TriSports University The place to learn about triathlon. 2012-02-22T19:33:51Z WordPress http://university.tri-sports.com/feed/atom/ Tom D. <![CDATA[2012 Saucony Hattori.]]> http://university.tri-sports.com/?p=4190 2012-02-22T19:33:51Z 2012-02-22T19:33:51Z
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By Tom Demerly for TriSports.com

Saucony's Hattori combines zero drop with a quick don upper for a unique combination of features.

Saucony’s Hattori merges barefoot running design with quick donning features for a unique interpretation of a classic from the 1980’s, the old Nike Sock Racer. The verdict: It works surprisingly well.

The Saucony Hattori uses a laceless,  all-stretch mesh upper with a clear polymer exoskeleton reinforcement across the top. The shoe is closed with two Velcro straps, one at the heel and one across the top of the shoe where you’d normally tie the laces. The rear quarter is synthetic flat-finished Lorica style fabric, an ultra-light artificial leather with good durability and water resistance. There is a medial bumper on the inside of the heel, likely more to resist wear than for stability. Donning tabs are sewn onto the front and back of the shoe so you can pull it on easier. A big benefit of this construction for triathletes is drainage. When you dump an aid station cup over your head your shoes don’t get waterlogged. It’s also a nice blister-resistant construction.

Only one-thrid the weight of a conventional training shoe, the Hattori feels so light you can;t help but imagine you may be faster.

Like the older Nike Sock Racer the Hattori uses a white EVA outsole that is also the midsole. The tread pattern in the outsole facilitates flexibility of the shoe, especially in the forefoot. Three areas on the outsole are reinforced with Saucony’s “XT-900″ carbon rubber, the light green pads. This material “offers exceptional traction without sacrificing durability” according to Saucony. The material also seems to add a level of shock absorption to the areas where its located, especially the heel.

While the outsole is basically an exposed midsole the light green crash pads extend the life of the shoe and add to shock absorption.

The geometry of the shoe is no drop from toe to heel. Your foot relates to the ground the way it would if you weren’t wearing a shoe. The sole is effectively 11mm thick over its length. It tapers to thinner in front of the ball of your foot. If you are an old Nike Sock Racer user, this is where the two shoes part company. The old Sock Racer had a more built up heel and less sophisticated upper. Unlike Sock Racer the Hattori’s ride is board flat and the upper is very sophisticated.

The Hattori bares a resemblance to the Nike Sock Racer from the 1980's, worn by the author at the 1986 Bud Light USTS Triathlon Championships in Hilton Head, S.C.

We weighed a Hattori in size 9.5 US and got 4.3 ounces or 121 grams. To put that in perspective it’s about one third the weight of a conventional stability training shoe. The shoe is extremely light weight. Less weight is more speed and more than one tester felt they were faster in Hattoris. It stands to reason; if the geometry of this shoe works for you a 50% weight reduction compared to a lightweight training shoe is going to make running easier, that will make it faster.

At only 4.2 ounces measured weight in a size 9.5 US the Hattori is only one third the weight of a heavy trainer.

I’m not a devotee of the barefoot genre’, at least not exclusively. Barefoot shoe is an oxymoron. I’ll admit to donning the Hattori with a bit of attitude; “Another low drop shoe?”

I was wrong about these.

The Hattori's outsole, including the extra material in the medial arch, provide a ride better than you would expect in a no-drop, minimal running mocassin.

Hattori has a deceptive amount of shock absorption. The cushy built-in insole and cushioned outsole provide a very soft ride, much softer than its 11 millimeter sole thickness suggests. It’s as soft as some 13 mm shoes. I also suspect the XT-900 crash pads, the light green wear sections on the outsole, do more than their fair share of soaking up road shock. However it does it, it works- very, very well. If you’ve turned your nose up at zero drop shoes it’s worth taking a test run in this one. I wager you’ll like the way it feels.

The Hattori uses two Velcro closures to secure the fit of the shoe. It works, but it can slow donning for triathlon users. They are still faster to pull on than conventional shoes.

Because I raced in the old Nike Sock Racer in the 1980’s I carried that paradigm into my review of the Hattori. When I saw Hattori I thought, “Great! A quick donning, stretch upper shoe!” Maybe. Hattori’s front and rear strap prevent pulling the shoe on as quickly as some earlier stretch upper designs. The upside is much better fit and overall stability. The upper stays coupled to the midsole/outsole. Your foot doesn’t have a tendency to slide off this shoe when cornering, an annoying tendency of some early Zoot stretch upper models. The Hattoris fits and feels solid but isn’t made expressly for fast donning, although with practice I was pulling them on in only a couple of seconds, faster than conventional lace shoes equipped with speed laces.

There is no conventional, removable insole in the Hattori. It uses a plush, stitched down footbed.

How do They Feel Running?

You have to try these. I’ll be disappointed if you aren’t pleasantly surprised. The relative amount of cushion for a barefoot shoe felt fantastic.  When I think “minimal” I think painful. These shoes have a soft ride considering how little sole there is. Be sure to trim your toenails with these if running sockless. As with the older Sock Racers, long toenails can tear the stretch mesh upper on these. I ran both sockless and with socks in these. Both great.

The fit is even better. I read one review where a tester said they ran large. Disagree entirely. I say they are very precise. I take the same 9.5 as other sauconys. The Velcro closures on the forefoot and heel cinch things down securely. Another good ride feature is how the shoe transitions from footstrike to push off. It’s very flexible. The tooling on the back of the heel, the rounded back edge of the heel, make them feel very natural.

There is a hint of mo-co on the medial heel with this demi-heel counter. The radiused outsole at the heel made for excellent transitions on footstrike.

This is an ambitious design and Saucony did a lot right with the Hattori. I can’t find drawbacks with this little shoe. Even the $79.95 price is reasonable. It won’t be a long life span shoe due to the exposed outsole, but the XT-900 pads held up well in testing. The cushioning may wane before the outsole wears. Only time will tell. On the way to that time you’ll get a nice geometry, great riding shoe with unique design and features like quick donning and ultra-light weight.

With quick don features, a nice fit and better than expected ride the Hattori is worth a close look.

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Tom D. <![CDATA[2012 Zoot TT Trail Running Shoe.]]> http://university.tri-sports.com/?p=4172 2012-02-10T22:54:35Z 2012-02-10T22:54:35Z
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By Tom Demerly for TriSports.com.

Zoot expands their running line with the new 2012 TT Trail running shoe, the first off-road shoe from Zoot.

Zoot continues their expansion into specialty running with the unique, new Men’s TT Trail Running shoe, the first off-road specific running shoe in the Zoot line.

The TT Trail reinforces Zoot’s commitment to the run specialty market and forges new ground with a multisport capable shoe designed for off road use. For the X-Terra athlete this is a boon.

Given that Zoot is a relative newcomer to the specialty run category the company deserves credit for rapid strides. Their first effort in running shoes going back to the triathlon specialty market was good. Their expansion into specialty run was even better and their first foray into off road shoes continues the trend of innovative designs for underserved footwear categories.

The new 2012 Zoot TT Trail combines existing and proven Zoot design themes with some new directions for Zoot to provide off-road capability.

Trail shoes span a wide range of user requirements. Some trail runners are minimalist “moccasins” that are more like socks with a thin outsole. The opposite end of the spectrum is like a low top hiking boot. The Zoot TT Trail falls toward the lighter, run-specialty end of the spectrum.

The chassis of the Zoot TT Trail uses a buttressed stability bar that harkens to Lowa’s hiking boot designs. The medial and lateral sway bars, the blue thingies that come up on the heel counter of the shoe, prevent twisting at the heel and provide an added level of control. They also protect the outer of the shoe from rubbing against rocks, etc. Add this design to a nicely made internal heel cup and the back of the shoe fits and feels great.

Zoot uses a stability feature seen on Lowa hiking boots, the external exoskeleton that helps hold the heel in lateral alignment with the shoe sole. It adds stability, control and durability.

Zoot didn’t ignore the upper when building a true off road design. The mid foot of the shoe uses a polymer body armor layer to protect the shoe and the mesh outer. This polymer treatment lends a little stability to the lower part of the shoe where it connects to the midsole. This feature gives way to a traditional mesh running shoe upper on the way to the lacing system.

A true trail shoe: Zoot reinforced the midfoot on both sides with a polymer armor to improve durability and stability.

Moving forward on the shoe the off road theme continues with one of the nicest toe bumpers we’ve seen. Toe bumpers are as much a design theme that screams “trail shoe” as they are function but Zoot didn’t go overboard here. There is enough bumper to protect your toes and make the shoe last but not enough to strap crampons onto.

All trail runners need a toe bumper but some are absurdly overbuilt. Zoot built a nice light, functional toe guard on the TT Trail.

Moving to the upper one of the most conspicuous design themes is the asymmetrical lacing. This is as much a styling theme as it is a functional one. Different brands have different ideas about the direction the lacing should curve. The asymmetrical lacing on Brooks racing flats used by Chrissie Wellington curves the opposite direction. The asymmetrical lacing on the TT Trail also improves shoe ventilation since the lacing area is very open and runs all the way down to the midsole at the medial forefoot.

The curved lacing system on the Zoot TT Trail also assists with ventilation.

Zoot started life as a triathlon company and then grew into being an authentic running brand. Their triathlon roots are apparent on the TT Trail though since the shoe comes out of the box with the best stretch lace, high speed donning system in the industry. Like many of Zoot’s triathlon shoes this is a one piece upper. There is no separate tongue. The lacing system spans the upper and terminated on the lateral side of the shoe with a built in lace lock system that is super lightweight and just plain elegant. In T2 of an X-Terra you simply pull the shoes on, reach down and snug the laces, tugging them up into the locked position and you are on the run. Brilliant.

Quick donning features on the TT Trail: A simple, elegant elastic self-locking lacing system and quick donning tongue and heel tabs.

Tread blocks under the shoe have an octopus tentacle-like application at the forefoot that doesn’t clog and felt great on hard packed and sandy desert surfaces. I wager this will also work well in wet conditions. One problem with some trail shoes is too much traction. The Zoot TT Trail seems to strike a good balance between traction and debris clearance.

An unusual forefoot tread design facilitates flexibility and maintains good traction.

How do the shoes feel running off road? There is a bit of a battle between the lightweight, one piece mesh upper and the relatively stable midsole and outsole design. As a result there is the occasional sensation of your foot “running off” the sole to the side. Regular trail runners won’t notice this since they are skilled at balance and foot placement. Clodhoppers like me may notice it a little. It is a reasonable exchange for the light overall weight of the shoe and the quick donning features. For X-Terra style off-road triathlons this shoe is absolutely superb.

Zoot's new TT Trail fills a niche in a quick-donning trail shoe with proven Zoot design features.

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Tom D. <![CDATA[Orbea Ordu Dura-Ace Mix Tri Bike.]]> http://university.tri-sports.com/?p=4115 2012-02-08T16:34:08Z 2012-02-07T20:07:27Z
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By Tom Demerly for TriSports.com

Orbea's Ordu carbon fiber aero frameset with a Shimano Dura-Ace mix component group and nice wheels, cockpit and saddle represents solid value.

TriSports.com, along with Orbea USA, has released a value-oriented version of the successful Orbea Ordu aerodynamic styled bike with a Shimano Dura-Ace “mix” component group, Shimano wheels, a Profile Design aerodynamic cockpit and Selle Italia saddle. The complete bike package is built on the same frame design used by Craig Alexander to win the Ford Ironman World Championships two times and the 70.3 World Championships.

This version of their successful Ordu bike, based loosely on the professional versions used in both Tour de France time trials and Ironman World Championships, is on sale for $2499.95 from $3499.95.

Orbea was founded in 1847 making it one of the oldest bike brands in the world. The Basque collective company owns an impressive dossier of competitive cycling victories that include their race team Euskaltel-Euskadi’s successes in the Tour de France as well as Alexander’s Ironman victories.

Craig Alexander won the Ford Ironman World Championships on an Orbea Ordu in 2008 and 2009. Photo: Courtesy Orbea.

Front to back on the Orbea Ordu Dura-Ace mix bike:  

The Profile Design cockpit is reliable and simple. The aerobars and base bars are all 6061 T-6 aluminum. Aerobar extensions are “S” bends bolted to a wing shaped aluminum Profile Design base bar. The aerobar extensions are not adjustable for length but the position of the elbow pads can be varied at their mount points for sizing. The advantage is lighter weight and less hardware compared to an adjustable length aerobar, the drawback is less sizing adjustment. The Profile ZBS S-Bend aerobar is available in three sizes from Profile Design, 225mm, 245mm and 265mm. Most frame sizes in the Orbea Ordu mix are specing the middle-of-the-road 245mm length aerobar. The ZBS bracket is relatively low out of the box and can be adjusted for height using Profile Design’s existing aerobar adjustment hardware available at most Profile Design dealers.

The Profile Design aluminum cockpit is complimented by excellent controls including genuine Shimano aero brake levers and Shimano Dura-Ace 10 speed shifters.

Controls on the Profile Design aero cockpit are very good: Shimano BL-TT78 alloy brake levers with a strong return spring provide snappy braking performance. The shifters are the proven 10-speed Shimano Dura-Ace SL-BS79 index alloy shifter.  Expect excellent shifting and braking from these controls. The cockpit is mounted with a very conventional alloy stem that is easily interchanged for accurate sizing and positioning.

The fork on this version of the Orbea Ordu is a bladed, carbon fiber leg, aluminum alloy steer tube with conventional brake mounting. While this is heavier than a carbon fiber steer tube fork it is easier to travel with because of the reliable metal star nut inside the fork steer tube. It also uses easy to work on and more dependable conventional brake mounting. No surprises here- and no problems either. It is classic, dependable, proven design.

The fork on this build of the Orbea Ordu uses bladed carbon fiber legs with an aluminum steer tube.

The Ordu uses aerodynamic styling with a conical head tube and blade-shaped down tube. Cable routing enters the frame at the down tube and uses housing the entire length to make installation and cable changes easier and to prevent intrusion of water and road grit. This is a good design for triathletes with poor bike maintenance habits since it keeps the inner brake cable clean over its entire length maintaining good braking performance.

The Ordu uses a conical head tube design and nicely done internal cable routing.

The main frame continues the aero styling theme with a Cervelo-esque curved seat tube fairing in the rear wheel and blade shaped seatstays. There is one water bottle mount on the down tube. Long distance athletes will need an additional hydration system such as a handlbar mounted or rear saddle mount system. Craig Alexander’s Ironman bikes used both an X-Lab rear hydration rig and a Profile Design aero bottle mounted on the aerobars.

The aero styled frame on the Ordu uses a single bottle mount on the down tube and a curved seat tube.

Moving up the frame the seatpost binder assembly is one of the most secure we’ve seen. There are three seatpost binder bolts, one in the front and two in the rear. The front bolt is concealed by a shaped rubber plug. Use a torque wrench to snug each of these to 4 Newton meters torque. Unlike some aero seatpost bikes it is almost impossible for this seatpost to slip if your torque settings are accurate. The redundant nature of this design also makes this bike more flight case friendly.

A super secure seatpost binder assembly means your seatpost adjustment will stay put.

The drivetrain on the Orbea Ordu Dura-Ace mix build is typical of so-called “Dura-Ace mix” bikes. There is just enough Shimano Dura-Ace to use the words “Dura-Ace” and not much more. In the case of this version of the Ordu the rear derailleur is a Shimano Dura-Ace RD-7900-SS, the short cage version of the new mechanical Dura-Ace rear derailleur. This excellent Ironman and Tour de France winning rear derailleur uses a carbon pulley plate, sealed bearings in both the guide pulley and the tension pulley and a cold forged main body for excellent durability. It’s unlikely you can find a better rear derailleur. This derailleur will shift up to a 28 tooth sized large cog from an 11 tooth small cog so you have plenty of capacity for all course profiles including mountains.

The FSA crank is a 130mm bolt pattern turning a 53 tooth large ring and 39 tooth small chainring. The crank is aluminum, not as alluring as some carbon cranks but stiff and dependable. Early versions of these FSA chainrings had a spotty reputation for upshifts from small ring to large. The chainrings on this component kit are a more recent build and provided at least consistent upshifts for us. While not top shelf, they work. We’re spoiled by the incredible front shifting on the new Shimano Dura-Ace hollow-forged cranksets.

Drivetrain on this build of the Orbea Ordu uses a Shimano Dura-Ace rear derailleur, Ultegra front derailleur, Shimano 105 level 11-25 cogset and KMC 10S chain turning FSA 53/39 chainrings.

Another owner-friendly spec detail on this build of the Ordu is the truly common bottom bracket. There is no such thing as a “standard” bottom bracket now with a number of manufacturers developing their own bottom bracket format and claiming it will be universally adopted as the next great thing. While we wait for the consensus on what the best bottom bracket format is, and we’ll be waiting a while, the common bottom bracket format on this Orbea build is readily available in bike shops and is easy to service. It is also easy to make a change to an upgraded crank with this bottom bracket format since most other bottom brackets, such as Shimano, simply thread into this frame.

This build of the Ordu uses a common bottom bracket format with proven durability and ease of maintenance. Nothing unusual here: any bike shop can service it.

Frame details on the Orbea Ordu make the bike uniquely “ownable”. The rear dropouts, where you remove and replace the rear wheel, are adjustable with a pair of set screws. These allow you to adjust the proximity of the rear tire to the seat tube of the frame allowing for small changes in tire size. The rear-facing dropouts can be a handful for new athletes removing and replacing the rear wheel. This version is at least as good as most rear dropouts and better than some.

The front derailleur mount on the Ordu bolts to the frame, a thoughtful design that allows a bit of tweaking for derailleur angle and replacement in the event of breakage. It’s another thoughtful feature that makes this bike very user-maintainable and durable.

The rear derailleur hanger on the Ordu is modular and replaceable. The front derailleur hanger is a bolt-on style allowing a very small margin of angular tuning and replacement in the unlikely event of a failure.

Brake calipers on this build of the Ordu are original equipment manufacturer (OEM) spec alloy calipers with cartridge brake pads and a polymer quick release lever and barrel adjuster. The calipers are OK, but only OK. They feel good when stopping and hold adjustment well but are admittedly value oriented. No sex appeal here, only function.

The workman-like OEM brake calipers work well but aren't very fancy.

 Fit and geometry on the Orbea Ordu provides four frame sizes; 48cm, 51cm, 54cm and 58cm. The variable geometry seatpost has indexing for a 74-degree range effective seat tube angle in the rear mounting position and a 76-degree in the forward seatpost mounting position. The bike comes with an excellent Selle Italia SL T1 triathlon specific saddle that is 27 cm long, standard length for most saddles. The SL T1 has a glossy polymer cover that won’t chafe your inner legs when racing in short trishorts or a swim suit. If you need to sit steeper than 76-degrees effective seat tube angle for a more open, relaxed angle between your thigh and torso at the top of the pedal stroke you can use a longer 30 cm. saddle such as the excellent Profile Design Tri Stryke or Fizik Arione Tri.

The seat clamp on top of the bladed seatpost uses a knurled wheel and Allen bolt for fore/aft and angular adjustment. It is a little fumbly to reach the knurled wheel under the saddle. With saddles that have very deep sides, such as some Cobb Cycling models, it is going to be tricky to reach this adjuster knob.

Saddle angle is infinitely adjustable within its range on the seatpost head but reaching the rear adjuster knob will be tricky with some saddles.

There are two color schemes available in the special buy configuration of the Orbea Ordu, one is predominantly black with silver metallic accents and the other is a traditional red, white and black color palette that matches nearly everything in our sport. Both finishes are executed flawlessly with truly remarkable attention to detail and finish. The paint and graphics work on these bikes is industry best, a refreshing change from some popular triathlon bike brands that seem to subordinate finish quality to nearly everything else.

The paint and graphics on both color schemes of the Ordu special build are clean and precisely done.

As a special build for our Orbea Ordu photo shoot we mounted a pair of the 2011 Zipp 404 clincher wheels featured on sale from 2011. The pairing of the Zipp 404 wheels and the Orbea Ordu special build make for a smart buy at reduced prices, especially with the Zipp 404’s which seldom go to discount. This combination rides well and looks great. Add a good bike fitting and you have a lot of performance at a strong discount. If the Ordu fits you it’s a smart way to buy.

We mounted a pair of 2011 Zipp 404 clincher wheels on this Orbea Ordu. The Zipp 404's from 2011 represent a special buy along with this build in the Orbea Ordu.

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Tom D. <![CDATA[Mavic Plasma and Synchro Helmets.]]> http://university.tri-sports.com/?p=4098 2012-02-06T16:02:44Z 2012-02-04T00:16:18Z
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By Tom Demerly for TriSports.com.

Premier cycling brand Mavic expands their line with two helmets for the 2012 season: The Synchro (left) and the Plasma (right).

Mavic has released their new helmets for 2012, the Plasma and Synchro. Mavic, a legacy cycling brand dating back to 1889, enters the helmet market with several key technologies; Ergo Fit Pro Pads, Ergo hold Retention and the Ergo Shape.  We rode in both helmets across a wide temperature range from 34 degrees Fahrenheit to 72 degrees Fahrenheit in our tests.

The Mavic Plasma (left, $179.95) is 323 grams measured weight in size Medium and the Mavic Synchro (right, $124.95) is 304 grams measured weight in a size Medium.

Mavic’s Plasma helmet is $179.95 and weighs 323 grams measured weight in a size Medium. The less expensive Synchro is 19 grams lighter at 304 grams measured weight for a size Medium. While the more expensive helmet being slightly heavier seems unusual the $179.95 Plasma provides more coverage, a more aerodynamic appearance and larger vents. If you compare the weights of the helmets on Mavic’s website, the site states the weights for both at “150 grams”.

