I’m going to begin by saying that it’s not in my habit to write posts in response to a press release. Reprinting a press release isn’t RKP’s editorial mandate; put another way, being a mouthpiece for some company’s PR machine rubs me the wrong way. I like having a chance to check something out before I write about it. There have been a few occasions when I came close to writing something in the wake of an announcement because I thought the company or product was interesting enough to be worth chasing, but for reasons I’m not entirely clear on, I didn’t ultimately find those situations compelling enough to warrant moving forward with a piece.
So this is a first for RKP. And I think it’s warranted.
A new company, Recon Instruments, has introduced the Recon Jet, a heads-up display (HUD) for cyclists. Actually, it’s a lot more than that. In reading through the press release I had the sense that I could sit through an hour-long presentation about the Jet and still not understand all its functionality. The last time that happened was when I was introduced to Map My Ride founder Robin Thurston back in 2006.
If this were just a bike computer incorporated into a HUD, I wouldn’t be writing. This thing has more tricks than Batman’s utility belt. It’s a GPS unit. It has WiFi, Bluetooth and ANT+ connectivity. Did I mention the HD camera? The polarized lens? Running all this is a 1GHz dual-core processor. This thing is more powerful than an iPhone 4s. Srsly. Battery life depends, of course, on just how much you’re doing with it, but will range between four and six hours. That’s not terrific, but where the Jet differs from most devices is that you can replace the battery while you’re out.
Its makers say the Jet is controlled by a precision optical touchscreen with gestures and clicks. It also includes a microphone and speakers. Voice commands could be just around the corner.
Recon Instruments says that the device adds only 28 grams to the glasses, balanced 14g per side. What I’m more curious about is what the glasses feel like on your head than what they weigh, and what screens below actually look like.
Those are just bullet-point capabilities, not actual features that either give you something useful or distract you from your ride. I’ve run across bike computers that promised the ability to recite Shakespeare, but were so hopelessly complicated in actual use that I took them off after only a week.
So this isn’t an endorsement. I’m not urging anyone to order a set, STAT.
This thing is open-platform, so other developers will be able to think up new capabilities for the Jet.
I have concerns about how much of my field of vision the Jet will obscure and I’m curious about how these will fare in a crash. I’m hoping there’s a crash replacement program of some sort.
In the early 2000s (2003 perhaps?), I began using a Garmin Geko. It was a mostly lousy unit, but I loved the VAM function on it when I was climbing. Garmin is way past that now and because at least some of us bought those early Garmin units (I also had an eTrex), we now have units like the new 810. To help encourage some early adopters of their own, Recon is offering an introductory deal on the Jet. Until the final stage of the Tour de France—July 21—people can order a Jet for $499. After that they’ll go for $599. According to Recon’s site, the Jet is not yet available. They anticipate shipping the first units in December.
I am the guy who said he didn’t need his phone to be able to play music. And on the first phone I owned that could do that, the process was more difficult than operating a Polar heart rate monitor, so I never loaded any of my music to it. I also said I didn’t need a camera in my phone. As an iPhone user, my phone now does tons more than I could have imagined. I offer that as a prelude to the question of just how much more I need my bike computer to do. It would be easy to play the role of hater and rag on how I don’t need to be able to make phone calls with my glasses while riding my bike. However, I’m aware that that one idea—make phone call with glasses while riding bike—would have sent 10-year-old me into sci-fi heaven.
Take that Dick Tracy!
I’d have gone on bike rides just so I could make a phone call. My iPhone does things I don’t want to give up. I imagine if I start using the Jet I’ll find some of the things it does indispensable. Maybe. I’m willing to find out.
If you self-select as an early adopter, you can order a set here.
When I was in my ascendancy as a cyclist, at a certain point, I began chasing numbers. We all did. There was higher speed—both average and max—because chasing velocity is inarguably the pursuit of fun itself. Then came longer rides. There was my first 20-mile ride, 50-mile ride, and of course, my first century—it wasn’t hard to figure out that a longer ride was just more of a good thing. Then, of course, came racing. There was the first race I entered, the first race I finished, then I chased my first placing, the first podium and then, finally, that first win. What came next? Points. I chased upgrade points and then the categories themselves. Along the way I picked up a heart rate monitor and for a while I was focused on seeing ever-climbing max heart rates. And once I learned what it was, each season I pushed my lactate threshold a few beats higher.
