill[/URL] windchill calculator puts the windchill figure at below 30F. Which I don't accept. Perhaps the rain and fog, being wet, made it feel more like in the mid-teens.

I wore

• Armwarmers made from woolen tube sox ($6 compared to $35 brand armwarmers).
• A merino wool long sleeve jersey.
• Two merino wool short sleeve jerseys.
• My favorite low tech Giordana clear plastic rain jacket (and wind shell).
• Two pairs of gloves (Coolibar fingerless and a no-name full fingered wool set).
• A balaclava with a thin cotton skull cap.
• Polypropylene leggings.
• And a simple pair of Aerotech Design shorts.

All tight and tucked for the extended descent (37 minutes).

On the climb back up the balaclava, second pair of gloves came off. And I unzipped the jerseys. Still no glasses.

As I got above 5,200 feet (and colder and foggier) the second pair gloves came back on and I zipped up. 

It was quite a fashion show.

Wet, Windy, Wild Way to Climb My Way into Winter.

A fitting way to start the winter. 

3,488 feet of climbing on the 25 mile return leg of a 50 mile out and back.  Most of the climbing done in the last 13 miles of the route.  

https://ridewithgps.com/trips/12315034

Temp dropped 20F, a driving rain, cold SE crosswind the last 15 miles of climbing. Lots of 8+% grades. Road excellent. I felt like I had been in a fight - and won - by the time I finished. 

The descent wasn't as boring as it usually is because of the challenge of the driving wind and rain.  Still, managed to push 48+ mph for a good bit.  The steeply reclined (4 degrees) position, use of the ``Luge / Bobsled' ' position , the Railgun seat, tiller and `handlebar on my chest' technique delivered the results I want.  

Modified Handlebar on Tiller

The mini bullhorn handlebar that I used on the tiller was not `mini' enough.  The steering with the tiller and mini bullhorn was rock solid, nonetheless.  Brakes, R2C levers ... excellent.  

In order to reduce wind drag and to make it even more comfortable I reduced the width of the bullhorn handlebar by 60 mm, i.e., 30 mm from either side of the section onto which the tiller clamps.  I then had it welded together again. 

The pic above is the before and after.  

Sliding Down the White Spar

I think I'm in the final stages of recovery from a three week bout of the most mysterious flu.  Started out like most flu episodes (head filled with snot, coughing), then moved into laryngitis and finally persisted as two weeks of low energy and high need for sleep.  

With ten days to a 12 hour time trial at Borrego Springs I finally got back on the bike for a quick up'n'over the Bradshaw mountain on the White Spar.  

Kept it low and slow most of the way.  The conditions were good for fast descents, though.  On the last 2.5 miles of the ride it is all downhill and switchbacks.  Glass smooth road.  Posted speed limit ranges between 30 - 45 mph.  

As I began the descent I noted a car about 30 yards behind me preparing to pass.  Usually I just pull over and wave the vehicle past so that I don't have to deal with the hassle.  This time, however, I was having just too much fun, and knowing I wasn't going to overtrain on the descent.  So I pushed it.  

Riding the Spars 

For the first 100 yards I pedaled hard to get to `escape velocity.'  Then I assumed the `luge' position and took advantage of the 4 - 6 degree angle of descent.  With the combination of the luge and tucking tightly I was able to accelerate to 45 mph as I approached the first `gentle' curve.  The car behind became distant as it complied with the 30 mph limit.  

For the next mile I continued the luge and the tuck.  When my speed reduced to 38 mph I engaged the pedals again and cranked hard and fast (115-120 rpm due to the fact that my big ring on the Ti Aero is only a 50t).

I expected the car behind to pass me but I think he was having a good time watching me have a good time.  He stayed well behind me all the way to the end.  

That was fun. 

Tiller and Stem: Bacchetta Stick Bike

A year and a half ago I modified my Ti Aero and CA2 steering setup from a stock riser and handlebar to a tiller and stem.  

This is a pic of the stock riser and handlebar setup: 

I found that the riser impeded my ability to see ahead of me.  That was the primary basis of my interest in the Cruzbikes.  This is a pic of one of the three (Vendetta, Silvio and Sofrider) Cruzbikes I owned (Silvio): 

The front wheel drive of the Cruzbike is problematic for me for several reasons I won't describe here.  I returned to the Bacchetta stick bike frame and rear wheel drive.  

I then became interested in a different bike that had both a tiller setup and rear wheel drive, the M5 Carbon High Racer (pic): 

But I chose against this bike for two reasons: didn't want to spend the money and the chain interferes with right hand turning (wheel hits the chain).  In my terrain the fast, descending switchbacks would pose a problem with the chain / wheel issue.  