The Plasma and the Syncro both come with removable visors that snap into place. There are snap-in covers for the visor mounting points when the visor is not installed. We used the helmet with the visor on one ride and it provided a nice level of sun protection without obstructing the field of view. A removable visor is also useful in bad weather since it prevents heavy rain from hitting you directly in the eyes.

The removable visor on both the Plasma and Synchro (shown) attaches and detaches easily, provides good sun and bad weather protection and uses small covers for the visor mount points when not in use.

In our road tests of both helmets we felt the $179.95 Plasma offered slightly better ventilation than the Synchro at $125.95. Both helmets had very good ventilation but the slightly heavier, $179.95 Plasma was noticeably cooler and also appears to provide greater head coverage. If you look closely at the helmets side by side it is easy to see that the vents on the Plasma are slightly larger than the Synchro.

The Mavic Plasma at $179.95 features large vents that are well positioned to draw cooling air through the helmet.

Both helmets use an adjustable internal hatband device Mavic calls the Ergo Hold Retention System. Ergo Hold adjusts the helmet size internally with the turn of a wheel, an easier system to use that Giro’s Roc-Loc system. The adjustment wheel turns in both directions, one direction tightens the helmet, the other loosens it. Since the attachment point for the Ergo Hold Retention System is well forward inside the helmet this adjustment effectively changes the shape of the interior of the helmet in contact with your head, making the fit feel very precise and keeping the helmet in place on your head. This helmet sizing adjustment system is among the best we’ve tried from any brand.

The Mavic helmets adjust for precise size with Mavic's Ergo Hold Retention System, a hat-band style adjustment controlled by a two direction wheel that reaches forward for a contoured fit.

The Ergo Hold Adjustment System uses a two direction wheel for adjustment on the fly. The internal hatband extends far forward inside the helmet allowing the fit to conform comfortably to your head.

The chin strap on the Mavic Plasma and Synchro are fully adjustable for precise fit, a refreshing feature some helmet manufacturers have eliminated to save weight and cost. It is important to have a fully adjustable chin strap harness for precise sizing when you wear a thin hat under your helmet on cold days, then take the hat off as the temperature rises. Between the adjustable Ergo Hold System and the fully adjustable chin strap harness it is easy to tailor the fit of both Mavic helmets for good comfort.

Mavic uses a fully adjustable chin strap on both helmets, a nice feature to make the helmet fit precisely and improve helmet retention.

Both Mavic road helmets are sold in three sizes; Small, Medium and Large. We found the helmets trend slightly small. This reviewer with a size 7&1/4 hat size wears a size “Medium” Giro brand road helmet but needed the “Large” in both Mavic models.

The key difference between the two helmets is coverage and ventilation, with the more expensive Plasma road helmet using the larger vents. It may seem curious that the more expensive helmet is a trifle heavier. Helmet brands have been on a race to the bottom with weight being the metric some consumers have focused on. That is a mistake when buying a helmet. The primary purpose of any cycling helmet is protection. Mavic’s designs provide excellent coverage and protection, especially at the back of the head, to exceed both U.S. consumer Product Safety Commission (CPSC) and EN1078 standards. As importantly, the Mavic helmets are built to last with reliable, adjustable hardware and durable full-coverage hard shells to protect the helmet when being transported.

The Mavic Plasma (white, left) at $179.95 has larger vents than the Mavic Synchro (black, right) at $124.95.

Having ridden in the Mavic Plasma for about 2 weeks across a wide temperature range I am impressed with its fit, comfort and ventilation. The size run is slightly different from U.S. brands Bell and Giro causing me to “size up” to a Large Mavic helmet from my usual Bell and Giro Medium. Ultimately, the fit and feel are nicer than Giro and Bell and the adjustment seems more robust; only time will tell.  On warm days the ventilation is superb at high speed and at very low climbing speeds. Another thing I appreciated about the Mavic Plasma was it did not dump perspiration in my eyes even when the interior got wet from sweat, a thoughtful design feature.

Based on Mavic’s strong legacy for high end cycling innovation and proven quality we aren’t surprised the new Mavic Plasma and Synchro helmets are so good. The dedicated helmet brands should take notice of these two introductions as Mavic has stolen the show from dedicated helmet brands with the Plasma and Synchro. They are true stand-outs in the helmet category.

Buy This Product Now on TriSports.com

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Tom D. <![CDATA[Bell Javelin Aero Helmet.]]> http://university.tri-sports.com/?p=4071 2012-02-01T17:04:44Z 2012-01-26T22:45:27Z
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By Tom Demerly.

Bell's all new Javelin enters the aero helmet category for the U.S. market with new SeamFlex ear pieces and removable visor.

Bell Sports USA has released their new Bell Javelin aerodynamic helmet in time for the 2012 race season. The Javelin is a lightweight, integrated visor aerodynamic helmet with design features for quick donning and removal, making it an option for multisport users.

“The older Bell Meteor is not CPSC approved, the new Bell Javelin is CPSC approved for triathlons.”

Our first look at the Bell Javelin was at Bicycle Dealer Camp 2011 before its release.

The Javelin joins the massive Bell helmet line-up for the U.S. market. It is not to be confused with the Bell Meteor, a different Bell aerodynamic helmet intended for the European retail market. The Meteor is an earlier design that lacks the new U.S. Javelin’s integrated visor and SeamFlex ear fairings. The Bell Meteor is not CPSC approved, the new Bell Javelin is.  Some U.S. consumers bought the Meteor and used it in U.S events. According to most sources, the Bell Meteor complies with USA Cycling helmet rules with it’s European CE EN1078 certification (http://www.usacycling.org/news/user/story.php?id=2109). However, according to USA Triathlon rule Article 5, 5.9A, “a. Type of Helmet. All participants shall wear a protective head cover, undamaged and unaltered, which meets or exceeds the safety standards of the Consumer Product Safety Commission (CPSC)” , the Bell Meteor is notlegal for USAT sanctioned triathlon use. This information is according the .pdf document “USAT Approved Helmets Notice” using USAT Commissioner of Officials, Charlie Crawford, as the source.

As aero helmets go the Javelin is relatively light weight, especially compared to longer tailed versions. The new Bell Javelin weighs 442 gramsactual measured weight in a size Large with the removable visor attached. Aero helmet pundits use helmet weight as an argument against aero helmets on hilly courses but the aerodynamic benefits above 18 M.P.H. substantially exceed any drawback from weight than a non-aero, ultra-lightweight helmet. Director of Marketing for Bell Sports, Don Palermini, told me;

“I think a more apples-to-apples comparison of weight would be to remove the shield and then put it on the scale. Most other TT helmets don’t have a shield, making them lighter by virtue of omission. If you weighed competitive helmets with a pair of sunglasses that would be somewhat equivalent, though our shield is heavier than most sunglasses as it is large for optimal aerodynamics—something you don’t get with separate eyewear. My personal size medium helmet weighs 408 grams without the shield (a little better than most CPSC TT lids) and 436 grams with the shield installed.”

At only 442 grams measured weight for a size Large with visor the Bell Javelin is relatively light for an aero helmet.

The Bell Javelin features a tinted visor that eliminates the need for donning sunglasses in the transition area and improves the overall aerodynamics of the helmet. The visor is removable via a series of snaps that worked well when we carefully removed and replaced the visor on a production Javelin. The visor is lightly tinted so should provide enough sun and glare protection for most conditions.

The tinted visor on the Bell Javelin snaps on and off the helmet easily, but do use reasonable care during removal and installation.

When we opened the box on the Bell Javelin we initially thought the ear covers were also removable, like the Giro Selector. The ear covers are not removable on the Bell Javelin. They are, however, a slightly different polymer than the main helmet shell. The ear covers are relatively flexible, allowing much faster donning than other helmets we’ve tried with ear covers. This quick-don feature of the ear covers along with the fairing and other features make the Javelin a strong option for triathletes.

The ear fairings on the Bell Javelin are flexible polymer that allows you to quickly don and remove the helmet in the transiton area.

The expanded polystyrene or EPS impact absorbing material in the Bell Javelin extends all the way to the tail of the fairing. This adds durability and stiffness to the helmet. There are three large vents in the helmet shell. The vents are oriented to help heat rise from the helmet at low speeds, as with climbing a hill, and vent through the helmet at high speeds.

(Left) The ear fairings on the Bell Javelin seem like they may snap off, but they don't. The ear flaps are permanently attached. (Right) The EPS foam extends all the way to the tail of the helmet.

Another quick-donning feature of the Bell Javelin is the adjustable helmet fit hatband. Almost every modern road helmet has some type of size adjustment but some aero helmets lack this useful feature. If you are a Bell Helmet owner already this adjustment wheel will be familiar. For transition you can just open the hatband up for quick donning and then snug the helmet down with the adjustment wheel with one hand on the fly. The ratcheting adjustment is easy to use.

An adjustment wheel enables quick helmet fitting on the fly.

Overall the new Bell Javelin is more comfortable than other aero helmets I’ve worn. The ventilation worked well even in a quick test ride at low speeds. I wouldn’t hesitate to use this helmet even in hot conditions. There are a boggling five color schemes in the Bell Javelin. The helmet is sold in three sizes, Small, Medium or Large. At a 7&1/4 hat size I took the size Large. The helmet runs slightly small compared to Bell road helmets, in which I wear a Medium.

Mr. Don Palermini of Bell Sports, USA mentioned “The Javelin goes on with less “ear impact” if you put it on back-to-front pulling the straps and ear flaps open as you do so.” We tried this high speed donning technique, pulling the helmet on from back to front, and found Palermini was right. This is another feature that makes the helmet work well for triathletes.

Most CPSC approved aero helmets look enormous as viewed from the front and the Bell Javelin has that slightly “martian” appearance. That said, an aero helmet is one of the least expensive ways to save substantial time on the bike.

Bell has achieved one of the most practical, comfortable and overall “wearable” helmets in the new Javelin. At $199.99 it is in line with most other high end aero helmets with a visor and less than Giro’s Selector. The Bell Javelin is an aero helmet intended for multisport athletes, as opposed to the Giro Selector which is better suited for bicycle time trials where quick donning is not a concern. In only one ride I would add the new Bell Javelin to my very short list of favorite aero helmets that includes the Spiuk Kronos, a longer tail helmet with no visor provision and fewer sizes. Bell did a very good job with the Javelin aero helmet, a welcome addition for multisport aero helmet users.

Bell's Javelin helmet addresses the quick donning and ventilation features needed by triathlon aero helmet users while retaining the aero benefits of a smooth shell and integrated visor/ear fairings for best aerodynamics.

Buy This Product Now on TriSports.com

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Tom D. <![CDATA[Brooks Cascadia 6 Trail Shoe.]]> http://university.tri-sports.com/?p=4038 2012-01-23T16:58:20Z 2012-01-17T00:10:37Z
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By Tom Demerly.

The Brooks Cascadia 6 is the latest version of the popular Cascadia trail shoe.

The Brooks Cascadia lineage of trail shoes has won so many awards it’s hard to imagine Brooks making many changes from version to version. In it’s previous iteration, the Cascadia 5, the only criticism reviewers from Outside magazine could find was the laces.

The Brooks Cascadia 6 looks outwardly a lot like two previous versions but enjoys a few meaningful tweaks to make a great trail shoe even better. The Cascadia has never been a trendy shoe. It is solid running design from a solid running company. Although it has been lowered a trifle from previous versions it isn’t a minimalist or low drop shoe. The heel is 32.5 millimeters deep measured and the toe rides 22.2 millimeters measured height for a drop of about 10 millimeters. As a result the shoe rides high and soft, making it nice on the hard-packed level trails and forgiving on the rocky descents to the north of Tucson, Arizona where I did my tests this fall.

With luxurious and stable cushion and excellent rock-strike protection the Cascadia 6 is the best version ever.

A big part of the cushioned feel comes from forefoot and heel Brooks DNA cushioning systems. These shock absorbers are installed independently in the forefoot and heel to take up foot strike. The DNA shock absorbers ride inside an encapsulated Brooks Bio Mogo midsole sheathed in durable carbon rubber outer. Brooks also added a fourth “Pivot Post” on the medial forefoot to give the Cascadia Mark 6 greater forefoot stability.

Having run recently off road in several Montrail, Salomon and Adidas styles along with the Brooks Cascadia 6 my overwhelming impression from Cascadia 6 is one of stability- even more so than cushioning. This is likely due to the width of the midsole and outsole at the arch and the medial posting in both the forefoot and heel. A “rock strike” layer is built into the midsole to prevent you from feeling sharp rocks. This has always been a useful feature of the Cascadia, especially in Tucson. This stiff layer likely also improves lateral stiffness of the midsole. And speaking of this sole assembly, a large portion of my local trail was recently paved so my first mile is now done on pavement. The Cascadia 6 rides well (but high) on pavement and isn’t excessively stiff as I’ve found with some off-road runners taken into the civilized world. Still lots of cushion-soft ride even on pavement.

An additional ride control "Pivot Post" has been added to the medial forefoot to even out the ride and further control shock and roll (left green circle).

No mention of a trail shoe is complete without commentary on traction. Especially descending, traction can be a boon or bust. Brooks has found a reasonable middle ground between adhesion and not getting your foot stuck at an off-angle and twisting an ankle. Even descending rocky trails I found them to have about the grip I’d like. A big part of the good traction is owed to the nice midsole design. It allows the outsole to work well by providing a reasonable level of conformity to the terrain for my 170 pound frame.

The breathable upper has been tweaked with webbing eyelets on the outside. The outsole (right) shoes three stripes of the rock strike protection, the yellow material visible through the outsole.

Brooks changed the lacing system to webbing eyelets on the lateral side of the shoe. Some previous versions used a lacing system that partially “wrapped” the forefoot to control volume and couple the upper to the sole more snugly. That wasn’t a bad system, but it isn’t missed on the current Cascadia 6. Fit is better than some Brooks road shoes in my opinion, very “down the middle” for my absolutely average volume size 9.5 feet.

A subtle change to the eyelets: An older Cascadia 5 (women's) in the foreground with the more recent Cascadia 6 with webbing eyelets in the rear. Notice also that the laces have changed in response to a critical comment about the (old) laces not staying tied in "Outside" magazine.

The remainder of the upper is “Hydrophobic Mesh” that is not waterproof but allows for adequate drainage. Since the shoe won’t get soaked or hold water it won’t gain much weight when wet.

There have been several treatments to the toebox on the Cascadia. In general trail shoe designers seem to look on toe boxes as a place to add off-road styling that make the shoe look like a trail shoe. It adds unnecessary weight. Brooks resisted the temptation on the “6″.  The Cascadia 6 has a full synthetic wrap toe box with a clear polymer grid layer for added protection. It isn’t excessive and it provides plenty of protection.

While some trail shoes have overbuild toe guards largely as a styling que the Brooks Cascadia 6 uses a lightweight and entirely adequate toe protection system.

The great fit, handling and under foot feel of the Cascadia 6 likely come from Brooks’ heritage as a running shoe company before being a trail shoe company. Many trail runners are lightweight hiking boots on a diet. While this design theme has its place that place may not be out for a trail run. The hybrid hiker/trail shoe is better suited for a day hike than a training run. The Cascadia 6 is still a running shoe from a running company.

New trim treatments in the enhanced heel counter ride on top of the Caterpillar Crash Pad in the heel, another ride improving upgrade in the "6".

I’ve seen concept drawings of proposed future Cascadia designs with novel side-lacing systems and other radical departures from the generally conventional Cascadia design over the previous three versions. I got another pair of Cascadias in the “Mark 6″ version while the gettin’ is good. Brooks isn’t prone to trendy overhauls of existing designs but with a shoe this good an extra pair is cheap insurance against any possible re-designs that may not be as future proof.

The Brooks Cascadia has earned consistent strong reviews as an industry leading trail runner. This latest version, the Cascadia 6, is the most refined version yet.

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Tom D. <![CDATA[TYR Hurricane Freak of Nature Wetsuit.]]> http://university.tri-sports.com/?p=3953 2012-01-16T21:29:56Z 2012-01-13T22:47:16Z
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By Tom Demerly.

The TYR Freak of Nature has generated a sensation with a long list of features in an ultra high end wetsuit.

 $1200 for a triathlon wetsuit? Really? Really.

The TYR Hurricane Freak of Nature grabs more attention for its MSRP than any other feature.  At $1200, significantly more than any other wetsuit, the suit suggests a lot. Is it worth the price? Does it deliver on the $1200 promise?

Wetsuit prices have been on an upward spiral since their invention. Dan Empfield’s first triathlon full suits were $199 in 1988. Since the TYR Hurricane Freak of Nature is six times the price of Empfield’s original Quintana Roo Full Suit from 1988 the question has to be: Is a $1200 wetsuit six times better than a $200 wetsuit?

2XU has a $799 wetsuit with their Project X while $650 seems to be the price ceiling for most other brands. That puts the TYR Freak of Nature at almost double the price of most of the other high end competitors. But the discussion of the TYR Freak of Nature goes beyond price, although it always comes back to it.

TYR swimwear started about the same time as other early triathlon brands, 1985. Born in the surf capital of Huntington Beach, California and founded by 1976 Olympic Swim Team Captain Steve Furniss and Joe DiLorenzo the company was built around the specialty swim market. They leveraged a significant part of that market away from legacy brands like Speedo while also entering the multisport market with wetsuits and apparel. TYR’s mantra is “Made for swimmers by swimmers”. TYR developed ultra-lightweight carbon infused fabrics for use in their TYR Carbon line of triathlon apparel worn by Chrissie Wellington. The fabric weight is unusually light and thin but completely opaque with full stretch. Each of TYR’s triathlon specific product introductions have been innovative and novel.

A look at TYR's new Freak of Nature wetsuit coming off the blocks.

The TYR Hurricane Freak of Nature is TYR’s flagship wetsuit. The suit is made entirely of Yamamoto Smoothskin #40 neoprene.Yamamoto #40 has more stretch than any other commonly used neoprene. Yamamoto brand neoprene is used in more wetsuit brands than any other neoprene. Yamamoto started in 1961 making neoprene wetsuits for Japan’s elite underwater demolition teams and traditional Japanese fishing women who dive for oysters.  Yamamoto claims a “90% market share” of the high end dive and swim wetsuit neoprene market.

A more flexible suit made from Yamamoto #40 accomplishes a few things:

  • It is easier to put on and take off, especially aiding removal at race speed in transition.
  • It has better “curb appeal”, allowing retailers to sell more wetsuits from a better dry land try on experience by the consumer. Because they’re easier to try on in the fitting room, they’re easier to get out the door.
  • It fits more body types. Because of increased stretch the suit’s fit becomes more flexible.
  • It is more flexible in the water, allowing swimmers to complete the stroke more easily.

Wetsuit flexibility is not the entire story of performance though. More flexible isn’t always faster. There is suggestion that high wetsuit flexibility may contribute to water absorption into the fabric lining over a long swim. This may result in gradual loss of bouyancy, especially if the suit is loose and/or poorly donned. The suit becomes “water logged”. As the suit’s liner soaks up water it begins to sink. In an odd paradox a more flexible suit may accelerate the process by permitting water inside the suit. In response to this several suits are designed with a non-absorbent linersuch as Aquaman and Profile Design’s “Metal Cell”. This smooth laminate on the inside of the suit prevents water-logging.

Weighing, then immersing, then re-weighing a section of nylon backed wetsuit neoprene to measure the weight of the water absorbed during 1:15:00 of submersion at 8" depth.

To test the theory we weighed a dry sample of 5 mm neoprene with a nylon lining cut from a wetsuit chest. After dry weighing we submerged it to 8 inches depth for 60 seconds and re-weighed it. Then we submerged it for 1:15:00, a middle of the pack Ironman swim duration, and weighed it again. It gained 18 grams when wet and a further 2 grams after 1:15:00 of submersion at 8″ depth. Spread over the entire surface of the suit the fabric does appear to gain some weight from being in the water. This does not account for water potentially taken on between the suit and the skin due to an ill fitting or poorly donned suit. While far from scientific this is an interesting idea. The edges of the neoprene sample are not finished in the test though. A complete wetsuit doesn’t have exposed fabric edges. It can’t soak up water through the unfinished edges, only the inner surface of the fabric. While that likely changes the rate of absorption in our sample, it may still suggest a trend in water absorption of nylon backed suits.

As with any swimming wetsuit, donning it correctly by pulling it up is critical. Because of the flexible Yamamoto #40 on the TYR Freak of Nature getting the suit adjusted correctly on your body is easy.

The suits with the smooth, non-textile liners such as Profile Design and Aquaman’s Metal Cell feel less flexible but may swim faster. Some results of swim tests performed in an open water lagoon in Curacao in the Dutch Antilles during the early 2000’s suggested these stiffer feeling suits were faster- despite them feeling stiffer. The suits do not provide as easy a try-on experience for consumers and have a tough time leaving the sales floor compared to ultra-flexible suits that pull on very easy for a dry land fit.

An interesting feature of the TYR Hurricane Freak of Nature is how it positions your body in the water. Since “waterline” of the swimmer is a key stroke component a wetsuit that helps float the swimmer’s legs and helps the swimmer rotate may offer an advantage. The TYR Hurricane Freak of Nature has extra floatation and rotation features in the legs and hips. TYR claims these features help the swimmer’s body position. Our observations may confrim this. Seton Claggett, who did substantial swimming in the TYR Freak of Nature for this test, reported enhanced body position while swimming. This extra floatation in the legs was “…something I really like…” according to Claggett. Top swim coaches often speak of “swimming downhill” and not letting the legs sink. The TYR Hurricane Freak of Nature is designed around that concept.