The appeal of chasing numbers is obvious enough. I was chasing a better me. When I decided to get serious about my cycling it was because I was nagged by a single, simple question: Of what was I capable? The promise that we may be a diamond in the rough can drive us to train with abandon for years, even decades. Within those numbers I pushed through boundaries as much of mind as body. I was learning that my limits are far less, well, limiting than I once figured.
Cycling, more than any other endeavor, taught me that the person I thought I knew, the identity that I carry day-to-day was as temporal as a rain cloud. For years, every time I thought I’d reached my limit, mere weeks later I’d experience some sort of performance breakthrough that would cause me to reevaluate my core beliefs. And the issue wasn’t that I was only as good as my last strong ride; no, even now I learn new lessons. I’ve seen recently that I can sustain more pain than I thought, I can exercise better judgment than I thought I possessed, that my skills are sharper than I suspected.
There comes a point for many cyclists where the numbers don’t add up. That is, they cease to contribute something meaningful. To use MBA-speak, they don’t add value. Off goes the heart rate monitor and computer. Out goes the training diary. I’ve encountered plenty of riders for whom the reasons why the numbers became an aggravation seemed a mystery. Trust me, it’s not. The ego of a cyclist is as fragile as a Christmas ornament. As soon as the numbers bear bad news, rather than good, the easiest solution is to stick the messenger in a drawer.
I’ve watched friends chase race fitness well past their 50th birthday, and while I think racing can be terrific fun and don’t see anything wrong with a bunch of 50-year-old guys racing a crit, I do fundamentally think of racing as a young buck’s game. At one point recently I contemplated a return to racing—just for fun—but once the accusations that some of the riders on some of the local masters team (sponsored by a biotech company) were doping, my stomach for pinning a number on evaporated. I’m sorry if this offends anyone, but if you’re old enough to be a grandparent and you’re doping to win a master’s race, you’ve lost the plot line. I also suspect that anyone doing that isn’t reading my work, so I should be in the clear with that last statement.
One of my goals for my life is to find a way to thread a middle ground between aging and chasing youth, between sedentary decline and doped-up racing, between passive retirement and head-strong ego. I call that space grace. I’d like to ride my bike as far into old age as possible. In my case, based on family history, that could be well into my 80s. My maternal grandfather rode his coaster-brake cruiser four miles every morning well into his 80s. On the days he felt good, he’d ride his circuit again in the afternoon. This is a man who smoked cigars into his 70s. Now, that said, I’m aware that at a certain point I need to think of my lactate threshold as a place not unlike the loud concerts of my youth. I might get back there once in a while, but it won’t be a weekly event. Not only isn’t it smart, I doubt I’d have the stomach for doing it every day.
Without geeking out too much, one of the concepts that has influenced my thinking lately is the projected lifespan of the average heart. The American Heart Association says that average human heart will beat in the neighborhood of two billion times. Some projections by Dr. Robert Jarvic, the inventor of the artificial heart, hold that it’s even higher, somewhere between 2.3 and 2.9 billion. Riding may drive up my heart rate, but the physiologic adaptation that has occurred as a result has lowered my resting heart rate. Bottom line: the numbers suggest that for cyclists, all that riding is buying us time.
Which brings me to my current relationship to numbers. I still wear a heart-rate monitor. Every ride. And, as many of you know (because you follow me), I use Strava. But I don’t use either of these training tools in the typical way. I don’t use the heart-rate monitor to go hard. I know how to go hard and no number will make me go harder. Going hard was never the issue for me. Going hard too often has often been an issue in the past. Overtraining was one of the reasons I stopped racing. Being overtrained robbed me of the ability to go fast and in so doing, sucked the fun out of racing for me. So these days the heart rate monitor helps me know when I’m going easy, easy enough.
These days, I think of tools like the heart rate monitor and Strava as means to keep me from overtraining. I’m not that disciplined in my training for the most part. I ride. I like doing group rides. There’s usually been a point every spring where I try to log some bigger miles to give me a good foundation for later in the season, but the reality is that I have traditionally logged my biggest miles in the summer. For me, that’s not hard to process: My greatest goal as a cyclist isn’t becoming a better cyclist, it’s to have fun. So in an effort to minimize the number of mistakes my exuberance inclines me toward, in addition to making sure I do easy rides, I also make sure to back off for one week out of each month. I cut both miles and intensity, arguably one of the more lasting lessons from Joe Friel’s book “The Cyclist’s Training Bible.”
As Robot noted in a recent FGR, I was on schedule to hit 8000 miles by the end of 2012, a figure I did hit just before New Year’s Eve. By any standard, it’s a lot of miles, though it wasn’t a goal until early December, when I realized that simply continuing to ride with the frequency that was normal for me would bring me to that total.