My compromise response was to modify the Bacchetta bikes I have to obtain a) the tiller and stem setup, b) a much more reclined seat, c) retain the rear wheel drive.  This is a picture of Kent Polk's initial use of the tiller, stem and custom make reclined carbon fiber hard shell seat: 

I ordered from Kent the Railgun seat for both my Bacchetta bikes.  It makes a profound beneficial difference.  I then ordered the tiller and stem setup from Performer Bikes in Taiwan.  

Others using the Performer Bikes tiller and stem modified it so that it angled down to the level of recline the rider wants for the Railgun seat.  So that the tiller stops, and doesn't land in your lap, others had drilled a hole in the stem and inserted a strong bolt.  This is a pic:  

Two things to note on the picture above.  First, in order to get the angle at which the tiller `fits' the rider's preference I had to tap several holes, experimenting.  Second, given that I didn't want the strong bolt hitting the stop point on the stem (metal on metal) I had to `cushion' the stop point with pieces of strong rubber, lashed to the stem with cable ties.  

Quickly I concluded that the bolt, rubber and cable ties was not a long-term solution.  In fact, after a long and dangerous cycling event (Hoodoo 300) the bolt simply fell out on a training ride.  

To eliminate this problem I welded a piece of aluminum to the tiller and welded an aluminum channel into which I inserted a `soft' stop (again, strong rubber):  

I am able to adjust the angle at which the tiller stops simply by adjusting the length of the rubber inserted into the stem channel.  The rubber is firm and snug in the channel eliminating the possibility of falling out.  

You will also note that I welded the tiller itself to the stem.  Previously it had been attached to the stem with a simple seat clamp.  That is problematic.  The seat clamp can loosen and the tiller and handlebars can swivel, completely eliminating steering control.  

Hoodoo 300 - A Report

A week and a half ago I entered the Hoodoo 300 24 hour race in Utah.  http://hoodoo500.com/300-2/

I completed 250 miles and 15,500 ft of climbing in 22 hours before I ended it.  I knew I couldn't finish the last 50 miles before the time limit (24 hours) and there was no reason to put my excellent crew through the `drag' of me grinding away for another 4 hours just to do 300 miles.  

I am really very pleased with my performance on the HD300.  And I could not have had a better crew.  I have to say that again:

I COULD NOT HAVE HAD A BETTER CREW

• Allan Duhm, Crew Chief - Crew 2
• Billy Befoot, Mechanic - Crew 2
• Mike Cash, experienced RAAM Crew person and Mechanic - Crew 1
• Paul Gagnon, Crew person and Domestique par excellence - Crew 1

Two vehicles.  Crew 1 followed me, leapfrog, to the halfway point (155 miles, 9,000 ft of climbing, Panguitch, Utah).  Crew 1 then `turned me over' to Crew 2 for the last half.  

I arrived at the halfway point in 12 hours, 2.5 hours ahead of schedule (per my conservative plan).  It rained literally the entire 150 miles.  Heavy weekend RV traffic almost the entire way.  My crew was amazing, providing me food and hydration, minor mechanical help and a heap of a lot of encouragement.  

At Panguitch we attached night lights and headed off to the most difficult section of the course, 31.5 miles and 4,400 feet of climbing.  I had scheduled to do this in 4 hours but it took me 6 hours.  I fell off the bike 6 (maybe 7) times in the last 12 miles, as the grade increased to steady 6% - 8%+.  I was going too slow, I wandered back and forth on the road, finally just tilting over.  

By the time we got to the top of the climb (10,600 ft elevation) the temperature had dropped to 37F and I was soaking wet with perspiration.  

The next section of the course was a 24.6 mile, 5,500 foot descent to Cedar City.  At 2:00AM.  My crew helped me change clothing to deal with the windchill (easily in the early 20Fs) on the descent.  

About 10 miles into the descent, and at about 30 mph, I managed to thread the needle among the bloody remains (blood, bones, organs, front half carcass) of a huge deer that was killed by a truck less than an hour earlier.  

Five miles after that, at about 35mph, I had an explosive front tire blowout.  I managed to remain upright, putting my feet/cleats quickly to the road, creating a bright trail of sparks into the black of night.  

Replacing the front wheel we continued on down to Cedar City where I changed bikes (from my `climbing' bike, the Bacchetta Ti Aero) to my `rolling terrain' bike (the Bacchetta CA2).  

While we were doing this (3:30AM) another Hoodoo 300 racer without a crew asked if he could pile into the crew vehicle, as he was `toast' and couldn't ride another mile.  

I continued on for another 40 miles, 30 miles of which was more climbing, but at a more manageable angle (2% - 4%).  (I remember saying to Billy as he handed me a water bottle, "I could do without this damned climbing!!").  I asked him "What time is it?"  and he gave me the bad news: I had just over 2 hours left before the race clock stopped, regardless of when I got to the official finish line in St. George, Utah.  Realizing that I had no chance of doing the remaining 50 miles in the time limit I `called it.'  