Floatation in the legs is optimized to correct the waterline of the swimmer allowing them to maintain good body posture. This photo was from a sequence right after push off from the wall as the stroke begins. You can see how the legs have floated to the surface.

Another noticeable feature of the TYR Hurricane Freak of Nature are the V-GCP “pull panels” on the forearm section. A number of wetsuit manufacturers have built some type of grip device onto the forearm in the hope of increasing forearm “traction” and surface area in the water. The idea is to “hold onto” water better as you pull yourself forward. The V-GCP section also increases the surface area of the forearm. Our tester, Seton Claggett, said “The arm grippers on the Freak of Nature are like nothing I have ever swam in before, I am actually surprised they are legal because they do increase the surface area of the forearm resulting in the ability to hold more water, and hence go faster.” My experience with arm grippers also suggests better “grip” on the water, if for no other reason than greater shoulder fatigue in suits equipped with grippers. Another benefit may be increased awareness of stroke, compelling the swimmer to maintain better form during the “catch” phase.

The V-GCP panels on the forearm are designed to increase surface area and traction.

TYR has built a series of textured panels into the suit. These “Elevation Panels” concentrate buoyancy and may influence hydrodynamics. The panels are most obvious from the inside of the suit. On the outside of the suit they look like dimples on a golf ball. The most significant panels may be the ones located on the outside of the upper thigh. These Elevation Panels help facilitate roll during the stroke cycle, improving form.

The elevation panels of the TYR Freak of Nature are most apparent when viewed with the suit inside out.

The other potential benefit to these textured panels is based loosely on the idea of “supercavitation”, a theory that a rough surface texture traps bubbles against the suit and these bubbles slide more easily through the water. The theory is proven. Underwater projectiles have been developed with supercavitation “bubble generators” to help them slip through the water easier. The dimpled surface of the TYR Hurricane Freak of Nature performs a similar function. This reduced friction supercavitation is visible when you watch a swimmer rotate their hips underwater wearing the suit, effectively sliding along on a small layer of bubbles.

Supercavitation is the idea that an object slides through water easier on a layer of bubbles (green circle) than it does on water itself. The prinicple was developed on the Soviet VA-111 Shkval underwater projectile (right) from its bubble generating nose. At lower speeds the TYR Freak of Nature traps existing bubbles on its skin to reduce friction, increasing speed and floatation.

Other basic construction features on the TYR Hurricane Freak of Nature are good design at the neck, leg and arm opening for comfort, no neck chafing, speed of exit from the suit and durability. The neck is low and has neoprene smoothskin on its inner surface for a good seal. Because it is low it likely won’t chafe most users. Leg and arms are seam tapped and speed cut for faster removal and good durability, a thoughtful feature in a high end racing wetsuit. Seam ends inside the suit are taped with a fabric dot for added durability.

Nice construction details: low, double sided smoothskin neck seals out water. The gold rear panel improves zipper performance and fit. The leg and arm openings are made for fast removal and feature durable interior seam tape.

Overall attention to detail on inner seams and outer gluing of the suit panels is very good. Even minor features like the the loose running ends of stitching are glued down. This is no small feat since sewing the hyper-flexible Yamamoto #40 neoprene is like stitching thick skin. Seams also have to be arranged and sewn knowing how much the neoprene will stretch during donning and high speed removal in transition. It is difficult to make a Yamamoto #40 wetsuit very durable but TYR may have accomplished that with good attention to detail on the Freak of Nature. This meticulous level of construction accounts for a large part of the price on the suit.

Minor details most consumers miss, but appreciate over time: The seam ends on the TYR Freak of Nature are securely finished with adhesive to prevent unravelling.

The gold lining of the suit picks up body marking from ink used to number your body during the race. It doesn’t change the wetsuit’s performance but it is worth knowing. When storing the suit follow TYR’s storage instructions, the same for all high quality wetsuits. I used a piece of Velcro pile to the hook closure at the neck when transporting the suit to prevent the Velcro hook closure patch from fraying the gold fabric suit lining. Since the suit comes with a nice carrying case you can just throw the little piece of Velcro pile in the case when you’re using the suit, then press it on when packing the suit for transport.

I added a scrap of Velcro pile when transporting the suit to keep the Velcro hook from grabbing the gold fabric.

In the water Seton Clagget remarked about how the flexible Yamamoto #40 made breathing easier, “Two of my other favorite suits are the Blue Seventy Helix and the TYR Hurricane 5.  All of these suits have the legs riding high in the water, something I really like, are incredibly flexible and comfortable in the arms/chest.  Because the FoN has Yamamoto 40 throughout the suit it is a little easier to breath in than the Helix and the Cat 5.”

Claggett sized himself based on his previous experience with Yamamoto #40 wetsuits. “Getting the fit right on an all Yamamoto 40 suits is extremely difficult because the material is so flexible.  TYR was able to accomplish great fit due to their development of a great jersey material that backs onto the neoprene.  The fit of this suit is just like the Blue Seventy Helix and the Cat 5 – in my opinion, all of these suits fit the general population extremely well.”

The TYR Hurricane Freak of Nature is sold in 8 men’s sizes and 7 female specific patterned sizes. The suit comes with a carrying case and a swim cap.

Is the TYR Hurricane Freak of Nature worth its $1200 price tag? Seton Claggett put it this way:

“When you get into the upper end of technology the price begins to skyrocket compared to the small gains.  If you are looking for that extra little bit, like all technology, it is going to cost you. So, if you are new to the sport then I would never consider this suit.  If you are a veteran who enjoys the lifestyle then I wouldn’t get this suit.  If you are on the bleeding edge and you are here to kick ass and take names (and have the money) then I would get this suit.”

There is no denying this is a very, very nice suit. TYR build a comfortable, swimmable high performance racing wetsuit with added durability features and every current performance design feature. The suit is also flashy looking. Whether that represents good value to a given customer is more a function of their discretionary income and willingness to part with it than anything else. It’s an individual decision. For those who do make the leap to TYR’s flagship $1200 Hurricane Freak of Nature they will get a well designed, beautifully made suit that swims great. It may be tough to put a price on that.

The new TYR Hurricane Freak of Nature wetsuit.

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Tom D. <![CDATA[Book Review: Tucson Spokes.]]> http://university.tri-sports.com/?p=3939 2012-01-16T21:30:41Z 2012-01-09T21:44:12Z
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By Tom Demerly.

Designer Stefan Walz and Photo Journalist Chris Mooney compile a wonderful photographic insight into the Tucson cycling community in their book "Tucson Spokes".

If you conceived a city around the sport of cycling Tucson, Arizona would be a likely result.  The roads, the weather, the cycling clubs and the terrain are conjured from a bike rider’s dream. Like Boulder, San Diego, Seattle, Davis and Madison, Tucson is a rich cycling community filled with bike history, landmarks and most notably- cycling characters. Unlike other cities Tucson has weather so perfect it seems like the bike and triathlon clubs control it: 350 days of sun, warm, low winds, no clouds.

Capturing the essence of such a vibrant and authentic bike community is a tall order. That was designer Stefan Walz’s concept for Tucson Spokes: A Photo Collection of the Tucson Cycling Community. Walz partnered with noted Tucson photographer Chris Mooney for the photo collaboration on Tucson Spokes. Mooney has an insider’s perspective of the cycling and multisport community as a triathlete, cyclist and artist. He has shot photos around the world, including a cover photo for the Land’s End catalog that featured a live kangaroo modelling Land’s End apparel. Mooney works out of a 5500 square foot studio with fellow local photog Balfour Walker. His local knowledge and athletic experience combined with his impressive technical and creative style lend a rich visual quality to Tucson Spokes.

The people who contribute to the Tucson cycling and multisport culture are expertly showcased in "Tucson Spokes". It's a "Who's Who" of cycling in Tucson.

Tucson Spokes showcases the cycling experience in Tucson by focusing, literally and editorially, on three perspectives: The people who ride bikes in the Tucson cycling community, The venues that make Tucson a cycling destination and the events painted by the characters on this backdrop. The three elements weave together for a very complete story.

Beginning with the characters Walz and Mooney found insightful ways to show you in a few photos and some tight text the quirky personalities that seem to be a staple of every cycling community. The portraits are fun, insightful, inspiring and original. You want to meet the characters. A gem is “The Hairy Guy”, Mr. Leslie Prentiss, an eccentric cyclist known for riding in cut-off jeans, running shoes and no shirt. Every cyclist in Tucson can tell you about Prentiss, and he’s shown in all his unique splendor in Spokes.

There is also homage to the Tucson cycling backdrop: the desert, the cactus, the roads and all the static features of the Tucson community that the cyclist play on. Having lived in Tucson for two years and doing it without a car I’m struck by how Walz and Mooney show the city from how a cyclist sees it from their saddle. It’s a cyclist’s perspective.

The places that make Tucson a cycling paradise fill the pages of "Tucson Spokes". It's a guide to the rides, routes and characters of the Winter Training Capital.

Finally, the events that put Tucson on the map as a cycling Mecca also color the pages of Tucson Spokes. From the (literally) world famous “Shootout” Saturday morning group ride attended by local hot shots and top European professionals to the eclectic B.I.C.A.S. meetings (Bicycle Inter-Community Art and Salvage) Tucson Spokes shows an insider’s perspective on the local cycling events and culture.

Since Tucson has become such a winter training destination Tucson Spokesis a natural promotional tool for athletes coming to Tucson to train in the The Winter Training Capital and a great souvenir that takes the look and feel of the Tucson cycling community home. Tucson Spokes is more than just great photos of the Tucson cycling culture, it captures the very essence of what makes Tucson a cycling paradise.  

A great primer to Tucson cycling and a fun souvenir of The Winter Training Capital: "Tucson Spokes".

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Tom D. <![CDATA[Look Keo Blade Aerodynamic Pedal.]]> http://university.tri-sports.com/?p=3905 2012-01-16T21:31:37Z 2012-01-06T23:23:49Z
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By Tom Demerly.

Look's Keo Blade Aero is an aerodynamic specific pedal designed to reduce the drag from a rotating pedal.

As time gaps between age category results from the local sprint triathlon to the Ford Ironman World Championships get smaller the search for ways to shave seconds becomes more important. Until you’ve lost an age category place by 9 seconds over a 5 hour half-Ironman it doesn’t make sense to count seconds. On the day you do it becomes a priority.

Look’s Keo Blade Aerodynamic pedal addresses the previously ignored aerodynamic story of clipless pedals. The Look Keo Blade Aero uses an aerodynamic carbon fiber body to reduce drag. This design smoothes the boundary layer of air passing around the shoe/pedal combination. Before you dismiss the idea as an aero nit-pick consider this: at the top of your pedal stroke your pedals are moving forward significantly faster than your ground speed. If your bike is going 20 M.P.H. your pedals may be going 27 M.P.H. from the 10 O’clock to 2 O’clock position of your pedal rotation.

This theme is borrowed from Formula 1, Indycar and other motorsports where the entire underside of a race car is fully faired in carbon fiber. This reduces the drag caused by sharp-edged parts of the car. Just because you can’t see a component doesn’t mean it isn’t producing drag.

Race cars use a carbon fiber fairing on their underside to reduce drag and manage the flow of air under the vehicle. While bicycles obviously move much slower there is still a tangible aerodynamic benefit to a faired-in pedal design compared to the exposed rough edges of a standard clipless pedal.

 In addition to the aerodynamic body of the Look Keo Blade Aero this pedal uses a flat carbon fiber spring to control the entry and exit force. Previous Look designs, along with most other clipless pedals, use a coil spring to exert retention force against the back of the pedal to the cleat, and the rider’s foot, with the pedal. The Keo Blade pedals (both the aero version and the non-aero road version) use a novel carbon fiber strut installed under compression to exert clamping force on the cleat when clipped in.

 

The patented carbon fiber strut exerts either 12 Newton meters (yellow band, shown) or 16 Newton meters of retention force to hold your cleat in the pedal. Most athletes will prefer the yellow 12 Nm carbon spring/strut.

 Look uses a slightly different threaded pedal axle on the Keo Blade Aero to allow a substantial amount of “Q” factor adjustment. This adjustment allows the rider to install washers between the crank arm and the pedal to control the width of the left foot from the right foot on the pedal, the “Q” factor. For larger riders with a wider pelvis or riders who sit distinctly to one side of their saddle, like Lance Armstrong following his cancer surgery, this ability to adjust the width of the pedals is worthwhile. The middle 60% of riders probably have little need for this adjustment.  If you fall into the other 40% this adjustment is best done by a bike fitter with formal training and experience setting up pedal systems that includes adjusting for “Q” factor or width. Several other pedal companies offer this “Q” factor adjustment.

Because the entire exposed pedal axle is threaded there is more room for adjusting the "Q" factor or distance from left to right pedal by using spacer/washers.

Another benefit of the Look Keo Blade Aero is the size of the pedal platform. Compared to smaller pedal systems such as Speedplay the “cleat radius” or surface area of contact between the cleat and the shoe is substantial on the Keo Blade Aeros. While Speedplay argues the size of their cleat should be included in this consideration it is impossible to dismiss that the overall surface area interface between the pedal and cleat is larger on a full-sized clipless pedal like the Look Keo Blade.

The Look Keo Blade Aero uses a relatively large surface area to engage the cleat, spreading pedal forces over a wider area for better comfort and support of the foot in the roll axis.

Another benefit to Look’s new Blade concept is a reduction in overall pedal height. The Keo Blade pedals, both Road and Aero, allow the foot to sit closer to the pedal axle reducing “rocking torque” and making the application of force to the pedal less angular and more direct. This makes pedalling feel better. Think about how “tippy” the red pedal blocks on your first tricycle felt. Once the blocks were removed it felt more “solid”  pressing down on the pedals. The closer your foot is to the pedal axle in a shoe/pedal system the more efficient and less angular the application of force is throughout the pedal circle.

The Look Keo Aero is a relatively low stack pedal. The Time RXS is among the lowest in the cycling industry and the Look Keo Blade Aero is comparable in cleat length and distance from center of pedal to top of pedal platform making pedalling feel more connected.

Since the metal coil spring is gone from the Look Blades and the aerodynamic pan on the Blade Aero is made of lightweight, high strength carbon fiber the pedal is light compared to other pedals using metal coil springs. The Look Keo Blade Aero weighs 123 grams per pedal actual measured weight.

Axle material on the Keo Blade Aero is cro-moly steel. Cro-moly provides great stiffness with no rider weight limit. The 15.7 mm diameter axle is supported by 2 roller bearings and 1 needle bearing. Look specifies a “2 Year” warranty on their official product sheet. Out of the box the pedals feel delightfully smooth to rotate.

At only 123 grams per pedal actual measured weight their is almost no weight penalty for the improved aerodynamics of the the Look Keo Blade Aero.

The pedals come with Look’s popular and well designed Keo Grip cleat in grey 4.5 degree rotation. Look Keo cleats are color codded to indicate how much rotational movement they provide. A separate black cleat is available for the rare cyclist who wants no rotational movement (I’ve only know one rider, 9-time Tour de France finisher Frankie Andreu, who preferred the black zero degree fixed cleat). Another red cleat, also sold aftermarket, allows 9 degrees of rotation. Most customers will be best configured with the 4.5 degree rotation cleat.

The Look Keo Blade Aero pedal comes out of the box with the 4.5 degree rotation grey cleat (center). The fixed (black) and 9 degree (red) cleats are also available seperately although not commonly needed.

Look also makes a non-aero version of the Keo Blade pedal with the same basic features and benefits but no carbon fiber aerodynamic body. The Keo Blade Carbon weighs 93 grams per pedal measured weight compared to the 123 grams for the Keo Blade Aero. This is a 25% difference in weight. That said, both pedals are relatively light compared to previous pedal designs with metal coil springs and especially alloy bodies.

The Look Keo Blade Carbon (far left) is a blade pedal without the carbon fiber aerodynamic fairing on the Blade Aero. The Keo Blade carbon is also shown on the far right. Notice this example of the Keo Blade Carbon uses a red color-coded carbon spring with the higher 16 Nm retention force.

The fit, finish and workmanship of the Look Keo Blade Aero are quite good. The carbon fiber pan is not just a clip-on surface but a nicely done lay-up molding that extends over the pedal spindle nearly to the crank arm for a smoother aero benefit.

Fit, finish and materials on the Look Keo Blade Aero are precise and tidy with the carbon fiber material extending from the bottom of the pedal to the spindle.

The top of the pedal platform on the Keo Blade Aero is brushed stainless steel. This surface provides smoother rotational movement or “float”, the capability of the pedal/shoe interface that allows the foot to find its most natural angular orientation on the pedal. This angular position also changes as cadence and pedal pressure change.

Riding the Keo Blade Aero is different from coil spring clipless pedals. Metal coil spring pedals spring have a softer, more gradual engagement and disengagement. The flat carbon fiber leaf spring held in compression on the Look Keo Blade provides a very snappy “on/off” sensation to clipping in and out. I like this compared to the more vague tactile interface of the non-Blade coil spring Keos. This wasn’t something I missed using the Keos, I simply noticed an improvement in feel with the Blades.

The feel underfoot while pedalling is great largely due to the wide platform and the brushed stainless center section that makes the rotational movement feel smooth.

At $389.99 these pedals are pricey. They are aimed at the triathlete/time trial rider who is using other aerodynamic equipment such as aero wheels and aero carbon fiber framesets. Given that price category they aren’t unreasonably priced. This is the pointy end of the spear of performance race equipment. If an athlete is already using aero race clothing, an aero helmet, frame, integrated brakes, aero hydration system and other aerodynamic details this is a logical progression. Given the nice materials, engineering, performance and the exotic looks the Keo Blade Aero pedal is a valid performance upgrade for an aero race bike. These pedals will buy you a few seconds time savings. That time savings becomes priceless the first time you miss an important race result by only a few seconds.

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Tom D. <![CDATA[Sidi 2012: New T Series Triathlon Shoes.]]> http://university.tri-sports.com/?p=3781 2012-01-16T21:32:17Z 2011-12-30T21:33:58Z
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 By Tom Demerly.

 

Sidi's latest versions of their "T" series triathlon shoes continue the classic Italian theme but with well learned refinements for 2012.

If you don’t like to read, I can save you some time: Sidi makes the best cycling shoes.

Acknowledging the sweeping nature of that statement, no one footwear brand works for everyone. It is worth educating yourself about one of cycling’s truly great brands. Like any educational process there is a great story here.

Dino Signori is, quite obviously, Italian. He lives in the Bassano de Grappa region of the Italian Alps. As a lad Dino did what most boys his age did; mountaineering, cycling, skiing. At 15 Signori began racing bicycles. And winning. But Italy is full of champions and Signori was a champion in a crowd of champions. He found escape on the bike and in the mountains though, and especially alone with his leather working tools crafting the local hides into hand made boots for climbing and skiing.

In 1960 he started a handmade specialty footwear company named for his initials, “Di” and “Si”, reversed in some traditionally Italian manner. “Sidi”.

This legacy sets Sidi apart from most other cycling and triathlon footwear brands. It isn’t some Euro-style thing, something aesthetic or subjective. Signori grew up differently, thinks differently, works differently. Because of that his shoes are different.

Sidi cycling shoes are hand made with almost no automation at a small factory in the Asolo hills of Italy. If you are a hiker or mountaineer you recognize the name “Asolo” as the famous climbing footwear brand- also born in the Italian Alps.

Dino Signori, Sidi's founder, grew up in a world of pastoral mountain settings and weekly club runs through the mountains largely unchanged today. This is where Sidi shoes were born, and are still made, by hand.

 Signori’s approach to shoe design and manufacture is built around how a shoe can be made by hand, with hand tools. In the design process they do not consider what machines can work most efficiently to turn out thousands of shoes at the lowest cost per unit. Sidi craftsmen and women interface the care and quality control of hand processes with the full range of modern capabilities from CAD design to the most advanced carbon fibers and molded synthetic materials. Add to this the eclectic knowledge gained from hand making and fitting ski boots and the Sidi perspective on shoe design and manufacture is tangibly unique. No other cycling shoes are designed this way or built this way, completely by hand, in Italy, old world meets new.

“Nearly every modern cycling shoe innovation came from Sidi, from adjustable cleat position to Velcro closures- Sidi invented it.”

The list of cycling shoe innovation Sidi owns is amazing. Nearly every significant development in cycling shoes, from having an adjustable cleat position shoe to Velcro closures on cycling shoes, was invented by Sidi.  A list of Sidi’s most conspicuous cycling shoe innovations looks like this:

  • 1973: First adjustable cleat: Riders can fit their shoes to their pedals for better efficiency and reduced injury.
  • 1979: First synthetic nylon upper cycling shoe: Lighter, more consistent quality, More durable.
  • 1983: First Velcro hook and loop closure: Quick to don and easy to adjust while riding. Durable, lightweight.
  • 1985: First mountain bike shoe: Designed for off-road clipless pedals, provides traction when walking.
  • 1989: First ratcheting/ski boot style closure: Insures shoes are tight enough, can be adjusted while riding. Modular and durable. Helps customize fit.
  • 1993: First monofilament style closure/adjustment: Lightweight and durable, adjustable on the fly, durable and maintainable. Spreads even adjustment over shoe at each adjustment point.
  • 1999: First Replaceable lug system on MTB/Cyclocross shoe: SRS/MTB sole makes shoes last longer.
  • 2002: First High Security Velcro: An enhanced, flexible, lightweight closure system that is adjustable on the fly and more durable than traditional Velcro.