I had to ask myself why I even cared and then one night as I clicked around Map My Ride (where I have multiple years of data recorded) the answer popped out. It’s been more than four years since I had a season with that many miles. It’s by no means what I used to record when I was racing, and that’s okay. So why even think about how many miles I’m riding? It’s a tool, just another Allen wrench in the toolbox, one that helps me think about what I want my life to be. I don’t want to spend the rest of my life riding 15 mph, but that I can put in 8000 miles in a year reminds me that I can still develop some real fitness, that my future as a rider doesn’t have to be without a goal or two to chase. Setting goals is how we redefine our limits and while I may not ever climb in the big ring again, my future may hold a few surprises yet.
And that’s enough to keep the training exciting.
The final day of Press Camp was an unfortunately abbreviated affair for me as I had a plane to catch to get to yet another media event, this one a continent away. I began my final day with one of my most eagerly awaited appointments—the U.S. team behind Ridley. While the brand has interested me for some time, I really haven’t devoted any editorial to them because I simply haven’t had a relationship with anyone who worked for them. This was a chance to begin rectifying that.
While I got a great tour through the entirety of their line, I have to admit that there were two bikes of particular interest to me. Top of my list was the Noah. I’ve found this bike to be one of the more interesting takes on an aero road design in the peloton. This owes, in part, to the integrated F-brake which is incorporated into the fork and seatstays.
There’s little doubt that it improves the aerodynamics of the bike; Ridley claims that the Noah will save you 20 watts over a conventional road frame. That’s a pretty colossal improvement; even 10 watts for me would be appreciable. And welcome.
I’ve mentioned this before, but I’ll reiterate that engineers at several different brands have all told me the same thing: All the real gains to be made in the future won’t be in weight. To the extent that we get faster due to strictly technological advances, they will all come in the realm of aerodynamics. I wasn’t so sure I believed them until I had a rider who wasn’t as strong as me drop me on a flat road while riding his TT bike. I simply couldn’t stay in his draft.
The Noah uses a seat mast, which is a feature I’m not sure I’ll ever come to love, not in any frame. While I respect that this contributes to the frame’s overall aerodynamic slipperosity (new word, you heard it here first), every frame I’ve ever ridden that used a seatmast design was less comfortable than similar frames spec’d with a 27.2mm seat post. Regardless, I hope to ride a Noah some time soon.
Also on display was a new version of the Helium. With a slightly sloping top tube, tubes with squarish profiles and string bean seat stays, this thing could be a cousin to the Cervelo R3. This sense is reinforced now by a redesign in which the seatmast has been replaced by a conventional 27.2mm seat post. Hooray!
The Helium is a simple, clean design unencumbered by superfluous contours that cause so many frames to look like an early ’60s Corvette and weigh nearly as much. As it was put to me, the new Helium finally gives Ridley a truly pro-worthy climbing bike, and one that will be a good deal easier to travel with. I was surprised to learn that one of the big drivers for doing a traditional seatpost on this bike wasn’t ride quality; rather, it was the ability to pack the bike more easily for travel. Go figure.
Also worth mentioning is the new women’s bike, the Liz. It won’t be any woman’s first road bike, but it will be a great bike to upgrade to after that first under-spec’d road bike.
Of all the brands at Press Camp, Knog is one that’s been on my radar, and I could easily have made a request to review some of their stuff, but I was never really certain how their offerings would go over with the RKP readership. Our reviews have skewed toward performance items for serious roadies, but thanks in no small part due to the FGR, we’ve learned that a great many of you ride early, ride late, run errands on your bikes and in short do things that don’t require being the leader of some Strava segment. Oh, and that you’d like to live to see your next ride. As a result, you’ll start seeing some mentions of Knog product here and there. They’ve got a zany, irreverent sensibility—think Greenpeace at a rave—that meshes well with the fact that their products are as green as possible and easier to use than a Coke machine. Let me add that when they decided to call their LED light series the Blinders, that wasn’t hyperbole. I looked directly into one and my retinas are still on strike.
My stop at CycleOps was unforgivably brief. The pending arrival of my airport shuttle had me blowing through their suite like a starving man at a buffet line. I was interested in it all, but didn’t have the time to sit down and really learn much. The most exciting news, so far as I was concerned, was the announcement of the new Joule GPS. So now you can have all the functionality of the Joule bike computer with its ability to allow you to examine your wattage on the fly combined with GPS tracking of your route which may not be that important to you while you’re on the bike, but will be very handy when it comes time to upload your ride to Map My Ride or Strava. You’ll still need to upload the route to two different pieces of software as neither MMR or Strava enable you to examine your performance the way that CycleOps’ Power Center or Training Peaks does, though.