There we were.  At the only gas station (closed, but it had bright overhead lights) for nearly 25 miles in all directions.  Two recumbent bikes, one upright bike and four spare wheels wrangled to the top racks.  Four tired guys, our gear, supplies, tools, etc, jammed tightly (but warmly!) into my Subaru Outback.  


I routinely use a `bobsled / luge' (YouTube Video) method of descending on long descents.  I developed this technique several years ago.  (Today I rode a descent that usually sees me doing 41 mph in a `lazy' luge but came up with a solid 47 mph (really, really tucked). 

On the HD300, descending down that killer hill I was in the luge the entire way.  But not to `go fast.'  I'm thinking that the `luge' position allowed me greater recovery and stability with that explosive blowout.  Instead of having to unclip both feet I only had to unclip the left foot.  The tiller position also helped me keep a low center of gravity.  Not to mention that the Ti Aero is `shorter' than the CA2. 

Looking at my Garmin 500 data on the descent from that mountain I kept it in the early 30's and late 20's all the way.  I was feathering the brakes all the way because 

1. I knew I was tired, 
2. the windchill was easily into the low 20's, maybe even teens, 
3. critters (as noted with that deer carcass).  Most folks unfamiliar with such mountainous terrain at night will quickly nail a few deer or javelinas. 

The luge is useful only on extended descents (in the 20 mph range) mostly out of sense of comfort and safety (I don't have to look around my knees).  Or when it is safe to luge on a steep straightaway when I want to push the mph.  

I'm not really interested in exceeding 50 mph simply because of the safety angle.  No point to it. Sure I can probably push close to 60+ but ... at what risk. And any time saved at such speed is immediately lost within a few miles of normal road.  I'm just surprised at how safe and productive the luge position really is. 

So, if all holds together and I try it again next year, my training has to include more extended climbing (https://ridewithgps.com/routes/16331090).  I just ran out of steam on that climb out of Panguitch.  

Two for Four

An out and back ride today. https://connect.garmin.com/modern/activity/1302322896

At the end of the `out' leg I stopped and had a tuna fish sandwich at a `hot' mini mart (Yarnell). Two guys in their 60's sitting at a table nearby. Both looked at me and the bike like I was from Mars. I offered to let both of them sit on the bike (Bacchetta Ti Aero). Both were chatty and friendly but neither took me up on the offer. Nice interchange with these guys.

At the end of the `back' leg I screamed up to my car (bottom of a hill) on the bike. Two guys were leaning on a nearby car having a smoke. They both looked at me and the bike like I was from Mars. I offered to let both of them sit on the bike. Both were chatty and friendly and BOTH took me up on my offer.

Great day on the bike. Made some friends.

Tiller and Stem

With the Performer tiller and stem.   The stem is a hinge onto which the tiller is inserted.  For my bikes I've turned the `hinge' around so that there is a greater angle, allowing for a deeper angle of recline of the carbon fiber (Railgun) seat.  

When the hinge is turned around there it would otherwise rotate all the way to the ground.  To stop that from happening I tapped a screw hole in the base of the stem (see below).  I then inserted a strong screw with a nut and/or a few washers.  

The screw, nut and washers stop the tiller.  So that the screw, nut and washer doesn't hit the metal of the stem I've cut up some plumbing hose, stacked the pieces of the plumbing hose together and lashed it with some cable ties.  This cushions the screw so that it is not metal on metal.

I connected the stacked plumbing hose to the base of the stem.  The base of the stem turns with the tiller so there is no friction.  

I'm sure Henry Ford made even more bizarre contraptions before he hit on the right idea. 

Below you will find pics of the stem, tiller, screw and plumbing hose `bumper' for both the Bacchetta Ti Aero and the Bacchetta CA2.

Kent Polk Railgun CFHS Seat

Railgun on the Bacchetta Ti Aero  
 

I modified the Railgun seat to eliminate the wide outward tapered flair (about 3 inches on each side) at the top.  (I used a dremel and just cut that part off).  My understanding is that the additional flair was to accommodate a CF compartment to hold `stuff' and bottles.  

 

 

The headrest is a key element on the bike.  Combine the steep angle of recline of the seat with the climbing of hills ... I need it.  (I want my head to be perpendicular to the plane of the ground.  This helps me deal with the issues of balance and forward sighting of the road (Training the Vestibular System).  I used lightweight PVC pipe, cable ties, a piece of Foam Plumbing Tube Pipe Insulation
and a short strip of Gorilla tape to lash it to my particular need.  

 

 

The Railgun seat on the Bacchetta CA2.