Sidi boasts of additional innovations in cycling footwear, some they invented, some seen on other brands such as an adjustable heel system on road shoes. At the competitive level more bicycle races are won world wide in Sidi shoes than any other brand, an impressive metric considering Shimano’s vast distribution reach through their component business. Sidi only does footwear.

(Left) An original, hand made Sidi Alpine ski boot. Notice the buckle closures. (Right) A tray of hand made Sidi cycling shoes awaits rigorous quality control.

Quaint beginnings aside Sidi has become a footwear and technology leader in cycling and motocycle racing. Their motorcycle racing boots are worn by moto-tourists, World Champion Moto GP riders, top motocrossers and X-Games winners. Their cycling shoes have been worn by Tour de France winners, too many winning triathletes to count and the Italian tifosiof today, a notoriously rigorous and cranky consumer. In the same way that Bell& Ross wristwatches and BMW Motorwerks have combined history, legacy, competitive performance and innovation Sidi has not only remained as relevant as they were when they started in the “classical” era before clipless pedals and carbon frames, they have remained at the leading edge of cycling and motorcycle performance footwear.

Two things are central to Sidi: Italian innovation and Racing. Troy Bayliss, 3 time World Superbike Champion in Sidi hand made Italian racing boots.

While a host of perfectly adequate mass produced, molded shoes pour out of Asia to the US market Sidi still commands a premium for performance, durability, fit, light weight and refined design than some appreciation of quiant cycling tradition. Triathletes don’t care about tradition. They want light weight shoes that transfer power well, fit precisely, leave their feet fresh for the run and last through thousands of miles of ultra-distance training and racing.

Sidi’s line up for 2012 includes a large variety of road shoes and new versions of their popular T1 triathlon shoe, now evolved to the T2 and T3, T3.6.

Two things help differentiate Sidi triathlon shoe models: Overall weight and sole stiffness. The Classic $239.95 T2 Carbon on the left at 319 grams and the T3.6 Vent for $359.95 at 266 grams on the right in white.

The Sidi Triathlon Shoes: T2 and T2.6 Carbon Lite.

The Sidi T2 (left) with the Millenium 3 carbon/polymer sole and the lighter, stiffer full carbon sole T2.6 (right) with the Carbon Lite sole.

The Sidi triathlon shoe line up starts with their classic T2. The Sidi T2 uses the more flexible and heavier Millenium 3 carbon and polymer sole.“Polymer” is the polite word for plastic. The sole on the basic T2 is a combination of injection molded plastic with small carbon fibers in the plastic during molding to add strength and stiffness. The T2 is a better, stiffer, lighter triathlon shoe than this industry had in their first two decades so this is not a low end shoe. And at $239.95 for the Sidi T2 it isn’t entry price either. Expect the excellent Sidi “T” series upper design and more sole flex than their stiffest carbon soles with a little more weight. For smaller riders this may be a more comfortable shoe, with the exception that its heavier. This is also a great shoe on larger pedalssuch as full size Look, Shimano road pedals and Time. The larger pedal platform helps moderate the sole flex if you want a lot of stiffness and you’re heavy. For light riders- it is absolutely stiff enough.

The next Sidi “T” is the T2.6. Again, same upper. Only difference here is in finish and the stiffer, lighter Carbon Lite  sole.There is a hefty price bump from $239.95 on the T2 Carbon to $339.95 on the T2.6, suggesting how difficult and expensive it is to make Sidi’s high end carbon fiber soles. Is it worth an extra $100? If you are over 150 pounds and a size 42 shoe then I’ll suggest “yes”.

 

The Sidi Triathlon Shoes: T3 Carbon, Men’s and Women’s.

Sidi's T3 in Men's and Women's specific versions uses a composite sole and proven upper design.

 

Sidi’s 2012 T3 uses their Eleven Carbon Composite sole, a sole with a variable stiffness carbon fiber insert and a molded polymer, carbon reinforced main sole. This sole design changes stiffness over the length of the shoe to facilitate comfort when worn barefoot for hours, as with an ultra-distance race where you’re on the bike for over five hours. Most importantly, the variable stiffness over the length of the shoe sole helps moderate foot discomfort during the transition from cycling shoes to running shoes. The sole is built on the standard three-hole pattern compatible with Look, Shimano Road, Time, Speedplay and other common clipless pedal systems.

The red polymer heel pad on the 2012 Sidi T3 is replaceable with one Philips screw. This pad helps athletes who wear their shoes while moving on foot through a transition area.

 A unique and practical feature for triathletes is the replaceable heel plate made of a grippy polymer. This red heel platform helps prevent slipping when you are moving through transition areas on foot. If you use a cleat such as Time or Look with grip sections  built on it your footing will be fairly secure even when jogging through transition.

The new T3 is sold in Men’s and Women’s sized versions. The Women’s version has a red stripe and logo, the Men’s version has blue stripes and T3 logo. Volume is adjusted on the Women’s shoes for female specific fit throughout the size run- they aren’t simply downsized Men’s shoes.  

The heel counter is a molded cup bonded and double stitched to the upper just below the padded inner collar. The built up heel cup adds a good measure of structure to the back of the shoe where you concentrate power while pedalling. At the back of the shoe is a wide donning strap. This strap is easy to use for athletes who keep their shoes clipped to the bike in T1. It’s easy to pull the shoes on while underway since the strap is horizontal. Since the upper of this shoe is flexible it’s you can come out of the swim, jump on your bike at the mount line and pedal up to speed with your bare feet on top of the shoes. Once you are clear of the T1 mayhem you quickly slide your feet into the shoes on the go. While it takes practice to don your shoes while riding, already clipped in, it is a skill worth mastering before race day since it can save time in T1 and again coming back into T2. Of the shoes I’ve raced in since tri-specific cycling shoes have been available, this shoe is the easiest for me to don when already clipped to your pedals, leaving T1 on the fly.

The toe on the T3, like all Sidi models, hints back to the era of the toe clip and strap with a reinforced cap at the front and a more tapered toe than some other brands. While no one shoe brand fits every foot, especially since triathlon shoe fit has to be snug, Sidi’s sizing, width and inner volume seems to suit the middle 80% at least. I wear a size 9.5 US running shoe and take a size 41 Sidi T3.

(Left) The toe box on Sidi T3's is double reinforced for shape and comfort and features a low volume, precise fit. The reinforced, polymer heel counter adds stiffness at the back of the shoe.

In addition to Sidi’s refined carbon fiber, variable stiffness sole the upper uses clever features optimized and evolved for triathletes. The two strap system closes in opposite directions for good volume and fit control and added comfort at Iron distance. If your feet swell after several hours on the bike you can effectively increase the volume of the entire upper by loosening both the forward (smaller) and main closure. Since the foot opening at the top of the shoe extends almost the entire length of the upper in a “burrito wrap” configuration adjusting your overall shoe fit while riding is possible. It’s a clever, simple design doing more with less.

The interior of all of Sidi's triathlon shoes is designed specifically to use without socks for faster transitions. The Cambrelle lining wicks moisture away from your feet after the swim. Even with dirty feet after running up the beach and through T1 the shoe remains comfortable with this interior design. The main donning/adjustment strap (right) features a simple notch to hold the shoe open in T1.

The interior of the T3 has reduced, flat seams that run parallel to your feet. A lack of vertical seams means these shoes are designed to wear without socksfor quicker transition, more precise fit and less retention of fluids from bottles being spilled or poured over you on the bike. Having worn the previous versions of the original T1 and T2 without socks at Iron distance, 70.3, Olympic and Sprint I have never had a problem with foot discomfort in the Sidi tri shoes without socks.

Shoes are rotating weight while pedalling. It is worth paying attention to how much they weigh. The T3 is 23% lighterthan Louis Garneau’s Tri HRS shoe with the Sidi T3 at 277 measured weight in a size 42 and a Louis Garneau Tri HRS at 315 grams measured weight in a size 42. That is a substantial savings in rotating weight, well over an ounce per shoe and a combined weight savings for both shoes of 78 grams or 2.75 ounces.

The Sidi Triathlon Shoes: T3.6 Vent Carbon.

The Sidi T3.6 Vent Carbon uses an all carbon fiber sole made in autoclaves used by Ferrari and Ducati. The adjustable toe vent drain helps barefoot comfort.

The Sidi T3.6 Vent uses a higher modulus T700 (read: stiffer) all carbon fiber molded sole for further weight savings and greater sole stiffness. The carbon fabricator is Italian and produces carbon fiber components for Ferrari and Ducati. The T3.6 saves 38 grams per pair measured weight compared to the T3, an overall 7% reduction in weight. The shoe is sold in solid white patent, a traditional colorway for triathlon shoes. A retractable drain/vent in the sole provides extra ventilation and drainage and can be closed in cold weather using the locking screw adjustment.

I’ve raced in or ridden in most popularly available triathlon cycling shoes and this shoe sets the bar. The upper, same as on the T3 except for finish, is a refined and proven design. The sole insulates the bare foot from small pedal systems and road vibration. The added performance of the full carbon fiber sole is especially relevant to large shoe sizesabove a size 44. Big feet on small pedals can use the extra sole performance. According to Sidi’s deflection test comparisons between the Vent Carbon sole on the T3.6 and the Eleven Carbon Sole on the T3 this sole is a whopping 42% stiffer on measured deflection under load.

An innovative retractable vent/drain at the toe of the Sidi Vent Carbon sole increases the shoe's comfortable temperature range.

Sidi also offers an “SP” carbon sole version that uses the four bolt pattern for Speedplay pedal systems. This Speedplay-only SP sole design allows Speedplay users to get their pedal spindle closer to the metatarsal joint at the ball of your foot by eliminating the third three-hole adapter layer from the Speedplay cleat assembly. The stiff T700 carbon sole also helps moderate the small surface area of the Speedplay pedal.

The Sidi T3.6 uses every refinement from Sidi's road sole designs and their quick transition triathlon upper.

It’s difficult to appreciate how nice this shoe is without riding and racing in it. It isn’t what Sidi added to this shoe that make it great, it is what they have left off. The upper is incredibly simple, light, adjustable and comfortable. The addition of the forward Velcro strap, not used when pulling the shoe on and off in transition, allows a significant measure of adjustment for forefoot volume on the fly. Long distance triathletes know this helps prevent foot numbness. The heel counter and exotic, hand made carbon fiber sole put the stiffness where you need it and insulate the foot from vibration and the feeling of the pedal underfoot. This helps prevent foot numbness.

The decision on which Sidi traithlon shoe to buy isn’t necessarily a “good, better, best” progression. While it may seem like the $359.95 T3.6 is the “best shoe” based on price alone the $259.95 T3 with the more flexible (albeit heavier) Eleven Carbon sole is likely better for lighter riders and smaller feet who won’t benefit from the stiffer sole on the T3.6.

The Sidi Fit.  

Sidi has a reputation for a trim fit. A better description may be “precise”. Acknowledging that so many triathletes buy their cycling shoes too largethe Sidi fit may feel more snug than other higher volume brands like Louis Garneau. If you want a higher volume fitting shoe then Louis Garneau and Shimano may be better choices from a fit perspective.

If you buy your triathlon cycling shoes precisely fitted and try them on at the end of the day when your feet are generally at their largest you will get a better representation of how the shoes will feel toward the end of a ride. Remember- with a triathlon shoe you are getting off the bike and running. Never stand up when trying on cycling shoes. When you stand the entire weight of your body is dispersed over the surface area of the sole of the shoe. That will never happen with cycling shoes- even when climbing out of the saddle. This is more commonly caused by the friction created when your foot moves inside your shoe. If the shoe fits precisely (snug enough) there will be no movement and, like a moderate compression garment, your feet can’t swell.

The Sidi fit is precise and molded. Precise fitting shoes prevent movement of the foot inside the shoe, hot spots, swelling and numbness. The feet shown are the author's, a size 9.5 Saucony shoe on the right foot and a size 42 Sidi "T" Series on the left. Both fit precisely. Notice the difference in overall volume. Both shoes, in these sizes have been used by the author at full Iron distance.

Cycling shoes that are too loose create a set of symptoms that may make them seem too small. Riders who have “hot spots” under the ball of their foot and/or numb toes or soreness when getting off the bike and beginning to run usually think their shoes are too small.

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Tom D. <![CDATA[Your Race Wheel Demo Program: ENVE, Profile Design, HED and Zipp.]]> http://university.tri-sports.com/?p=3765 2012-01-16T21:32:55Z 2011-12-27T21:59:39Z
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By Tom Demerly.

Experiencing the benefits of race wheels yourself is the best way to feel how much faster they make you.

How much faster will race wheels make you? Which ones should you buy? What do they feel like on the road? In a crosswind? On a climb?

In 2008 TriSports.com, in cooperation with several wheel manufacturers, began a program to ship wheels to customers for evaluation prior to purchase as part of our Wheel Demo Program. While test rides are not a strong evaluative tool for bike purchases due to fit and position variables every customer can ride the same race wheels and experience the ride quality, performance improvement, handling and overall feel of race wheels. For wheels, there is no fit and position issues as with a bike. You either feel the benefit or you don’t. The overwhelming response is that customers do feel enough of a benefit with aerodynamic race wheels to make a purchase.

The wheel demo program is not a race day rental program. The problems associated with using new equipment on race day make race wheel rental an iffy proposition. The Race Wheel Demo Program does allow a controlled exposure to riding with race wheels on roads you are already familiar with.

Ready to Ride.

Trisports.com ships race wheel sets complete with Shimano/SRAM compatible 10 speed cogsets, tires and quick release skewers. When you receive the wheels just slide the skewers in, air the tires and install the wheels on your bike. On tubular tire wheel sets the tires have already been glued by our mechanics. All you have to do is put them on your bike, air them and ride them.

A benefit of the TriSports.com Wheel Demo Program is comparative analysis of wheel brands. TriSports.com demos HED, Zipp, ENVE and Profile Design Wheels. Reasonable demo prices enable you to try different brands with the demo cost of the wheels you buy being applied to the wheel set you decide on.

The Wheels:

ENVE.

ENVE builds all their wheels by hand in Ogden, Utah. Formerly Edge Composites, ENVE has extensive carbon fiber fabrication experience in wheels, carbon frames and components.

ENVEmakes hand built, US made wheels in their Ogden, Utah facility. The company includes a staff of industry experts who have worked for Specialized, Schwinn/GT, Felt, Reynolds and Easton. Their engineers are in-house, along with their fabrication. This provides a level of material quality, attention to detail and nimble design ability only a domestic wheel builder can offer.

ENVE uses Sapim bladed, aerodynamic spokes with internally housed spoke nipples for improved aerodynamics. Most ENVE wheelsets use a 20 spoke radially laced front and a 24 spoke cross-two pattern in the rear. ENVE 45’s measure 21.8 millimeters wide actual (measured) dimension. This is a slightly narrower design compared to Zipp’s new Firecrest and HED’s new wider cross section wheels.

ENVE is a lightweight leader, with a pair of ENVE 45 carbon clinchers weighing only 1454 grams measured weight. Hubs are Swiss made DT with a patented, high load limit ratcheting system that is more durable than conventional designs. Each demo wheelset is shipped with carbon specific brake pads for use with ENVE Composite wheels.

HED

Top pros like Ironman World Champion Chrissie Wellington have raced and won on HED wheels for two decades.

Steve HED invented the deep section aero wheel. In early wind tunnel tests with Chester Kyle and others Steve Hed conceived the wheel shape that shaped an industry. The HED legacy of innovation lives on with the new HED SCT or “Stability Control Technology”, a new proprietary rim profile to enhance performance and stability in cross winds. The end result is not just a more stable wheel, but a stronger, faster and more durable HED wheel than ever before. SCT profile joins the new generation of wider section wheels for improved aerodynamics. Use these wheels with 23 millimeter tires (supplied on our demo fleet).

HED wheels use proven alloy brake tracks that work with conventional brake pads- there is no need to change your brake pads on race day or for your wheel demo. HED’s weight limit of 190 pounds rider weight mean these are a great choice for the middle 90% of athletes.

HED wheels are economical and use up to the minute technology to give you a race day advantage. When you demo the HED deep section wheels you’ll feel the difference in performance, ride quality and weight.

Profile Design.

Profile Design was an early innovator of aero accesories for triathletes going back to the mid 1980's. Their new Altair aero wheels continue that legacy of innovation.

Few companies can boast the history in our sport of Profile Design. As an original triathlon accessory brand from the mid 1980’s Profile Design has sold nearly every accessory an athlete needs to compete, including bike frames. Adding aerodynamic wheels to the mix was a natural.

The Profile Altair 54 wheels are economical at $1729.95 per set. the rim shape was designed using the latest computational fluid dynamic design principles. Spoking is 20 radially laced Sapim bladed spokes in the front and 24 Sapim bladed spokes in the rear laced in a two cross pattern for better lateral stiffness and vertical compliance. These wheels use 23 millimeter (or wider) tires. rider weight limit is a high 220 pounds making these a robust choice for Clydesdales. Carbon specific brake pads are included with Profile Design carbon rim wheels.

Zipp.

The most popular aero wheel: The Zipp 404, now better than ever with the new Firecrest design.

From the Ford Ironman World Championships in Kona, Hawaii the to the local triathlon: Zipp owns the aero wheel market. No brand is more popular, more prevalent. More athletes race, and win, on Zipp wheels than any other brand. Zipp is born in a racing community. Their designs were conceived three blocks from the Indianapolis Motor Speedway. Zipp has done composite repair on Indycar and Formula 1 race cars for years.

The new Zipp 404 Firecrest is a completely redesigned Zipp aero wheel from previous versions of the 404. Faster and more stable in cross winds, lighter and stronger than ever before this is the most winning wheel in history- only better for 2012.

Zipp’s internal testing and manufacturing set the standard for design, performance and quality control in the composite wheel industry. With Firecrest they’ve exceeded their own internal standards. Zipp uses a new hub design with more precise bearing adjustment than ever and performance better than almost every aftermarket ceramic bearings in a more dependable steel bearing. If you demo a set of Zipp 404 Firecrest wheels your search for the ultimate race wheel may be over.

Additional Race Wheel Resources on TSU:

Profile Design and ENVE Composite in-depth review.

Zipp 404 Firecrest in-depth review.

 

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Tom D. <![CDATA[The “EB2″: “Easy Bike Box” for Safe, Easy Bicycle Shipping.]]> http://university.tri-sports.com/?p=3715 2012-01-16T21:33:46Z 2011-12-22T00:28:10Z
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By Tom Demerly.
The EB2, or “Easy Bike Box” enables bikes to ship more securely with much less adjustment for the customer.

In many ways the bike industry is stuck.

Stuck in a business and distribution model developed, literally, in the early 1800’s when the first German “draisines” were sold from small shops to end users. Despite progress in distribution to end users with every other consumer product category, from electronics to automobiles, bicycles are still sold largely from the corner store. This distribution model makes many brands difficult to buy for consumers who live a long distance from an authorized dealer.

One obstacle for end-user bike distribution has been shipping and assembly. Customers may not want to, or be able to, assemble a bike from a standard industry bike shipping box when they receive it. Our industry needed a box and shipping modality to move an almost entirely assembled, consumer ready bicycle from retailer to end user. TriSports.com’s new “EB2″ or “Easy Bike Box” is that resource.

The EB2 is a custom designed and fabricated reusuable bike carton designed by TriSports.com. The new EB2 box acheives several design agendas:

  • The bicycle requires either little or almost no dis-assembly of the bike for packing in the carton, meaning little or no reassembly by the end user at the receiving end.
  • The TriSports EB2 provides a higher level of shipping protection for the bike since the inner walls of box sit farther from the bike creating a safety “crush zone” not present in conventional shipping boxes.
  • UPS and Fedex can process the TriSports.com EB2 on their existing freight handling equipment. USPS cannot ship this box according to TriSports.com’s Bob Broyles.
  • Other bike boxes sell for as much as $99.95 online plus $25 shipping for the empty box. The EB2 is free with a bike purchase from TriSports.com.

A complete road bike shown inside a TriSports.com EB2 (Easy Bike Box) without its packaging padding in place. Notice the brake and derailleur cables are intact and connected along with the handlebars.

Triathlon bikes with an aerobar cockpit can be shipped in the TriSports.com EB2 with cables attached and the aerobar cockpit rotated downward to facilitate their extra length.  On some bikes the front plate of the stem must be removed and the aero cockpit dropped down with all cables still adjusted and attached. All the customer has to do is bolt the bars in place on the stem.

Even with most triathlon bikes the rear wheels remains in place so there are no derailleur adjustments and the customer never has to touch the chain or rear wheel. It is already installed with all gears adjusted. The front wheel is removed on most bikes to allow room for the cockpit/handlebars, and easy installation using the front quick release on the wheel.

A TriSports.com technician readies a Quintana Roo tri bike for shipping in a EB2 container. He loosens the stem bolts to rotate the aero cockpit downward. The customer simply adjust the aero cockpit up to where they want it, then tightens the stem bolts to the required torque setting using a torque wrench.

While the TriSports.com EB2 container minimizes the reassembly to almost nothing a few basic items are required for every cyclist to maintain and make adjustments on their bike. Since most fasteners on a bike have a torque specification a graduated torque wrench is a must have item. The EB2 does allow for the bike to be shipped with pedals installed so customers who buy pedals from TriSports.com with a new bike don’t need a pedal wrench or experience with installing or removing pedals.