CycleOps has also partnered with Enve to offer high-end wheelsets. For those looking for an aerodynamic set of wheels that will also allow for wattage reading, this partnership offers a terrific solution.
And while you’re not going to care a whit about this in June (why should you?), I saw the CycleOps Virtual Trainer, which combines indoor training with the challenge of real-world training routes. Tacx has had a product that works along these lines, but CycleOps adds a really significant wrinkle to this equation. You have the ability to upload video you’ve recorded (say, via a GoPro camera) along with a GPS route to give you a significantly simulated training experience. The trainer will increase the load to simulate climbs and ease it for descents. The one thing your training won’t fix is that if you got dropped on the ride you shot, you’re still going to get dropped next winter. Oops.
I’ve wanted to attend Press Camp since the event’s inception four years ago. It took a while for both the event and RKP to grow enough that we received an invitation. Honestly, it was even better than I had expected. The event is exceedingly well organized, but that didn’t surprise me. The driving forces behind the event are Lance Camisasca and Chris Zigmont. Camisasca is the former director for the Interbike trade show and Zigmont is the former general manager for Mavic and Pedro’s. Zigmont also ran Mavic’s neutral support program here in North America for many years. He has a talent for providing logistics for herded cats.
It’s worth mentioning how much fun it is to interact with my colleagues. I had the opportunity to meet David Bernstein of the FredCast, Byron from Bike Hugger, as well as spend time with friends like Ben Edwards at peloton and Nick Legan over at Velo.
It’s no secret that the Interbike trade show has been suffering the pains of an entity whose business model is in decline. Suppliers want the show to happen earlier so they can place preseason orders, while retailers want the show to happen later so that they don’t have to take their most important staff out of the store for a week during peak selling season. In metaphoric terms, she wants to get married and he’s not ready to give up his little black book. It’s a relationship destined for the rocks.
Press Camp gives the media access to a bunch of brands that are interested in media coverage; and while you might think that is everybody, not every brand out there cares if Road Bike Action, LAVA or RKP writes a word about them. From the brands’ perch, this is a chance to have the same conversation over and over, which can simplify a day. Surprisingly, the 45 minute sessions go quickly. It’s amazing how little you can cover in 45 minutes, even though it’s a great deal more than you can cover in 15 minutes at Interbike.
Don’t get me wrong, I like Interbike. While I hate Las Vegas the way a teenage girl hates acne, I’ve come to accept that it’s a place anyone can get a reasonable airfare to and even the unemployed can afford a hotel room. I know; I’ve done it. I love the way it brings together a big swath of the industry, though I prefer the way it used to bring together the whole of the industry. But that’s the thing about Press Camp and Dealer Camp: They aren’t so much a response to Interbike as they are a response to the big dealer events hosted by Trek, Specialized and Giant. The success of those dealer events is because of the intimate (sometimes pronounced “captive audience”) setting where dealers don’t just get specs and pricing, but education.
Trade shows were speed dating before speed dating was cool. The problem is that as the bike industry has become more sophisticated, the grocery-store model of strolling aisles has ceased to work for most people. Next time I go, though, I plan to schedule fewer afternoon appointments so that I can actually get out for a ride. It felt silly to leave Park City without having gone for a single ride.
Data-less riding is in vogue these days. Rolling around with no computer and only the feedback of lactic acid to tell you how hard (or not) you’re going has a minimalist appeal. Think of it as the fixie romance for those with legs too big to fit in skinny jeans. (Dude, come on, even Robin Zander wasn’t that skinny!)
Where was I? Oh yeah, sans details. I do get the appeal. I was once in a Specialized Concept Store and discussing the merits of a wattage device with a prospective customer. What I said wasn’t helpful to the sale: “If your hardest training is on group rides, wattage doesn’t matter. When the move comes, either you’re there or you’re not.”
So it goes with riding hard. Either it was hard enough, or it wasn’t. And if it wasn’t, it’s likely all you did is delay your next opportunity to train hard enough. For those of you struggling to get more than a few hours of riding per week, this perspective might be less helpful than gasoline to a firefighter. Apologies and all that; there’s a wheel review coming shortly.