A torque wrench is essential for adjusting handlebar stems an cockpit position and enables the customer to safely install their handlebars to manufacturer torque specifications. Most road bikes shipped in the MAP box do not require handlebar removal.

TriSports.com designed a custom fork mount from packing foam using a wing nut transport axle with polymer protection washers to hold the front of the bike securely inside the box. The front wheel block is attached to the floor of the EB2 using Velcro and is entirely reusable. The wheel block also holds the entire bike in place inside the EB2, preventing movement and maintaining the space between the bike and the inside surface of the box for added security and protection.

As seen in the video above the Easy Bike Box process makes receiving a new bike from TriSports.com genuinely easy for the customer.

While the EB2 Easy Bike Box is easy for consumers to use, the design means shippers have to handle it without placing it on its side. Since the sides of the EB2 are angled it is more difficult for freight handlers to stack boxes on top of it. The size of the box means it is nearly impossible to throw, meaning it will pass through freight terminals with more gentle handling.

The shape of the EB2, especially its angled sides, mean freight handlers cannot readily stack heavy items on its side. This shape and design help protect the box in transit.

The dimensions of the EB2 Easy Bike Box allow UPS and other domestic freight carriers to carry it using “dimensional weight” standards. Dimensional weight is a combination of actual weight and the dimensions of the box. In the case of the EB2 the dimensional weight is 125.5 pounds while the actual shipping weight with a bicycle inside is about 35 pounds depending on the size and model of the bike.

Shipping rates on loaded EB2’s using current (12/21/2011) UPS ground dimensional weight rates are $113.96 to the 03901 zip code in Maine, about the farthest point in the lower 48 states from TriSports.com with 5-7 business days transit time. To a West Coast zip code such as 91301 (Los Angeles, California) from TriSports.com headquarters in Tucson, Arizona the current UPS rate is $90.03. These rates do not include insurance which is $10 for every $1000 of package value. The complete shipping cost for most bikes leaving TriSports.com for lower 48 state delivery addresses is between $120 and $150 including insurance based on current (12/11) UPS ground shipping rates. These rates from UPS change frequently so be sure to get a quote from our customer service department at (888) 293-3934.

Bob Broyles of TriSports.com did caution about international shipping rates, saying, “While this box can be shipped anywhere on the planet, international shipping costs can be very prohibitive.” Customs and duty/import/export charges also apply to international shipments and are the responsibility of the customer to know before ordering.

The size and shape of the Easy Bike Box make it ship UPS "dimensional weight" to the lower 48 United States.

 

While the TriSports.com EB2 is not a replacement for a hard shell bike box such as the TRI ALL 3 SPORTS Velo Safe hard flight cases it is a viable option for infrequent domestic bike packing on airlines, especially if the flight has no changeovers or additional handling. With care the box may last occasional bike box users up to two years depending on how the airline handles to box and the care with which it is packed.

The TriSports.com EB2 Easy Bike Box is a new chapter in how customers buy bikes from TriSports.com. It makes the buying experience easier and more convenient and helps protect your new bike all the way to your doorstep. Developed and tested exclusively by TriSports.com it is one more way we make it easy to Swim, Bike, Run and Shop with TriSports.com.

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Tom D. <![CDATA[A Day in the Life: IronDay.]]> http://university.tri-sports.com/?p=3623 2011-12-22T00:54:09Z 2011-12-21T00:20:15Z
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Ironman: A Goal Realized. TriSports.com Founder Seton Claggett stops the clock at Ford Ironman Arizona in 9:14:56, an age category win and 50th overall place.

It is the Holy Grail for Triathletes: Ironman.
 
More than any other event in our sport finishing Ironman is the high bar in triathlon achievement. An age category win in the most competitive age groups is an even more significant achievement.
 
The Ironman experience is a journey of setting, preparing and realizing a goal. The year leading up to Ironman is filled with hard work, careful planning, setbacks and more hard work. There is a reason why the Ironman motto is “Anything is Possible” It’s a double edged moniker. Ironman is a journey of growth and accomplishment and an ordeal of derailed training plans, anxiety over inadequate preparation and a grueling race day with no guarantees of a strong performance or even finishing.
 
TriSports.com Founder Seton Claggett is an Ironman veteran. Ford Ironman Arizona in 2011 was his 8th Ironman Triathlon, including a race at the Ford Ironman World Championships in Kona, Hawaii. He has completed other ultra-distance triathlons in addition to his World Triathlon Corporation dossier. This year he started out his season with the Leadman Epic Triathlon and also raced the ultra-distance Leadman mountain bike race. While Ironman is familiar territory to Claggett it was clear from the onset that Claggett’s goals for Tempe 2011 went beyond a strong finish. This year Claggett was intent on raising the bar.
 
In confirmation of the idea that “the way you do anything is the way you do everything” Claggett’s approach to Ford Ironman Arizona was extensively data-driven. His use and analysis of power meter data was central to his preparation along with an old-fashioned adherence to some key mega-workouts. One training ride took Claggett over 200 miles, multiple mountain passes (with over 14,500 feet of climbing) and lasted nearly 12 hours. This is the kind of mega-workout needed for solid performance at ultra-distance.
 
Several weeks before Ford Ironman Arizona I proposed to Seton that I would follow him on and off throughout the day to provide an insight on the Ironman experience. Ironman is much more than race day though. Ironman race day is like a long walk across a graduation stage following an extended course of preparation. By race day the work has either been done or it hasn’t. The quality of an athlete’s performance is reflective of that. In Claggett’s case, he apparently did his homework.
 
30 September, 2011. 11:36 Hr.s Local, Safford, Arizona:

Weeks before Ford Ironman Arizona Claggett did a "super brick" that combined the Mt. Graham Hill Climb followed by a long run from the race back into town.

 
On race day Seton shared a small hotel room with wife and TriSports.com co-founder Debbie Claggett and their two kids, Amity and Torin. Despite having two young children and the pressure of a tough day ahead of him Claggett showed no signs of nervousness on race morning. He finished his breakfast, rolled out his muscles using a MuscleTrac device and stepped outside his room to check the weather. For Claggett it had all the look and feel of any long day filled with a big workout, meetings and photo ops.
 
20 November, 2011. 04:51 Hr.s Local, Tempe, Arizona.

Like any day, Claggett woke, ate breakfast, helped get two sleepy kids out of bed and got ready to go to work.

 
Having seven Ironmans under his belt no doubt helped during the early morning preparation. Athletes in the transition set up their last minute nutritional needs on their bikes. Claggett pulled on a new TYR Hurricane Freak of Nature wetsuit, a suit he tested in the days prior to race day. He reported swimming 1:22 repeats at 100 meters doing a “60% throttle” effort. Based on his testing the suit would give him an edge by helping him swim faster with less effort. It’s that kind of analytical approach in the weeks and months before Ironman that predisposes an athlete to a strong performance on race day.
 
20 November, 2011. 06:11 Hr.s Local, Tempe, Arizona, Ford Ironman Arizona venue, T1.

A hectic pre-race transition area at Ford Ironman Arizona.

 
The swim start was, like most Ironmans, controlled chaos. Cannon sounding, people still pouring over the barriers to jump in the water. The Ford Ironman Arizona swim is unique since it is held in an inland waterway not affected by wind and waves. The swim course is a large, narrow, one lap triangle out and back. Claggett beached in 54:10 swimming a consistent pace of 1:25 per 100 meters, a comfortable effort for him given a strong swimming background.
 
20 November, 2011. 07:01 Hr.s Local, Tempe, Arizona, Ford Ironman Arizona venue, Swim Start.
 

Every Ironman swim start is chaotic. Athletes jump over the fence to hit the water seconds before the starting cannon sounds.

Once in T1 Claggett took a moment to pull on a TriSports.com cycling jersey, don his Garneau aerodynamic helmet and because of the cool morning temperatures, pull on long finger gloves for the early miles. Claggett’s transition was quick and business like.
 
Weeks earlier Claggett built up a new Quintana Roo Illicito with Shimano Dura-Ace Di2. He made small improvements to his fit and position while continuing to log huge mileage prior to a short taper. His seat angle was moderately steeper by race day, opening the angle between the femur and torso to allow a more comfortable posture on the bike, good digestion while riding and taking in nutrition and eye-ball good aerodynamics.
 
Claggett used “J” bend style Profile aerobars and a Fizik Arione Tri saddle above his favorite Time pedals. His race wheels were a Zipp disk rear with Powertap hub and a Zipp 808 Firecrest front rolling on Zipp Tangent tubular tires.
 
20 November, 2011. 07:57:43 Hr.s Local, Tempe, Arizona, Ford Ironman Arizona venue, T1.

Claggett in T1: A moment to pull on a jersey and gloves for the cool morning temps and then out.

 
The bike course at Ford Ironman Arizona is three loops on an out and back course for 112 miles. As with most Ironman bike courses the wind tends to build as the day goes on. Getting on the bike course early is an advantage since it is less crowded on the first loop and the wind is not as strong. Claggett had the bike course almost to himself as one of the early athletes out of the water.
 
20 November, 2011. 08:03:19 Hr.s Local, Tempe, Arizona, Ford Ironman Arizona venue, T1 exit.

Being on the bike course early presented the advantages of low wind speed and light traffic from other competitors.

 
Claggett’s bike splits showed the effects of the building wind- and change of wind direction- throughout the day. His first loop of three, completed in light wind and low bike traffic was done in 1:35:25 at an average of 23.52 MPH. As the atmospheric data shows for the day, the wind not only built slightly but changed direction, moving from a cross wind on most of the course to a difficult headwind on the return part of the course, effectively negating any benefit from the net elevation loss on the return trip of the bike. Athletes who got on the bike early were rewarded. Athletes who were stuck on the bike course by slow swim splits and slow average bike speeds got hammered by the change in wind direction and speed. As the wind speed chart below shows, anyone on the bike course after 2:00 PM local got hammered.

Getting on and off the bike course early proved to be an advantage at Ford Ironman Arizona in 2011 as wind velocity and direction changed throughout the day. Notice that at 12:00 Hr.s local zone time the wind accelerated significantly and changed direction from an effective cross wind to a significant headwind on the return leg of the bike course. Slow cyclists got punished. Claggett was already pulling on his running shoes by then.

 
Claggett’s bike preparation served him well as he maintained a strong 23.21 MPH average on the second loop, completing it in 1:36:09, only 44 seconds slower on his second lap than his first. From his first lap of the course to his third Claggett surrendered 3:30 to the increasing wind. Most athletes lost significant amounts of time from their first lap to their third. Using data from his power meter Claggett’s pace remained effectively similar.

Other TriSports.com atheltes, employees and customers on the course included TriSports.com's Alison Kablack, Billy Oliver, Shelly Daniell, Steve Acuna, Jarreau Jones, Thomas Gerlach.

 
Claggett has trained extensively with power, using it as his primary metric for maintaining pace and workload. A survey of his power output on the course reveals an uncanny adherence to his desired power output. If you look carefully at the change in average speed expressed in miles per hour it reveals interesting insights about his pacing, the wind direction and Claggett’s discipline in maintaining his power numbers.
 
The outbound leg of lap 1 is done at 23.1 MPH while the return leg is 21.1 MPH average, a 9.1% change in speed. His power output varied 9.7%, 214 watts average going out, 220 watts average returning. Over the entire 112 miles Claggett’s average cadence only varied 5 RPMs average from one recorded lap of 6 laps to the next, an extremely precise adherence to his race plan. His average cadence over the entire ride was 87.1 RPMs. This closely mimmicks his run pace cadence, facilitating an easy transition from bike to run and keeping the frequency of effort relatively constant.

A snapshot of Claggett's power data (click to enlarge) shows his average cadence per lap along with speed and power output. Claggett used each leg of the bike course as a "lap", three sets of out and back.

Claggett keeps an eye on his power and nutrition on the early two laps.

 
Ford Ironman Arizona’s multi-lap bike course on an out and back circuit mean the latter laps get crowded. As wind speed and direction changes the day becomes more difficult, punishing athletes who are late to get on the course. This leaves faster athletes with a crowded bike course on their third and final lap. Maneuvering around other athletes and staying within drafting rules means faster athletes are forced to the middle of the road near the white line. Corners are crowded and aid stations can be tricky to get through on the final lap, especially if you need a bottle.

Lap three: At this point every athlete in the race is on the bike course. It gets crowded and riding within the no-drafting rules becomes difficult. The faster athletes are forced toward the middle of the road.

 
Despite increasing numbers of athletes on the bike course, fatigue and rising winds Claggett’s 4th lap back into Tempe was his second fastest. He rode 17.8 miles at an average speed of 25.8 MPH from mile 57 to mile 75 on the bike course, a crucial segment in an Ironman where many athletes become complacent and give up time.
 
On his final circuit he gave up a small amount of time and speed but maintained consistent power numbers until hs last segment back into T2 where he finally went below 200 watts average power output for 18.9 miles averaged 196 watts.
Claggett’s crucial power metric for the entire ride, 3.18 watts per kilogram of body weight, proved to be an economical relationship between power output, speed and workload. He backed off significantly in the final miles before the bike to run transition to begin the run on fresh(er) legs.
 
Claggett’s approach on the bike was an assertive one. His average speeds on each leg were high. Using his power meter metrics to determine a sustainable pace netted imposing speed numbers. Some observers may suggest the bike ride was exceptionally ambitious. The outcome of the run would decide if it was a solid strategy.

Catching Claggett on his final leg back in toward T2. For the first time on the bike course the effort was visible on his face.

 
Claggett pulled on his running shoes at 12:44 PM (12:44 Hr.s) Local zone time. Once on the run he set an ambitious pace despite a minor nutritional mistake. Claggett used Infinit Ride Formula on the bike, a fluid replacement and energy drink with a small amount of protein. The 4 grams of protein per 2 scoops, 280 calories per serving in the form of ultra-pure whey isolate helps to resist the onset of a hungry sensation according to Infinit Nutrition. Claggett tested the formulation extensively in training before race day. No problems on the bike. His minor mistake was trying to use it on the run.
 
On the run the drink frothed up and became difficult to drink. The minor mistake was quickly corrected by switching to aid station nutrition. His first 2.5 miles on the run were done at a 6:50 pace. By mile 11 on the run he had maintained a 7:01 pace per mile. Over the next 8.5 miles the fatigue of the race began to accumulate as Claggett slowed to 7:59 per mile, a 12.5% reduction in run pace over 8.5 miles.

Claggett corrects an early run nutritional slip-up by ingesting an energy gel.

 
After the ambitious tempo on the bike and a very strong set of opening miles on the run Claggett moderated his effort over the final 10 kilometers (6.2 miles) to an 8:33 mile pace. At 2:54 PM local time overall race winner, top professional Eneko Llanos stopped the clock at the finish line in downtown Tempe Arizona at 7:59:38 setting a new North American Ironman record.

Overall winner Eneko Llanos stops the clock in 7:59:38, only the second man to break 8 hours in a North American Ironman.

 
When Llanos hit the tape at Ford Ironman Arizona Claggett was entering his own finale in the closing miles of the run with about 74 minutes remaining in his race.
 
A steady stream of pros including overall women’s winner, TriSports.com’s Leanda Cave, hit the tape at 3:44 PM Local in 8:49:00. Claggett was about 3 miles from the finish line.

TriSports.com/K-Swiss athlete and local Tucsonian Leanda Cave stops the clock in 8:49:00 for 1st Female Pro. Claggett is entering his final four miles.

 
While conditions in Tempe for Ford Ironman Arizona were good early in the day the wind speed was taunting the back half of the field on the bike and early in the run. At 2:00 PM local the temperature had moderated at the high for the day, 71 degrees Fahrenheit. The mercury stayed there for the next three hours under a high overcast. Wind speed moderated at 8 M.P.H. blowing dead north. Most runners had a pleasantly cooling crosswind. Cyclists at the back of field coming into town faced this as an annoying headwind.
 
Claggett reported that he felt uncomfortable in the closing miles, leg pain and fatigue taking its toll following his aggressive pace. He was very much in a race as 37 year-old Warren McAndrew of Edmonds, Washington was less than a minute behind him. McAndrew was a threat to Claggett since he is a run specialist, having run a 3:32:32 marathon (8:06 pace) at the 2010 Ford Ironman Coeur d’Alene. McAndrew also had two marathons under his belt for the year in Vancouver, British Columbia and Napa Valley, California. At Claggett’s closing pace of 8:33 per mile on the run McAndrew could have been as fast as 27 seconds quicker per mile.
 
Entering the closing miles it was possible McAndrew could overhaul Claggett by over 30 seconds. One of the biggest age group pursuits of the day- and possibly of the entire Ironman season- was playing out in the final three miles of Ford Ironman Arizona. It was Claggett versus McAndrew.

Claggett was bouyed late in the run by seeing his son Torin and daughter Amity.

 
Claggett’s ambitious strategy using the power meter on the bike and an aggressive opening salvo in the run had broken McAndrew’s pursuit. He hit the tape at 9:14:56 as the Ford Ironman Arizona age category winner. Entering the finish chute Claggett was a little more than a city block in front of 2nd place age category contender Warren McAndrew after 140.6 miles. It was a hard fought age category win for Claggett. The battle started months earlier as Claggett accumulated huge miles on the bike, establishing his base, while McAndrew apparently focused more on his run. Claggett’s strategy won the day.

While Seton Claggett's form going into Ford Ironman Arizona 2011 was excellent, so was Warren McAndrew's. Claggett bested McAndrews by a scant 45 seconds in a 554 minute race.

 
Over a nine-hour race Claggett had won by one-tenth of one percent of the total race time, a mere 45 seconds. An extra bathroom stop would have obliterated his lead. On that day his race was perfectly engineered, an opus of preparation and execution.

Claggett celebrates his finish- and age category win with wife Debbie and daughter Amity, son Torin.

 
Claggett’s age category win earned him a coveted Ford Ironman World Championship slot for 2012, a spot he passed over to focus on business expansion at TriSports.com in the upcoming year, including the opening of a new TriSports.com Retail store in downtown Tempe, Arizona.
 
Following his race Claggett was pleased his training and plan had come together. The normally reserved Claggett was excited by his performance, thanking employees and other competitors for being at the event to share the day and witness his performance along with Steve Acuna, Alison Kablack, Shelley Daniel, Leanda Cave, Billy Oliver, Jarreau Jones, Thomas Gerlach and other athletes affiliated with TriSports.com including an army of volunteers staffing the TriSports.com aid station on the run course.
 
Claggett’s race was confirmation that much of Ironman success is built in the months before race day and the engineering  and execution of a careful race plan on race day. The remainder of a great race is crafted from experience in other Ironman triathlons and the intangible ingredient that makes one athlete want to win more than another- the thing that truly makes anything possible.
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Tom D. <![CDATA[Zipp 404 5,000+ Mile Torture Test.]]> http://university.tri-sports.com/?p=3597 2011-12-08T17:33:23Z 2011-12-07T23:37:09Z
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By Tom Demerly

After- and Before. The Zipp 404 on the left has 5,453.8 commuter miles on marginal roads. The 404 on the right is out-of-the-box new.

How durable is the 2011 Zipp 404 wheel in the real world? Can you ride them everyday? Are they durable enough for bad roads? And most importantly, if you buy Zipp 404 wheels will they last for a number of race seasons and retain their resale value?

We rarely get the time to test products over a span of a couple years. Product life cycles tend to run in model year, roughly 12-18 month cycles. Manufacturers time new introductions for the beginning of successive seasons when consumer interest in the latest and greatest is running high.

Until the recession.

The global recession has torpedoed discretionary spending among consumers and caused them to keep the things they buy longer and to shop discounts and sales carefully when they finally do buy. Even though our sport is purported to be “recession proof” when you look at race participation numbers (especially at Ironman) the economic environment has refocused consumer attention on value. Value is a good price for good equipment that lasts.

Two years ago I began riding a pair of new Zipp 2011 Zipp 404 clincher wheels. This is the pre-Firecrest wheel with the silver, brushed aluminum alloy braking surface, carbon fiber rim, one version removed from latest hub.

I commute to work nearly everyday and completed more bicycle commutes to and from TriSports.com than any other employee in 2010 and again in 2011. My commute is between 7.5 miles and 19.5 miles depending on the route. The direct, 7.5 mile route on Alvernon has mixed pavement but heavy traffic. I’ve been hit once by a van while commuting on this route and tried to resuscitate one pedestrian run over by a car. It’s a busy main street through a crowded central city area. The long 19.5 mile route is down Swan to Golf Links at the north end of Davis-Monthan Air Force Base. Circling Davis-Monthan takes you over Kolb Rd. and Wilmot Rd. then up Valencia. Each of these roads have wide bike paths but poor, sun cracked black asphalt. The route passes in front of the Pima Air Museum and through the famous Davis-Monthan AFB AMARG “Bone Yard” or storage facility for surplus U.S. and international military aircraft.

Pavement in Tucson ranges from excellent to poor due to exposure to sun and high temperatures. Because most of my commutes are in high automobile traffic areas the pavement tends to be poor. I cross this expansion joint 2 times day- one of many.

“The Zipp 404 wheel is likely the most popular aerodynamic wheel in the world.”