I have tended to find computers and heart rate monitors most useful as a governor to my efforts. It’s easier to go too hard on a recovery ride than it is to gridlock Congress. I remain a big believer in using data to keep from overtaining and in these parts you can group ride yourself into overtaining in less than half a lunar cycle. The Easy-Bake Oven isn’t that easy.
Even for those who don’t want data overload on their rides, riding five or six days per week deserves to be tracked for the sake of planning recovery rides and rest weeks. Of late, I’ve suffered from two broken GPS units and have thus used my iPhone and the Map My Ride iPhone app to keep track of my riding while alleviating me of the self-doubt that plagues me every time I look down at those little numbers. Oh, the questions!
How much longer can I maintain this pace? Is the pace high enough? Why isn’t the pace higher? Should I be hurting this much? Is my form declining?
In a bookcase I have notebook after notebook of old training data. Most of those accumulated miles are unremarkable, but there were rides among them over roads and routes that I no longer recall. To have a full range of digital data on all those rides is something that I … well, I wouldn’t kill for it, but I might squash a bug or two.
When Map My Ride hit the Interwebs a few years back I was stunned to see someone finally offering what MotionBased had promised circa 2004. As a registered map nut (I get lost in maps the way some cooks get lost in the kitchen) I get an unnatural entertainment from looking at my route on a map. I love playing back in my head the climbs, turns and descents.
As I mentioned both my primary and back up GPS units threw a rod and, as a result, I’ve been using my iPhone to track my rides. It’s a nearly ideal solution for me. I’ve been relieved of knowing exactly how fast I’m going, which is bad news more often than good, and I still finish the ride with a file detailing my ride. Better still is the fact that I don’t have to download it to the site as the iPhone app does that for me within seconds of climbing off the bike. I bought an external battery to extend the life of my iPhone so I can ride for more than three hours, to boot.
I’ve looked at each of the services that allow a cyclist to download training data. For strictly training purposes, Training Peaks kills Map My Ride, but because I’m not trying to race anymore, and few people I know are training as seriously as is necessary to really utilize the full suite of features of Training Peaks, Map My Ride strikes me as a better overall package for most riders. I completely geek out on the mapping and elevation profile features. The social media aspect of Map My Ride makes it a powerful way to connect with friends as well, whether you’re just posting your rides to Facebook or connecting with other riders who seem to be on your riding wavelength.
When I contacted them to get a few images, they asked me to mention that they’ve got a couple of deals going for the Holidays. I dig this site. I dig their CEO (he’s a halogen bulb even in a room full of high-wattage incandescents) and I dig that they’ve been willing to take feedback from me on features they should add.
The first is:
Buy any new Premium membership and receive a FREE invisible Bracelet membership for one year!
Invisible Bracelet is a competitor to Road ID, but with an important twist. IB is creating a database of users so that emergency service providers have a complete set of contacts for you and your loved ones. Whether it’s a standard everyone adopts remains to be seen; regardless, it seems a powerful way to reach out to families in the event of an emergency. Learn more here.
The second is:
Gift your loved ones a Premium membership for a special discount price of only $19.99!
MMR is offering their bronze membership benefits as a “special holiday deal” for only $19.99 (regularly $29.99, and said to be a value of more than $71.00 given the monthly access price is $5.99). Learn more here.
My point: Killer Christmas Gift.
If you’ve been following the Tour de France on the Vs. network, then you’ve probably heard about the Aquaphor le Tour Challenge being hosted by Map My Ride. It’s a contest with a twist in that you have to do something other than just enter. As befits a challenge put to cyclists, the contest surrounds riding.
Most cycling contests I’ve heard of that don’t qualify as actual races have been based on mileage, but the le Tour Challenge calculates riders’ standings not only on mileage, but also on average speed and total ascent.
I’ll be honest and say that I don’t understand the math involved. Don’t let that dissuade you. I’m not good at math in a generally encompassing way, kinda like how vampires aren’t good at sun tans. The upside is that the daily standings are as surprising and mysterious (and exciting) to me as the arrival of presents from Santa on Christmas morning. Vacuum cleaners don’t have this much power to suck me into their world.
I’ve been asked to participate in the Aquaphor le Tour Challenge. Talking me into riding too much and then writing about the experience is, well, it’s just the opportunity I welcome. So far, my recovery rides aren’t helping my standings, but my long weekend rides rate well enough to goose my ego.
Even if you’re not participating, drop by and have a look. This contest has inspired a lot of people to step up their riding, which is a great thing, no matter how you slice it.