The Zipp 404 wheel is likely the most popular aerodynamic wheel in the world. Year after year at the Kona bike count Zipp brand wheels count for more race wheels than any other brand by a substantial margin and the majority of those are 404’s. The Zipp 404 is a “do everything” wheel. It’s 63 millimeter deep measured rim depth is optimal for cross winds, flat, rolling and even very hilly courses and has tested most effective across a wide range of yaw angles than any other rim depth. If you do a survey of the middle 90% of Ironman bike splits averaging between 17 and 22 M.P.H. the Zipp 404’s 63 mm rim depth is the best choice. In fact, when Steve Hed innovated the deep section aero wheel in the late 1980’s the original wind tunnel results suggested an “about 60 mm” rim depth would be the absolute optimal rim depth. Since then more aero wheel brands such as Zipp, HED, Mavic, Easton, Campagnolo, Shimano and many others have settled on the 60 millimeter rim depth as the de-facto “best” relationship of weight, durability and aerodynamics. The implication is clear: If you own one set of race wheels, buy 60 mm deep aero wheels.

The Zipp 404 clinchers I ride use a SRAM cogset and have rolled on three different rear Continental Gator Skin 700 X 25 c tires and two different Continental 700 X 23c front tires. I’ve lost 24 pounds since I started riding these wheels to and from work and weigh 161 pounds at 5′9″. I ride in all weather, from summer Tucson heat to the 31 degree low temps I rode in this morning and the rare Tucson gulley-flusher downpour.

Even with five flat tires, one minor collision with a car and literally thousands of chuck-hole strikes my Zipp 404’s are perfectly true. They have also retained spoke tension almost identical to a new wheel out of the box. There are minor scratches on the finish from hitting road debris but no damage tot he structural carbon or the alloy brake track. The hubs were adjusted once (tightened) at about 200 miles suggesting they were slightly lose out of the box from the factory. Once the bearing adjustment cap was turned down and the set screw torqued the hubs have stayed in adjustment for 5,453.8 miles.

Left: With 5453.8 miles and one early hub adjustment the hubs have stayed in adjustment and still roll freely. (Left) A new hub from the same model year wheel.

Zipp 404’s are hand made in Zipp’s assembly and manufacturing facility in Indianapolis, Indiana. I’ve toured the quality control and manufacturing facility including the areas where the rims are molded and finished. After seeing the process of laying up the carbon fiber and finishing the cured carbon fiber rims then hand assembling the wheels I wasn’t surprised that I got good durability from a stock set of wheels. the process is meticulously controlled and has been updated continuously since Zipp started making wheels in the 1980’s.

Close inspection of the areas where stress accumulates on wheels revealed no change in the wheel from when it was mounted. The areas surrounding the spoke nipple are intact and, once the road film is cleaned away from them, they appear as they did when new. The bladed orientation of the spokes has stayed in alignment with the wheel itself, suggesting the spokes have not twisted, bent or been deformed by impacts, wheel removal, loading the bike into a vehicle or from chuck hole strikes.

The 5,453.8 mile wheel (right) showed no signs of wear at the spoke nipple or spoke inlet to the rim. Other than an accumulation of road film it appears unchanged from the new wheel (left).

Another area we wanted to check for wear was the alloy brake track. While Zipp has spent significant resources on the design of their new carbon fiber brake tracks in wear, heat dissipation and stopping power the previous machined alloy brake track was proven and dependable. The southern Arizona, Tucson riding environment is a dust and sandy one. The weather is extremely dry so dust and sand accumulate in the braking system and on the pads. This has an abrasive effect on the rim surface. At 5453.8 miles my rims did show some brake wear, but not much. As a percentage of total rim wear, with 100% being completely worn out, I would suggest these rims are now as much as 15% worn after 5453.8 miles with frequent braking in the commuting environment. It is worth noting the same set of original equipment brake pads were used for the entire life of the wheels, and that those likely accelerated the wear of the rim section as they became laden with grit and road film. Another benefit to the alloy rim is that is uses a normal (non-carbon specific) brake pad that is extremely durable.

Brake track wear on the 5,453.8 mile wheel may be as high as 15% after frequent braking in a highly abrasive environment. The benefit of using a traditional brake pad on an alloy rim means brakes and rims both last longer. (Right) The same model year wheel as new.

Shift performance, ride quality, sound and the other features of wheel performance have remained unchanged throughout the 5,453.8 mile ownership test. There has been no maintenance beyond the early hub adjustment performed on the wheels. Tire changes were performed when flat tires from foreign object punctures occured. Even with the accumulation of desert dust and grit the wheels have maintained good mechanical performance, braking, shifting and rolling.

Another feature to previous model year Zipp wheels is the economic component of the ownership experience. Zipp wheels purchased new from an authorized dealer come with Zipp’s warranty against defects to the original owner. Wheels purchased in the secondary market such as auction sites or Internet classifieds do not have warranty support from Zipp but still command prices close to- or even above- current pricing on previous model year Zipp 404’s sold through authorized Zipp dealers. Since previous model year Zipp wheels tend to hold their resale value relative to other brands there is an economic component to the Zipp brand missing from other brands. For any consumer dubious about carbon rims, the prior alloy rim Zipp 404 remains attractive, especially with these late model hubs.

Prior model year Zipp 404 wheels hold their resale value in the secondary market according to a survey we did on several popular auction and internet classified websites. This reduces the true "ownership cost".

While it is unusual for us to be able to test any product over 20 months of continuous use in all settings this test proved interesting since the 2011 Zipp 404 exceeded our expectations for impact resistance, wear and mechanical reliability. The wheels also command near-new resale value in the secondary market.

Zipp makes continuous improvements to their wheels with on-going weight reduction, aerodynamic improvements and other design updates. These updates are made so quickly that prior version wheels often still exceed the performance standards of competing brands and offer exceptional value.

The test bike for our 5453.8 mile Zipp 404 test, ridden in all weather and all road conditions over 20+ months.

The Zipp 404 is the classic aerodynamic performance wheel. I’ve stopped referring to them as “race wheels” since that suggests some exclusion from the ability to be used every day. That isn’t true with these wheels. They are fast on race day and they are durable and mechanically dependable enough for everyday use. Every wheel can be damaged by a chuck hole strike, crash, mishandling on a car rack or packing case. Those are not warranty situations- they are accidents in the normal course of race wheel use and not covered by a warranty. The everyday wear and tear on the wheels did not induce any damage or wear even after 5453.8 miles in tough, real world conditions. That is an impressive result. The 2011 version of the  Zipp 404 has truly stood up to the test of time and distance.

Buy This Product Now on TriSports.com

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TriSports.com <![CDATA[A Tale Of Two Stomachs]]> http://university.tri-sports.com/?p=3584 2011-12-06T20:27:51Z 2011-12-06T20:27:51Z
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By Jimmy Riccitello

Jimmy Riccitello (right) and Paul Huddle compare and contrast gastric strategies for endurance events.

I recently participated in the Leadville 100 mountain bike Race Across The Sky.  It was an awesome and epic event – 2900 participants each with their own survival story, most of which I heard in the days following the race.

Interestingly, most of the post-race chatter centered around “What did you eat?”  Rarely did I hear tales of exceeding 60 mph on the Columbine descent, episodes of altitude-induced delirium, or massive mechanical failures – gastronomic woes was definitely the topic du jour.

I have my own Leadville story of gastronomic woes, of course – that involves a little stomach bug the day before the event (note to self: Colorado may not be the most reliable place for sushi).  The thing is, I had a successful race – despite my extreme pre-race intestinal distress that bordered on historic – because (with one small exception) I listened to my gut.  My relative slowness had nothing to do with what I ate or didn’t eat, what I hurled and didn’t hurl, or what I left behind a couple bushes in the wilds of Colorado – and everything to do with my lack of training.

Meanwhile, my friend and colleague Paul Huddle battled inner demons that tried to sway him away from his tried and true strategy of eating everything and anything he could get his hands on.  Fortunately for him – he could not be swayed, and made zero eating mistakes on race day.  It’s worth noting that I’ve seen Huddle swallow a fully loaded 12” Subway sandwich and then go on a hard 10 mile run in 95 degree heat.  Huddle is an amazing specimen and proof that the gut is trainable (a topic for another day).  I learned much of what I know today from watching him work.

For your education (entertainment), we’ve recapped our race day stomach stories – commentary from two of the most legendary stomachs in the sporting world.  We employed drastically different eating strategies, but followed the same principle – have a plan, but listen to your gut instincts on race day.

Jimmy “Big Gas” Riccitello

I rarely eat breakfast before a race or training due to my “nervous stomach” – preferring, instead, to rely on dinner the night before, “snacks” immediately prior to start time, and food during the event.  But because I didn’t eat dinner the day before Leadville due to the aforementioned bad sushi, I thought it would be prudent (100 miles is a long way on a mtb, after all) to choke down a pb&j sandwich at 3:30 a.m. on race morning.  But I knew after the first bite that I should not try to eat the sandwich.  I choked it down anyway, of course, because I was afraid of bonking and knew that I was under-prepared for 100 miles on a mountain bike.  This would be my one and only major mistake of the day – breaking the rule of not listening to one’s gut instincts.

I felt ill from the time I finished the sandwich until the race start.  Not only was I unable to drink any water beforehand – I couldn’t even get coffee down.  So as a result of the sandwich (and partly the sushi), I spent the first 28 miles of the race clenching my butt cheeks together to prevent shammy skid-marks (or worse).  And not to digress – but clenching my butt cheeks while riding the bumpy Leadville fire-roads proved to be more of a challenge than the ride itself.

Moving along (sort of) – I didn’t eat for the first 28 miles because the thought of food, smell of food, or sight of anyone else eating food, made me feel like I was going to hurl.  This was separate from the painful lower intestine caused by the festering PB&J.  At mile 30, a short visit to the woods rectified (no pun intended) most of the painful lower intestine.  And for those of you who’ve always wondered if a bear shits in the woods – I had a pretty good spot and I didn’t see a bear anywhere.

Still not hungry – I looked forward to the Twin Lakes aid station and the ice cold coke that awaited me there.  I was convinced that a coke was just what I needed to settle the stomach and provide some calories.  Shortly after arriving, my crew handed me an ice cold cola.  There’s nothing like the hisssss upon opening an ice cold beverage when you’re hot and thirsty.  Unfortunately, after one swig, I knew that this was not the answer my stomach was looking for.  So I soldiered on – even more careful now, of keeping my effort level “very comfortable” in an effort to stave off the dreaded “bonk.”

Jimmy "Big Gas" Riccitello gets on the gas at Leadville.

The climb to Columbine was not as bad as I expected, due – I’m certain – to my conservative effort. At the top, I grabbed two bottles of water to replace the two that I’d finished during the climb.  It’s worth noting that after the first 28 miles, I didn’t have any issues drinking plain water – so I drank a lot of it.

The descent was problem-free and I actually enjoyed it.  I had no head-on collisions or even close calls.  My stomach seemed to be settling down, too, and I was able to drink two thirds of an ice cold cola at the bottom of the Columbine descent.  The thought of solid food – even a gel - still made me nauseous, however.   I reasoned that I’d rather bonk than continue to hurl, so I decided to stick with liquids only.  Despite the fact that I got most of a Coke in on my second stop at the Twin Lakes aid station, I left the aid station feeling a little apprehensive about what was ahead – namely the Powerline Climb.

The Powerline Climb was as spectacular (incredibly hard) as advertised.  There was no way to get to the top without going into the red-zone.  I made it without bonking, but grew increasingly worried that the man with the hammer would appear at any minute and pummel me into submission.  I grabbed a small Dixie Cup full of cola at the neutral support aid station and filled both of my bottles with water.  I also took a bottle of Gatorade Endurance with me, in hopes that it would go down easy.

There is a nice paved climb after Powerline, and I occasionally sipped on the Gatorade Endurance while climbing the road.  This section was where I started getting passed by lots of racers.  I continued to creep along at an aerobic pace, however, and resisted the urge to get to the finish line sooner (ie. hammer).  This would prove to be a wise decision, although it was tough to watch so many people ride by me like I was standing still.

Feeling pretty pooped (no pun intended) at the top of St. Kevin’s, and a little scared about the final 4-5 mile gradual uphill slog to the finish line, I decided to see if I could get a few calories in me.  I looked at the aid station table full of food, and the gels looked good to me.  This is weird because I’m rarely a gel enjoyer.  To my surprise, the gel was the best tasting gel I had ever tasted and I had no queasiness at all.  Based on this, I had another gel a few minutes later at the bottom of St. Kevin’s.  These two gels worked wonders (duh) and I really enjoyed the final few miles and actually passed a few people.

In short, I was happy to have made it through nine hours of riding without bonking, despite taking in a minimum of calories.  Of course this meant being very careful about my effort.  In reality, this ultra conservative pace probably saved my butt, since I was truly in no position fitness-wise to push the pace – at least not for nine hours.  Had I not had GI issues before the race, I probably would have ridden the first half of the ride too hard, and blown sky-high as result.  Additionally, listening to my body and not forcing calories when the thought of food was revolting, saved me from having even more severe GI issues, which could have prevented me from finishing or at least made an otherwise enjoyable day, a miserable experience.

Paul “Garbage Can” Huddle

What did I eat?  Hah!  The night before, we ate at the Pizza Hut.  Not great food but all the locals were there – didn’t see anyone doing the race.  We were all about quiet and convenience.  I had the “Meaty Marinara” – overcooked rotini with mystery meat marinara sauce and five of those bread sticks and some salad from their salad bar.  Awesome.  The nice thing was that it was a 50-meter walk from our hotel and was really quick and I could get back to the room to watch Entertainment Tonight and find out what was really going on with Brad and Angelina.

It was funny because I was starting to go all “age-group nutty” the evening of the race and started planning all my CarboPro, gels, etc. – like it was 1991 the night before Kona - and was getting kind of nauseous because I was stuffed after dinner and couldn’t imagine eating all of it during the ride.

My one and only truly long training ride was 100 miles – about 50/50 road and dirt – two weeks earlier.  On that ride, I stopped twice and had chocolate milk, ice tea, one King size Payday, Gatorade, and a Dr. Pepper.  I felt GREAT.  My genius wife, who could see that I was about to become another victim of overdoing race nutrition, said, “What are you doing?” in that tone that only she can achieve.  I stopped my age-group panic and said, “Yeah, what in the hell AM I doing?”  Right then and there, I decided that I was going to treat the race just like that 100-mile ride – same effort, same food.

Race morning I felt gross and wasn’t up for eating so I didn’t (Me: I wish I would’ve ate at Pizza Hut with Huddle and skipped breakfast, too).  My inner coach was saying, “Hey, you have a 100-mile ride.  You better eat at least 400 to 600 calories.”  Then my inner pragmatic athlete said, “Don’t listen to that idiot, he’s just making that up based on some book.  What do YOU feel like?”  So, when I thought about it, I realized that I don’t normally eat a whole lot in the morning – even before rides – and figured that I still had Pizza Hut going for me so I just drank.  I actually drank TWO bottles of Gatorade Endurance Formula and that went down really easy and tasted good to me.  Three minutes before the gun went off I had to run to a little alley to pee for the 6th time but, hey, I was hydrated and feeling GOOD.

So, during the race, I missed my stop at the Pipeline feed zone at 25 miles (was actually looking for some chocolate milk) on the way out but I hadn’t touched my bottles to that point (one bottle of water and one bottle of Gatorade Endurance Formula) so I just unloaded my warm clothes with some people I didn’t know, and headed for Twin Lakes.  I knew Twin Lakes was only 15 miles up the road and would be mostly flat, which was perfect.  I actually got down a packet of Gu Chomps (yummy) and a packet of Gu Lemon Lime gel with the water & Gatorade.  I had drunk most of both water bottles by the time I got there.  I picked up a chocolate milk and refilled the bottles (one water and one Gatorade Endurance), had a small Payday, and headed toward the Columbine climb.

In contrast to Paul "Garbage Can" Huddle, Riccitello was subject to the vagaries of a GI system gone mad.

I hit some major bumps on a short downhill on the way to the Columbine climb and lost my water bottle.  I pulled over, laid the bike down, and ran back to pick up the bottle.  Like a rushing idiot, however, I didn’t pay attention to the fact that there were multiple bottles lying there but the bottle I grabbed was ice cold so I figured that it must be mine.  I was just at the feed zone and know that my trusty wife made sure my water was cold.

10-minutes later I reached for the bottle and took a pull of the grossest, sweetest tasting fluid ever known to man.  Great – I have a bottle of mystery syrup and a bottle of Gatorade Endurance Formula.  Whatever.  It’s not that hot and this climb isn’t that bad and I know there’s water at the top.  So it went.  Lesson:  Pay attention – regardless of what you’re doing in a race.

I filled up with water at the top, ate another Gu Lemon Lime gel, got a drink, took another pee and started for the descent.  By the time I got back to the Twin Lakes Feed zone – now at 60 miles – I decided this would be one of my big stops.  I stood there like a drunk at the bar and downed a chocolate milk (#2), a sweetened ice tea, some water, a small Payday, most of a Gatorade, and a 12-ounce Mountain Dew.  That’s a lot of fluid but it was starting to finally warm up and I probably sweated at least that much on the climb.  At 75 miles (Pipeline on the way back) I stopped again for another chocolate milk, two mini Paydays, some water, a Gatorade and a little coke, and headed for the final aid station at the top of St. Kevins.  I knew I had Powerline and St. Kevins (road and dirt 7-mile climb) on the way back but I didn’t account for how long it would take and found myself with two empty bottles on the road climb with 2 miles to the aid station.  This actually was pretty good because I didn’t have to carry that fluid weight up that hill but I definitely refilled before the final 2-mile climb on dirt to the top of St. Kevins and, what I considered the end of the race.  Yeah, you’ve still got 8 miles or so to go but there’s a lot of downhill and flat and I’d ridden the final little climb up “the Boulevard” and, while I knew it would be worse on race day than on the pre-ride, I also knew it was do-able.

Moral of the Stories

I’ve seen the best athletes in the world, in the best shape of their life, come unglued due to a mistake in what they did or did not put in their stomachs.  All the training in the world can’t override eating too much, too little, or dehydration – all of which are largely under our control.

For the most part, it boils down to listening to your gut instincts – no pun intended.  If you pay attention, your body (stomach) will tell your brain what you need, or don’t need.  The problem is that it’s hard to listen to what your gut is telling you when we’ve been bombarded by a myriad of supplement, nutrition, and hydration companies – all of which are vying for our hard-earned dollars.  Don’t get me wrong – there are many good food and drink products out there – what you have to do is find one that works for you, and come up with a refueling strategy that you can adhere to, and then be open to adjusting on race day.

Nutrition summary

Time Of Day / Location Sustenance (RICCITELLO) Sustenance (HUDDLE)
Day before Too much bad sushi Pizza Hut
3:30 AM Part of an almond butter and honey sandwich 2 24-ounce bottles of Gatorade Endurance
0-25 miles Nothing Nothing
25-40 miles Half of a Honey Stinger Waffle (hurled it up), 2 Clif Bloks (spewed), 2 bottles of water (no issues, but sipped) 1 pack of Gu Chomps, 1 Gu Lemonline gel, 1 20-oz water, 1 20-oz Gatorade Edurance, 3 Thermolyte Salt Tabs
Twin Lakes Aid Station Sip or two of coke was all I could stomach, took 2 bottles of water 1 16-ounce 1% chocolate milk, some water & Gatorade
50-60 miles (incl aid station at top of Columbine) Drank 2 water bottles on the way up, one at the top, and re-filled both bottles with water, drank both bottles of water on the descent On the way up drank 2 bottles of water, 1 bottle Gatorade Endurance Formula, two sips of unknown, sickly sweet syrup, 3 salt tabs – drank 1 water at the top, 1 salt tab, re-filled 2 bottles with water.
Twin Lakes Aid Station 1 bottle of water and most of a coke, re-filled both bottles with water 1 12-ounce 1% chocolate milk, 1 16-ounce sweetened ice tea, 1 12-ounce Mountain Dew, 20-ounces of Gatorade Endurance Formula & some water
60-75 miles 1 bottle of water 1 24-ounce Gatorade Endurance Formula, 1 20-ounce bottle of water, 3 salt tabs
Feed Zone (near bottom of Powerline climb) Drank bottle of water and re-filled 2 bottles with water, carried 1 Gatorade Endurance 1 chocolate milk, 1 coke, 1 water, 1 gatorade, 2 mini Paydays
75-88 miles 1 bottle of water and sipped on Gatorade 1 bottle of water & 1 bottle of Gatorade Endurance Formula, 2 salt tabs
Feed Zone (near top of St. Kevins) Filled bottles, two small cups of coke quite a bit of water and re-loaded bottles of just water
88 miles to finish 2 gels, 2 bottles of water 2 bottles of water, 1 pack of Gu Chomps, 1 mini Payday, & 3 salt tabs
Post Ride Not much for 2 days (stomach virus) Ate anything within reach
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Tom D. <![CDATA[2012 Quintana Roo Illicito]]> http://university.tri-sports.com/?p=3564 2011-12-06T19:35:40Z 2011-12-05T20:28:17Z
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The Quintana Roo Illicito uses unconventional frame design to produce a claimed lower drag coefficient. It worked for TriSports.com Founder Seton Claggett at Ford Ironman Arizona. Claggett averaged 23.13 MPH at IM Arizona, a new PR on the way to his age category win.

The logic is simple: If you want to make a bike perform differently you have to design it differently

The Quintana Roo Illicito is different. The frame has no left seat stay. While the missing seat stay and massive left chain stay are the most visually striking features the SHIFT technology, improved carbon fiber lay-up, redesigned rear brake and BB30 bottom bracket also exert a strong influence on the bike’s performance.

The lesson of history is that if you want extraordinary performance you must adopt extraordinary design.

The Illicito has not gotten much media attention mostly due to different industry emphasis and greater effort on product than marketing by Quintana Roo. QR has focused on the steak and not the sizzle.  The logic of tossing the UCI rule book and designing a bike specifically for best aerodynamics makes sense- to triathletes. Lotus, Zipp, Softride, Trek, Kestrel and Hotta have all done it. The Quintana Roo Illicito, as the name suggests, is illegal for UCI sanctioned races like the Tour de France. For triathletes: who cares? It’s designed to be faster, rules be damned. For QR designing a bike specifically for the triathlete is where they started in 1987. It excludes them from events sanctioned by USA Cycling and professional bicycle racing time trials governed by the UCI. In both politics and technology Quintana Roo walks the walk with the Illicito. They are truly “True to the Tri” with the Illicito design.  And of course, for triathlons the Illicito is entirely legal.

The Illicito is a natural evolution from the company that invented the original triathlon bike back in 1987.

Illicito was developed in the wind tunnel as are most aero bikes from Trek, Specialized and Cervelo. A major difference is that Quintana Roo invented this category: The aerodynamic triathlon bike. And, of course, Quintana Roo makes the claim that the Illicito has the lowest drag numbers where drag numbers matter most. I’m unapologetically cynical about wind tunnel drag numbers. Every manufacturer produces a “white paper” that supports their sales agenda. On a practical level I will suggest these white papers are best used on a roll next to the loo since they are all purporting the same thing; “Our bike is best!” They effectively cancel each other. But in the case of the Illicito something prevails: Logic. If the bike has missing frame sections, it ought to be faster simply by virtue of the fact that something is gone. If that is “Exhibit A” then “Exhibit B” is the UCI sanction of the Illicito.

The most conspicuous feature of the Illicito is the asymetrical rear end, but other aerodynamic design cues are less obvious such as QR's "SHIFT" orientation of the down tube.

And then there is the emerging anecdotal evidence. TriSports.com founder Seton Claggett can ride any bike, including brands TriSports.com currently doesn’t sell.  At Ford Ironman Arizona he rode Quintana Roo’s Illicito. He had his fastest bike split ever, his fastest Ironman ever. A few weeks before that on his first race on the Illicito he had the fastest amateur bike split at a local event. While any one variable like a new bike can’t be attributed with that success, it does track with the trend that Claggett made good equipment choices, trained effectively and executed a good race plan. The convergence was an age category win at Ford Ironman Arizona and a Kona spot.

We discovered the rear end on the Quintana Roo Illicito frameset was extremely stiff in out of the saddle climbs, largely due to the massive left chain stay and high end carbon fiber lay-up.

Because Tennessee based Quintana Roo doesn’t have pockets as deep as Specialized and Trek, fortified by mountain bike and hybrid sales, we won’t see Craig Alexander or Lance Armstrong on an Illicito. We will see an increasing number of age groupers on the bike from a live swipe of their own credit card- a more relevant endorsement than paid sponsorships.

The logic of the Illicito seems supportable: If you make a design that is tangibly different it will perform tangibly different. There is also an accumulating repository of solid results from people already on the bike.  Those two factors merit attention.

If it is made differently, it will perform differently. The asymetrical orientation of the rear triangle and the massive left chainstay are apparent in these photos.

 The Quintana Roo Illicito is currently sold as a frame only. Quintana Roo said there are no immediate plans for a complete bike version. The good thing is you get to pick your own components; the bad thing is this is generally more expensive than buying a complete bike. At this level most customers want a degree of flexibility with components anyway so offering the Illicito as a frameset makes sense for dealers and consumers.

From the front of the frame to the back:

For all its conspicuous features the Illicito is mostly a bike of subtle technology. It starts with the fork. Quintana Roo developed the first widely available aerodynamic fork with the Carbonaero in the late 1980’s. Their fork innovation continues with the Illicito fork. The dropout protrude forward of the fork blades adding stability to the front end, a great feature for a bike designed to be ridden in the aero position. Viewed from the front the fork blades arch away from the front wheel dramatically. This aerodynamic feature allows the boundary layer of air to pass between the rotating front wheel and fork blades at lower pressure with less drag and turbulence. The brake is mounted behind the fork, another aerodynamic que. The new brakes have very good stopping power and are a conspicuous improvement over prior efforts.

The fork on the Illicito provides stable handling in the aero position and reduces the pressure of air between the front wheel and the fork blades by maintaining a large gap from rotating spokes (right).

The head tube of the frame features a conical shape we’ve also seen on some Cervelo efforts like the P3. The downtube is a deep airfoil shape that harkens to Specialized’s new Shiv. Top tube is a flattened shape parallel to the ground. There are two standard bottle cage mounts on the frame, one seat tube, one down tube. I appreciate this feature, rare on an aero frame bike.

Claggett's Ironman AG winning Illicito was controlled from a Shimano Dura-Ace Di2 control set mounted on a Profile "J" bend extension aerobar. Note the elegant cable inlets and Di2 integration on the Illicito frameset.

The cable inlets on Seton Claggett’s Illicito were very nicely done Shimano Di2 specific and made for a clean, well conceived presentation. They also do a nice job of sealing out moisture from spilled sports drink and rain. In the case of Claggett’s IM AG winning bike the Di2 battery is slung under the down tube. I’d like to see more aero integration of Di2 batteries on all aero bikes. A rumored “Race Day” battery  that is smaller may help resolve this in the next few months. For now Di2 battery mounting on every bike seems like an afterthought. Bike industry: The new coffee flavor is Di2, wake up and smell it!

Moving back on the frame you see the influence of Quintana Roo’s “SHIFT” design doctrine. The down tube angles off to the rider’s right toward the crank. SHIFT technology is the first attempt at not only reducing bicycle frame drag, but also mitigating drag caused by the drivetrain. The downtube on a SHIFT technology bike sits 18mm closer to the drive side. It is claimed to “shift” the boundary layer of air away from the drivetrain to the cleaner, non-drive side of the bike. SHIFT also seems to improve bottom bracket stiffness, a boon when climbing and accelerating. Several other manufacturers have trended toward an asymmetrical bottom bracket with SHIFT leading this trend. While the unique rear end design of the Illicito is the most visually striking the SHIFT technology may be the more effective aerodynamic design feature.

QR's greatly improved aero brakes from TRP. The right photo shows the asymmetrical orientation of the down tube, improved rear brake and clean cable routing as well as the Di2 battery mount.

Rear bake on the Illicito is a massive improvement over previous under-bottom bracket brakes. The new TRP (Tektro Racing Products) “U” brake has more powerful return springs, is easier to adjust and holds its center better than previous rear brakes which were, admittedly, quite poor. Another benefit with this brake is the capability to work with the wider aero wheels trending now like Zipp Firecrest, bulge disks and HED’s new wider rims. The brake has more “throw” and leverage to facilitate a more open position and better leverage. This is a great improvement.

Chainstays on the Illicito are wildly asymmetrical giving the bike a lot of visual punch. The thinking is the massive left seat stay provides structural integrity given up by removing the left side seat stay. When asked if a future bike could be built with this design completely replacing both seat stays Quintana Roo’s spokesperson went awkwardly silent…

The eye catching rear end of the Illicito includes practical details like clearance for new wide aero wheels, replaceable, adjustable dropouts and derailleur hanger.

The rear dropouts on the Illicito are all alloy and very robust. They empty to the rear of the bike and are horizontal.  At the top of the seat mast there is an alloy binder clamp that uses two bolts, another practical design feature.

One thing that struck me working with the new Illicito is that it is a superbike you can travel with. Most other aero bikes with substantial component integration might not work well going into a flight case and, if something goes wrong when you are at an “away” race there may not be mechanics and parts on-sight to service the issue. With the exception of the brake calipers, the QR Illicito frame uses fairly standard fittings and fasteners.

Quintana Roo stayed true to their lineage with the fit and geometry of the Illicito since the bike can be ridden at an 80+ degree open seat tube angle. The head tube is a stable and comfortable 72 degrees across every size. Head tube height on the two smaller sizes, “Small” and “Medium” are a low 90 millimeters, tracking with Cervelo’s P4 and P3 and Felt’s “B” and “DA” bikes. There are four sizes in the Illicito called “Small”, “Medium”, “Medium Large” and “Large”. I am 5’9” and have a long torso so I would be on the “Medium Large” with the 54cm top tube and the saddle in a forward orientation to open the angle between my torso and femur at the top of the pedal stroke. Seton Claggett, who prefers a more compact position and a slacker effective seat angle, rode the “Medium” for his Ford Ironman Arizona Age Group victory.

QR stayed true to the tri with their steep angle geometry for a comfortable, open torso to let position in the aerobars. Seat tube angle is adjustable through a wide range.

There have been a few bikes important enough to influence triathlon specific bike design- most have been from QR over the past few decades. The Quintana Roo Superform was the first to make a real impact on athlete performance and the market. The Illicito may be another. The Illicito puts Quintana Roo firmly back in the top ranks- if not at the very top- of triathlon bike innovation and performance.

QR's Illicito renews their aerodynamic commitment to triathletes from Quintana Roo with an innovative new design and emerging impressive results.

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Tom D. <![CDATA[The 12 Days of Triathlon Christmas: 12 Great Tri Gifts.]]> http://university.tri-sports.com/?p=3522 2011-11-29T17:27:09Z 2011-11-29T01:07:20Z
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GU's Performance Energy Sampler is a great way for a new athlete to experiement with sports nutrition and a good way for experienced athletes to sample new products.

Triathletes run on their stomach and GU Brand sports nutrition is the most popular comprehensive line-up at TriSports.com. The GU Performance Energy Sampler Pack contains 9 GU energy gels in each of GU’s flavors so athletes can sample each flavor before race day. The sample pack includes 5 of GU’s Roctane energy gel fortified with amino acids Histidine, Leucine, Valine and Isoleucine to improve endurance. There are two packs of GU’s popular Chomps energy chews, 2 ElectroLyte Brew packs, a Recovery Pack and 3 individual electrolyte tablets for long distance events.

It’s important to use energy products during training in the off season before relying on them on race day. GU’s Performance Energy Sampler provides a great cross section of GU products in one convenient package.

Mack's Pillow Soft Silicone Earplugs are exotic racing equipment at dime store prices.

Earplugs? For Christmas? Really? Really.

Mack’s Pillow Soft Silicone Earplugs may be more important to a triathlete than a $10,000 super bike. Mack’s silicone, moldable earplugs are comfortable and conform to the inner contours of your ears. They seal out water and noise to prevent ear infections while pool training and eliminate cold water vertigo while open water swimming. The reduction in noise when wearing Mack’s earplugs also helps reduce swim anxiety.

Mack’s Pillow Soft Silicone Earplugs are easy to use, simply squish them over your ear opening. They mold to the shape of your ear with gentle pressure and stay put during chaotic open water swim starts. At cold water events  from Kellogg’s Ironman New Zealand with its icy swim in Lake Taupo to the SuperSEAL Triathlon in Coronado, California and even Subaru Ironman Canada, Mack’s Pillow Soft Ear Plugs will make your swim more comfortable.

This is a gift a triathlete can really use and will always appreciate. It is one of the important small things on race day they can’t live without.

The original triathlon bike improved: Quintana Roo's new Kilo C brings carbon fiber down to aluminum, entry level prices.

$1799.99 for a full carbon fiber triathlon bike with original Quintana Roo genuine triathlon geometry. That isn’t a typo.

Quintana Roo invented the triathlon bike, the triathlon wetsuit and refined their design to a greater degree over more time than any triathlon brand. The new 2012 Kilo C is one of the results. The Kilo C wasn’t possible three years ago, but economies of scale and advances in carbon fiber technology have made the dream of owning a carbon fiber triathlon bike for less than $2000 a reality.

QR didn’t cut corners on components either. A Vision ski bend aerobar provides excellent forearm comfort in the aero position. Genuine Shimano brand wheels rolling on Continental tires are reliable in training and fast on race day. The SRAM component kit is from the same company that built the components Lance Armstrong rode in his latest Tour de France campaigns and today’s champions are winning on, including Kona champs Chris McCormack and Mirinda Carfrae.

This is the most bike in our sport for the least money. It’s a super gift that takes a first or second year athlete to the next level, and insures they have you with them every race morning for new personal bests.

More people ask for De Soto 400 mile shorts than all other bike shorts combined.

The people have spoken: On triathlon forums from Slowtwitch.com to Beginnertriathlete.com the De Soto 400-Mile Short is the crowd favorite. Do a search on those forums to see the hundreds, if not thousands of recommendations. For many triathletes this is the first pair of quality bike shorts they will ever have, and the last they will ever have to own.

De Soto Sports is a U.S. company making innovative clothing as equipment here in the U.S., in the Mecca of triathlon on the California coast. Emilio De Soto, founder of De Soto Sports, sourced the pad in the De Soto 400 mile short himself, imported from Italy to his specifications and proven in the unique fit, fabric and patterning of his shorts. The short was developed and named for the difficult 400 mile, four day rides athletes do in preparation for Ironman. Hour after hour and day after day on tired muscles (and butts!) in the saddle. The De Soto 400 Mile short uses special high-compression fabric to manage fatigue and improve comfort and performance of the pad. There are no silicone leg grippers to pull hair, so whether your athlete shaves their legs or not the leg opening stays in place without pulling hair. A special feature unique to the De Soto brand, different from “roadie” bike shorts are the unique thigh mounted stretch pockets for energy gel packs and wrappers.

No other single item, incuding bike saddles, improves bike comfort as much as Emilio De Soto’s 400 mile shorts.

Cafe Dumonde smells so much like coffee it's a little weird- because its chain lube.

Don’t drink it! Cafe Dumonde bicycle chain lubricant smells like that little coffee house on the Southern French Coast you meet at to pre ride the Ironman France bike course, or the great Kona blend you drink when you finally make it to the big one.

Cafe Dumonde is 100% plant based and biodegradeable. Dumonde Racing Oils from Dumonde Tech make lubricants for bicycle and motorcycle racing. Top athletes and race teams rely on their fomulations. The unique Cafe Dumonde formulation provides extremely low friction and exceptional tenacity by bonding to metallic surfaces for long lasting friction reduction. There are over 20 applications of Cafe Dumonde in ech 2 ounce bottle, enough to last most cyclists two years.

Chain lube is a pretty boring necessity, and a rotten Christmas present- unless it smells ( and works!) this good. You won’t believe the smell; it’s the onlychain lube you can describe as “Delicious!”

Timex is the original brand in triathlon timing, their Ironman wrist watch line is the best selling in history.

It really does take a licking and keep on ticking. The Timex Ironman GPS Run Trainer is a popularly priced GPS wrist top computer and heart monitor that interacts with the Training Peaks on line training log and coaching software.

Timex uses the new SiRFstar IV high speed GPS acquisition technology for super fast positional fixes at start up and laser-guided accuracy for speed, distance and route. The watch is also compatible with ANT+ Foot Pods for indoor use.

The display screen on the Timex Ironman Run Trainer is custom configurable with up to four lines of data. The buttons are the easiest to use of any GPS watch. Hydration/nutrition alarms set to remind you when to eat and drink during long training days and in your “A” race. The Timex Ironman Run Trainer uses a rechargeable Lithium-Ion battery with 8 hours of GPS battery life and 2.5 months of battery life when worn as a wrist watch. It’s water resistant to 50 meters so you can swim with the watch but, like all GPS units, satellite reception for speed and position is not available when in the water.

The Trigger Point Grid Foam Roller has the perfect density and texture to work out the kinks from long training.

Ouch. Training makes you sore.

The Trigger Point Grid Foam Roller uses a unique textured, closed cell foam with “distrodensity” zones than maintain their firmness over extended use, unlike traditional physical therapy foam rollers. Because of the firmness and strength of the design, built around a polymer internal tube to maintain shape, the Trigger Point Grid Foam Roller can be used for abdominal, upper body and back exercises as well as roller-recovery on sore muscles.

Trigger Point has told us they “can’t amke these forever” because of difficult manufacturing processes and cost, but they are still available and make a thoughtful gift for an athlete getting ready to take on a big race season. This design is so unique there is even a patent pending on it.

The best open water swim goggle. Period. Ask experienced triathletes and swimmers, they adore the Aqua Sphere Kaiman.

Triathletes love to hate their goggles. Until they try the Aqua Sphere Kaiman. I first tried the Aqua Sphere Kaiman while at a triathlon training camp in the Dutch Antilles swimming in the rough southern Caribbean. I haven’t wanted for another goggle since.

The Aqua Sphere Kaiman was designed by one of the world’s best swim companies specifically for open water swimming. It’s wild field of view makes sighting bouys easier and the generous seal prevents leaks. The strap is easily adjustable but is almost completely unbreakable and stays in place over or under your swim cap. Several dark tints are available for early morning swim starts when you are swimming into a rising, blinding sun. The medium volume even helps take the pain out of a heel or elbow to the face during a crowded swim start.

One pair of Aqua Sphere Kaimans will make them your favorite goggles for life, which makes them a great gift for every triathlete- and one they always remember when the gun goes off.

Oakley is triathlon. From the original triathletes who wore Oakley in the 1980's to their latest designs made to work in the aero position on the bike, Oakley has lead multisport eyewear technology.

They exceed the federal standard for safety glasses, are worn by Ironmen and Navy SEALs and own a unique part of triathlon history. Oakley eyewear is more than fashion, it’s technology to protect your most important sensor: your eyes.

The new Oakley Radar XL Blade Triathlon has a lens geometry and size specifically designed for optimized field of view and impact protection in the riding posture. The lens is higher carrying the glasses farther up on the face for a better field of view in the aero posture. The straighter temples conform precisely to the shape of the head for use under most aero helmets. The hydrophobic ear socks and nose piece keep the glasses in place even when emptying an aid station cup over your head while running a 6:00 mile or spray a bottle in your face at 25 M.P.H.

Like all sports-specific Oakley eyeware the Oakley Radar Blade XL Triathlon uses polaric ellipsoid lens geometry that mimmicks the constantly changin radius of the eye to eliminate distortion and reduce eye strain.

This is technology- and history- you wear.

If you buy only one triathlon gift this year: The Matt Fitzgerald's "Ironwar" is the story f the greatest race in the history of our sport.

Author Matt Fitzgerald captures one of the most iconic duals in all of sports. Kona. 1989. The Bud Light Ironman World Triathlon Championships. The two greatest triathletes in the world take to the Queen K Highway in a dramatic mana-a mano dual that harkens back to the Roman gladiators. Two men enter, one man leaves. A dynasty is toppled and a new champion is crowned. Triathlon will never be the same.

To understand this story is to understand our sport, and no one understands our sport like veteran author Matt Fitzgerald. Fitzgerald’s candor and transperancy initially drew criticism, until the book climbed to the top of Amazon’s triathlon category to the number one spot. No one can deny the power and inspiration of this story. Fitzgerald’s account of “The Dual” is so gripping you’ll test positive for adreneline while reading it. Every traithlete will love learning the history of the greatest battle in our sport, the one the commentators all refer to: the Iron War.

Zoot's CompressRx triathlon shorts go from from swim to bike to run while maintaining muscle-saving compression.

Every triathlete needs triathlon shorts to swim, bike and run in- but not every athlete likes wearing shiny Lycra fabrics. The Zoot compressRx compression tri shorts have a matt finish and graduated compression placed where the athlete needs it for best propreoception and performance in the heat of competition. The compression fabric also facilitates better recovery after training and racing.

Zoot CompressRx shorts have a longer 8″ inseam for comfort in long events and moisture management fabric that feels as good i the 11th hour of your “A” race as it does at the swim start.

Quintana Roo invented the triathlon bike in 1987. They re-invented it for 2012 with the new Illicito.

TriSports.com founder Seton Claggett can have any bike he wants. He rode a Quintana Roo Illicito at Ford Ironman Arizona and bested his Ironman PR by nearly 15 minutes with a fastest ever bike split and an impressive 9:14:00 time.

Claggett knows that all high end triathlon bikes are developed or tested in the wind tunnel to reduce drag. He also knows they all test agonizingly close- because they all look about the same. It wasn’t until Quintana Roo removed an entire section of the rear triangle, replacing its structural integrity elsewhere, until the drag numbers shifted away from the current paradigm- and the Illicito was born.

The Quintana Roo Illicito uses one seat stay (previous bikes have two) and a fortified chainstay to manage the boundary layer of air around the bike. The logic is simple: remove part of the frame and drag goes down. Wind tunnel test white papers aside, it is elegant and unconventional engineering. So unconventional you won’t see the Illicito in the Tour de France. It’s illegal for bicycle racing, but legal for triathlons.

Quintana Roo invented the triathlon bike and everything they have learned since 1987 has been designed into the Quintana Roo Illicito. There is so much innovation and forward thinking in Illicito the competing brands will takes years to catch up, and the guys in your age category will wonder what just happened to your bike split.

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Tom D. <![CDATA[Orbea Orca SLi2]]> http://university.tri-sports.com/?p=3503 2011-11-23T18:54:32Z 2011-11-23T18:45:39Z
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By Tom Demerly

Orbea's proven Orca frame meets the new Shimano Ultegra Di2 components group.

Bikes constantly evolve. Evolution has sweet spots and awkward spots. Orbea’s new Orca SLi2 with Shimano Ultegra Di2 has both. 

As one of the oldest bike companies in the world Orbea knows how to build bikes. Their competitive record in the Tour de France and Ironman Triathlon validate their designs. Orbea is, in every way, an old world racing bike brand evolved in the modern age with advanced design, materials and competitive results to back them up. 

Shimano is similar: Proven results, proven history- albeit not the history of Orbea. This is usually a formula for success. There are speed bumps in evolution though. That’s where we are now in bike development: The “awkward years”. Orbea’s Orca SLi2 with Shimano Ultegra Di2 show signs of dissonance in frame/component integration. There is the proven frame of the Orbea Orca and evolving Ultegra Di2 wiring and battery mounting. Luckily, Orbea has some solutions with their flagship Orbea Orca GDi2 with Shimano Dura-Ace Di2. That seamless Dura-Ace Di2 integration hasn’t made it to the Ultegra Di2 equipped SLi2 yet.

Taken seperately the new Shimano Ultegra Di2 and the proven Orbea Orca frameset are both impressive.

Orbea Orca SLi2 From Front to Back:

The Orbea Orca SLi2 uses an all-carbon fiber fork with unique “Attraction” shape to improve lateral stiffness and control ride quality. “Attraction” is the name of the frame shaping Orbea uses on the Orca to make the most of carbon fiber’s properties for improving ride and increasing lateral stiffness. The lay-up of the carbon fiber is controlled from the inside during manufacturing to optimize ride and stiffness, like most high end carbon bikes. The difference with the Orbea Orca is the external shaping of the fork blades and rear triangle. The fork blades bow outward making them effectively longer to absorb more road shock.

The angular shape of the fork blades, chain stays and rear triangle on the Orca make them effectively longer for better ride quality but keep them short for good handling.

In the rear triangle the chainstays and seatstays have an angular shape that resists twisting but increases surface area to moderate shock. This unusual shaping resists torsional stress making steering, climbing and accelerating more responsive while improving ride quality. Using external shape to control ride characteristics is expensive to develop on a molded bike and tricky to manufacture. It takes a company the size of Orbea and the Mondragon Cooperative- many times the size of a Trek or Specialized- to execute a concept this ambitious. Few other bike brands could do this. For comparison think about Cervelo’s “Squoval” shaping on the downtubes of their stiffness road bikes like the R3. “Attraction” is like “Squoval” for the fork blades and rear triangle. “Attraction” is most obvious when looking at the rear triangle where you can see the angular bends in the chainstays and seatstays. 

“The difference with the Orbea Orca is “Attraction” external shaping of the fork and rear triangle.”

Orbea’s component kits are straightforward and pure. The Orca SLi2 rolls on Mavic Ksyrium Equipes turning a pair of Vittoria Diamontes in the 700 X 23 width that measure precisely 23.9 millimeters wide at full pressure with a 175 pound load (rider).  The Orbea website incorrectly identifies this tire as “700 X 22c”. This is one of the better Vittoria tires with nice ride quality and good flat resistance. The Ksyrium Equipe wheels weigh 1697 grams measured weight and use the FTS-L rear transmission to increase the contact area between the freehub pawl- the ratcheting mechanism- and the hub itself. The benefit is smoother application of pedaling forces and longer life. All the other Mavic wheel technologies are present on this wheel, including the machined brake track and SUP joint process. Bottom line: The wheels are durable, have the smoothest braking characteristics in the industry and are reasonably light. Both front and rear wheel use 20 spokes with radial (straight) lacing in the front and Isopulse straight pull, cross 2 non-drive, radial drive side lacing in the rear. Orbea: Great wheel and tire spec.

The new Ultegra BR-6700-G brake calipers may be the nicest brake calipers in the industry except for their big brother, Shimano's new Dura-Ace calipers.

The new Shimano Ultegra Di2 kit uses the new BR-6700-G Ultegra brake. This updated version has a vampy, dark finish and marvelous hardware including a great barrel adjuster that is ultra easy to adjust even when riding and- wait for it- an ALLOY quick release lever. No plastic. The brake shoes are the excellent Shimano replaceable, modular pad design. Ten for ten on brake spec: Perfect. 

Cockpit on the Orca SLi2 is an Orbea pantographed alloy bar with a very nice ergo bend and long flat surface into the brake lever hoods for hand comfort.  The stem is also an Orbea labeled model with a carbon fiber finish over an alloy skeleton. The front plate on the stem is a bit boggling since there appear to be alignment indexes that don’t align when the stem is in the lower orientation. Curious.

If there is a way to correctly line up the index marks on the stem when adjusted to the lower angle, we could not figure it out.

The main frame of the bike uses nice shaping for aero styling and great stiffness. There are some nagging features with the component integration on the Orca SLi2 though, as with many Di2 equipped current generation bikes. The wiring for Ultegra Di2 appears to be an afterthought on the SLi2, attached to the bike with tape and zip ties. At $5000+ this is… different than what I would like to see. Orbea has done excellent Di2 integration on the $10,899 Orca GDi2 with Shimano Dura-Ace Di2.

The cable fittings for non-Di2 mechanical components like cable-actuated Shimano, SRAM, and Campagnolo groups are still there- a series of empty holes and fittings on the frame. This looks odd to me. The benefit is mechanical groups will work and look great on this frameset, there is backwards compatibility. Since this frame is not Di2 specific you can go back and forth between Di2 and a mechanical component group. You can’t do that as easily on the Dura-Ace equipped GDi2 which is Di2 specific.

The attachment of the Ultegra Di2 wiring harness to the Orbea SLi2 seems like an afterthought on this model, but is excellent on Orbea's Dura-Ace Di2 equipped GDi2.

If the idea of taping and zipping a component group to a $5K+ bike does not appeal to you the Orca STH equipped with Campagnolo Athena at $4599 and the awesome Orca SRD with SRAM Red at $5899 are examples of Orcas with mechanical drivetrains and seamless component integration. It’s possible we may see lower priced frames designed with better Di2 battery/wiring integration from bike brands in the future borrowing from the GDi2 frame design. Shimano may also re-design wiring harnesses and battery mounts for better integration. The later seems easier than the former.

In fairness to frame manufacturers it is risky to design a frame around current Di2 (as with the Orca GDi2) with complete integration of wiring harness and battery pack. Shimano may change the battery and wiring harness. Those changes may not be backwards compatible with frame integration for current Di2. For now Di2 is something most companies bolt and zip-tie to a bike. I don’t blame Orbea for not designing around Di2 at the lower price point. It will change. It isn’t a safe bet for Orbea, or any bike brand. I do wish Shimano provided bike brands with better cable and battery integration for current frame designs. The most elegant solution from Shimano would have been a wiring harness that used most current frameset internal cable routings. For now you bolt and zip tie Di2 to most bikes. It’s less than elegant and doesn’t do justice to Orbea’s nice designs at the lower price points.   

“The shifting is laser-guided accurate and spooky smooth.”

Shimano's new Ultegra Di2's shift performance is almost identical to the more expensive Dura-Ace Di2 making this group a triumph over mechanical groups.

That said Ultegra Di2 is a triumph as a component group. I defy you to discern the slightest difference from Dura-Ace Di2 in shift speed, quality and performance. We’ve even arranged a blind test on indoor trainers to see if riders can discern the difference between the groups from tactile interface alone. Hypothesis: They won’t be able to. The shifting is laser-guided accurate and spooky smooth. The mechanical “whirring” sound of the front shifter is like something from a Terminator movie- and just as lethal to mechanical drivetrains. Every shift up to the big ring from the small is robotic accurate. Forget dropped chains or missed shifts- it won’t happen on Di2. If I have one criticism of Ultegra Di2 it is the same as with Dura-Ace Di2: The shift controls on dual control lever are too close together. With bare hands it isn’t an issue after learning the controls, but with long finger winter gloves it is difficult to tell which shifter you are pressing.

Thoughtful frame details include a Torx seatpost binder bolt for better clamping and reduced risk of damaged fasteners. This is an impressive detail.

Sizing on the Orbea Orcas runs odd number size names beginning on 51cm but includes a 48cm frame size. Head and seat angles trend to the relaxed- classic Euro-road geometry with a very stable 72.1 degree head angle up to the 53 cm frame size (71.5 degrees on the 48 cm). Chain stays are short but not as short as the ultra-racy BH G5 road frame from Orbea’s Spanish brand-cousin.

Ride quality? There is a reason this bike has had so much success in the professional peloton. It is stable, comfortable and stiff enough for the top pro teams but isn’t caught up in the race to ultimate frame stiffness like the Scott Foil, which has extremely stiff ride quality. Cornering is good but remember- this is a Euro-geometry road bike, so if you are expecting ultra snappy handling you need to shop for steeper angles. In general I prefer better stability to more responsiveness and the Orca trends toward stability. I’ll suggest it is well suited for the bottom 98% of American road cyclists. It isn’t as well suited for diving into the final corner after the bell lap of a tight criterium- and it wasn’t designed for that anyway.

If you ride the new Shimano Ultegra Di2 components you'll be impressed with the reliable, precise shifting performance.

While I’m unimpressed by the integration of the Shimano Ultegra Di2 on this frame, taken separately, the frame from Orbea, wheels and furniture (except the stem) are a triumph. The Ultegra Di2 is a coup for Shimano and must have all the other component companies trembling. Once you ride Ultegra Di2 mechanical drivetrains feel a little ancient. 

Orbea’s approach to designing one strong frame concept and building a wide variety of component kits onto that platform is appealing and offers a lot of options. The only difficult thing about the Orbea ownership experience is deciding between all the component kits, and that is a luxurious decision made on the way to a fantastic ownership experience of one of the most successful road bike designs in history.

Orbea's proven competitive record and the size of their company enable them to execute frame designs other companies cannot. The benefit is a truly impressive bike from a company with a century-old history and a proven competitive record in world class events.

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Tom D. <![CDATA[Orbea: An Authentic Brand.]]> http://university.tri-sports.com/?p=3492 2011-11-15T21:58:20Z 2011-11-15T21:54:23Z
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By Tom Demerly.

Orbea is cycling history: As one of the oldest brands in the sport Orbea has evolved from the turn of the century to remain a leader in competitive cycling, from Ironman Hawaii to the Tour de France.

1847. That was 164 years ago. The Orbea brothers from the Basque region of Spain began a tubing fabrication company that serviced, among others, the arms industry. That same year Samuel Colt sold the first revolver pistol to the U.S. government. A city in California named Yerba Buena is renamed “San Francisco” and the Mexican-American war is raging. It is also the year the United States issued its first postage stamps.

 When you consider the historic benchmarks of 1847 you begin to understand how significant Orbea is. It is that history, that experience, which helps establish Orbea as an authentic brand. It’s something that Trek, Specialized, Giant and the other companies can’t claim for another century.

“Trek, Specialized and Giant can’t claim the authenticity of Orbea.”

Few regions could have supported a racing bicycle company in 1930, when Orbea began using their advanced metal tubesets to build bicycles. But the Basque region of Spain is different. Basque cyclists are individuals, often on the fringe of society. It’s likely the Basques and the founders of Orbea began the current cycling ethos of fierce independence and the bicycle epitomized that. One person, one bike against the mountains and elements of Basque Pyrenees. That is the origin of Orbea. A society where cyclists are revered alongside saints, and cycling a metaphor for life’s struggles.

Orbea's early manufacturing facility in the Basque Pyrenees showed a high degree of sophistication even in the early 1900's.

While Orbea’s history is remarkable the more remarkable thing is that they have prospered. Today Orbea is a part of the largest collective on earth, the Mondragon Cooperative Corporation. This organization is owned by its employees- in equal shares from CEO’s to sanitation workers. Mondragon controls enterprises in retail, banking, automotive, defense and education. The direction and decision making within the collective rely on the input of the workers. It seems like an odd paradox: a culture that reveres independence but embraces a level of cooperation unprecedented anywhere in global business.

Orbea is a natural brand for TriSports.com because of the company’s alignment with our own core values. They are almost precisely congruent: Social and environmental responsibility and a reverence for innovation and performance. Orbea, like TriSports, is headquartered in an area deeply immersed in cycling and endurance sports. The Basque region is home to 1500 cycling clubs and over 150 top professional cyclists. The top triathlete, Eneko Llanos, is a Basque sponsored by another Basque bike company, BH Bicycles. The top professional cycling team, Euskaltel-Euskadi is from the Basque region and rides Orbea.

The competitive success of Orbea sponsored teams like the top level Euskaltel-Euskadi Team with Haimar Zubeldia (center) have established the brand as a technology and competitive leader in Europe.

Historical legacy and competitive success aside Orbea makes valid bikes. Orbea models are developed and tested for up to two year before release, with competitive models used by their professional cycling teams and top pro triathletes.

Like all brands it has not always been smooth sailing. A recent sponsorship change with Ford Ironman World Champion and 70.3 Champion Craig Alexander raised eyebrows. Alexander won the Ford Ironman World Championships in 2009 on an Orbea, but then switched brands for his 2011 win. Alexander’s position changed conspicuously on his new bike after Orbea, an acknowledgement that Orbea’s primary legacy- and allegiance- is with the road cyclist. 

Orbea's success in time trials transfered to triathlon until steeper seat tube angles began to provide an alternative. Orbea sponsored Craig Alexander in his early Ironman World Championship victories.

Orbea has alluded to the introduction of a new triathlon specific model for 2012 or 13 rumored to have a steeper, more run-transition friendly geometry. Orbea’s previous models are strong choices for riders with long femur bones who like to sit at relaxed seat tube angles. Other triathlon specific brands like Quintana Roo favor a steeper seat tube angle bike that goes above 80 degrees effective seat tube angle. With a 27cm saddle an Orbea Ordu can be ridden at about 80 degrees, slightly steeper with a longer saddle. Head tube heights track roughly with low front end bikes like Cervelo’s P3 and P4. This trend belies Orbea’s cycling and time trial legacy. Over a century of success isn’t re-done in three decades.

Orbea does show an impressive selection of road configurations spearheaded by their Orca road frame. Our own TriSports.com build with the new Ultegra Di2 is an example.

Orbea's Orca road model with new Shimano Ultegra Di2 integrate the history behind Orbea's success with the innovation of Shimano's new Ultegra Di2.

In addition to the technical features of Orbea’s latest models the company provides owner support after the sale with their OLT Lifetime Warranty and Support that even includes a provision for theft recovery with a registered serial number.

As Orbea moves forward in the U.S. market the features of their long history and the strength of the Mondragon Cooperative along with a host of competitive innovations provide benefits unique to the brand.

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Tom D. <![CDATA[Garmin 910XT Preview.]]> http://university.tri-sports.com/?p=3466 2011-11-10T17:45:29Z 2011-11-09T20:48:39Z
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 By Tom Demerly.

 
 
 
 
 
 
 

Garmin's new 910XT collects swim, bike and run data, interfaces with power meters, heart monitors and other devices and logs detailed indoor pool swim data.

Garmin’s new 910XT joins their multisport GPS wrist-top training computers at the high end of their models. The $399.99 computer ($449.99 with a heart rate strap) goes from swim to bike to run seamlessly and adds a new layer of utility with its indoor pool workout tracking.

The Garmin 910XT may be the all-in-one training computer for the multisport athlete that has been missing from previous product introductions. For athletes (and coaches) who collect training data in three sports it’s been necessary to own a few gadgets: A power meter; something to display, store and interpret the data; a run computer and a separate device to track swim performance in the pool. That is $4000+ worth of electronics. Garmin’s new 910XT system provides ANT+ compatible data gathering with recent Powertap ANT+ rear hubs and is forward compatible with the upcoming Garmin Vector pedal based power measurement. It collects data in the pool and in the open water, on the bike and on the run. 

The 910XT is for the athlete who wants one data device for everything: It collects and interprets a wider variety of training data than any current device.

Garmin is, firstly, a Global Positioning System company. Their primary business is GPS in all its applications from maritime to defense to civilian use. They are also a service provider with Garmin Connect, their on-line training log and data interpretation resource. Garmin Connect can be part of the reason to buy into the Garmin family of training tools. Garmin Connect is simple and streamlined with an appealing visual interface. For most users Garmin Connect may provide the type of experience they want in reviewing their data. With Garmin Connect you get splits, averages, a player that animates your workouts with scrolling telemetry and maps, the ability to establish training zones and a vast catalog of user-contributed routes. Garmin Connect’s primary benchmark is Training Peaks, another on-line data storage and interpretation repository popular with many coaching services. If you own a Garmin device you don’t have to decide as Training Peaks is compatible with Garmin devices in addition to Garmin Connect.

 

The current Garmin Connect is a free, easy to use online utility for data storage and interpretation.

The 910XT may bring some new capabilities to Garmin Connect. Garmin is currently tight lipped about any new features on the Connect portal other than to make some interesting, albeit obtuse, references.  Garmin has recently provided users with the option to toggle between Bing and Google as a map provider on Garmin Connect. And as a bonus, Garmin connect remains entirely free whereas the higher level Training Peaks capabilities are a pay-to-play thing.

This Garmin Connect telemetry from another unit shows how the data is displayed in one Garmin Connect view.

As a rough analogy I equate Garmin devices and Garmin Connect to being somewhat “Apple” like compared to Training Peaks and the many devices it services that have a more “Microsoft Windows” feel to the user experience. 

Perhaps the singular new feature that adds value to the Garmin 910XT is the pool workout capability. The 910XT records data from your pool workout including distance, a combined stroke efficiency analysis known as “SWOLF” which is equated to a golf-type score that rate a number of swim metrics in one quotient, a low number denoting better efficiency. Of course time and a boggling array of other swim metrics are also recorded. The only thing it won’t due in the pool is read the heart rate strap ANT+ signal since ANT+ does not transmit effectively when submerged. On race day when you hit the beach the unit will pick up the strap’s ANT+ signal and begin recording your heart rate. You do have to program the pool length into the unit at the start of the workout, and any length pool can be used.

The Garmin 910XT is slightly lower profile than previous large Garmin models with more rounded design.

For open water swimming the Garmin 910XT uses an advanced, predictive “smoothing” process with the intermittent GPS signal you experience in the water. GPS does not work when submerged so the unit “fills in the blanks” between surface exposures to the GPS signals using the accelerometer. The combination of accelerometer data and GPS signal produce a useful representation of your course, speed and position in the water while surface swimming. Another useful feature in the open water swim setting is the vibrating alarm that can be set to alert you at given distances or time intervals during your swim. Want to know when you are 1/4th of the way through your Ironman swim? This unit can be programmed to alert you at any preset interval.

 Back on dry land the GPS/barometric altimeter derived position from the 910XT provides an interesting new opportunity for adventure racers, climbers, ultra-runners and other “extreme athlete” users. The 910XT uses both barometric altitude and three-satellite fix GPS derived altitude for a very accurate positional fix. As with all barometric/pressure based altitude measurements a calibration is required if you are going to rely on this due to changing pressures with weather. This feature is useful for users with Ultralight aircraft, hang gliders and even defense industry users. For the defense crowd, like the lads next door to us at Davis-Monthan AFB here in Tucson, the audible alarms and night light can be completely disabled for tactical use.

The new indoor pool swimming capability is extremely versatile and useful. No other GPS device integrated a pool-use data collection capability prior to the Garmin 910XT.

What is the user experience like with the Garmin 910XT? I got to handle a production 910XT provided to us by Garmin’s Karsten Hagen. I collect wrist watches and am a fan of Casio’s bulky G-Shock collection. The 910XT is slimmer and has a more rounded shape than the previous boxy Garmins. Because of the lower profile and improved shape it is more comfortable and attractive to wear than the previous boxy Garmins. The 910XT slips under arm warmers and wetsuit sleeves more easily than the previous boxy units. Garmin’s bracelet is one of the best in any wrist-instrument category and seems infinitely adjustable for comfort. Wearing the 910XT is comfortable and I like the black, “techie” look. Battery life is claimed to be 20 hours so this will get you from swim start to cut-off at most ultra-endurance events.

Details like Garmin’s bracelet, which is extremely adjustable and comfortable while training, make the 910XT more comfortable than previous large wrist top computers.

 Frankly, I am flummoxed by overly complex wrist-top supercomputers. The 910XT is not overly complicated given its capabilities. The 910XT has a set of capabilities so vast, from interfacing with power meters to even ANT+ compatible Tanita bathroom scales and beyond, that I was initially pensive about wanting one. Will I use all this telemetry? I don’t have a Tanita scale, I don’t own a power meter. The middle 60% of users for a personal GPS product will not access the highest level features of the Garmin 910XT, but they are still paying for them. However- the 910XT does offer a core set of data collection capabilities that are absolutely relevant to the common user. Additionally, the unit is more future-proof than most personal electronics and may be even more future proof than Garmin is letting us know with rumored updates to Garmin Connect and the pending release of Garmin Vector power measurement pedals. Finally, features like the indoor/outdoor pool workout data collection are unique to the Garmin 910XT among GPS units and important to the entry level triathlete and recreational user.

Garmin packed a ton of features and capabilities into the 910XT but managed to keep the interface from being too complex or unwieldy. It has a vast menu of capabilities- more so than any previous wrist top computer. You use the features on the Garmin 910XT A’ la carte, selecting the ones relevant to you and expanding as your needs expand. With that in mind the 910XT is an elegant integration of a vast amount of data collection capabilities. It is easier to make a massive, complex device that does everything than it is to make one elegant device that has a simple user experience along with deep layers of capabilities. Garmin has done the later with the 910XT making it highly capable but uniquely usable and relevant. Some of the core features like the pool utility are extremely important especially to new athletes.

The display is user configurable to include up to four data fields. In the single display mode the numbers are extremely large and easy to view.

If Garmin was shooting for a “one device does all” experience from new athlete to expert user they did it with the 910XT. You buy in at a price higher than the entry level units but your long-term cost will be lower since you won’t have to re-buy into the technology stream to get more capability. For that reason the new Garmin 910XT shows strong value.

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