You can see my blog here.
Cyclists in the United States do not have a reputation for successful activism. Causes to which their efforts would be well applied rarely get the effort they deserve. Group rides are facing increasing pressure from police and cities to clean up their acts, races are losing permits and mountain bike trails have been closed.
Strangely, though, this unusually Internet-savvy bunch made its presence known to Google, arguably one of the most powerful companies in the on-line world. Its application Google Maps provides a service with greater flexibility and more substantive information than anything you could get from the auto club. And while it offered more variations on mode of travel than the auto club did, those options were limited to driving, public transit and walking.
However, in the near future another option will be added: bicycling. Cyclists have been lobbying Google for more than a year to include cycling in its mapping routes and can now celebrate because the Palo Alto data aggregator listened.
The announcement was all but buried in a post on Google’s Lat Long blog, which is maintained by the folks at Google Earth. Four paragraphs down, software engineer Andrew Lookinbill mentions new datasets (now there’s an arcane noun) that include bike trails and paths. Lookinbill writes, “Soon we even plan on providing you with biking directions to take advantage of this new data.”
One wonders how far behind Map My Ride can be. That site is so forward thinking (and fun) it’s a wonder they don’t already offer proactive suggestions on routes.
Many riders in bigger cities complain that bike commuting is difficult and dangerous for the simple fact that finding a route composed of bike-friendly roads can be difficult. If Google gives weight to bike paths, bike lanes and bike routes, the feature could help usher in a new wave of bike commuters. And for map fiends (like yours truly), the ability to map a route that includes bike paths in advance and get accurate route notes and mileage is a dream come true. Imagine planning a European tour down to the last kilometer before ever leaving home. Where’s my passport?
There’s no word on how long until Google implements the new feature, but RKP will bring you an update once it is out and we’ve had a chance to test drive the mapping and compare it to existing software. Stay tuned.
In shooting industry folk for my last post, I shot so many images, I couldn’t fit them all into a single post, so I’ve decided to do another and do so knowing that I will have omitted some terrific people. They are what, for me, make the trip to Vegas something I look forward to each year.
Above is Ted Costantino, the founding editor of Bicycle Guide. It was his guidance of the magazine that inspired in me a desire to write about cycling; his editors were good enough to light aspiration in me. All of the magazines showed me that being a bike magazine editor was cool, but BG made me want to write about cycling with real literary flair. Today Ted is the publisher of Velo Press and I periodically send him book proposals. I’ve wanted to work for this guy since the 1980s; I’ll find a way to do it some day.
Carson Stanwood taught me the value of a good PR guy. Part comic, part encyclopedia, part hale goodfellow and part dedicated rider, Carson is one of those guys who just gets it. He’s never pitched me on something as unnecessary as a hernia; his accounts have always been an A-list of companies I can’t know too much about. In 1997 he gave me a T-shirt commemorating Interbike with the slogan, “Help, I’m talking and I can’t shut up!” It’s still in rotation.
Chris King’s head of marketing, Chris Distefano (left) and co-worker Abby (whose last name I didn’t get, at right), caught here doing the hangover ride to Lake Mead and back. If there’s a magnetic north pole to cool somewhere in the universe, Chris is there with a bike sporting a product you’re dying to ride.
I began reading Richard Cunningham’s work at Mountain Bike Action before I ever scored a byline. I’ve long envied his creativity in frame design and prose; a combination you won’t find in too many places.
Brad Roe, right, is the editor for Road Bike Action and the man who invited me to contribute to their editorial efforts. Jonathan Edwards, left, is a doctor and one of the contributing editors to the magazine. Brad has overseen the magazine’s evolution from being written by a single editor to one that brings readers a number of voices. He’s receptive to new ideas and has a light touch as an editor; it’s a killer combination.
Ben Delaney, at left, and Sean Watkins, right, are both very fast Cat. 1 racers. As it happens, they are both employed by Competitor Group, where Ben is the editor of VeloNews and Sean helps to oversee advertising sales for the entire group of magazines (which also includes Inside Triathlon and Triathlete). I met Ben when he was a staff editor for Bicycle Retailer and Industry News and he later freelanced for me at Asphalt. He’s everything you’d want in a contributor: good, easy going and on-time. I imagine he’s even better as a boss. Before joining the staff of Triathlete, Sean was an ad sales guy for Winning, Bicycle Guide and Triathlete when they were owned by another publisher, and he’s been fast for, well, he was a member of the Skittles team and called Lance Armstrong teammate.
Steve Frothingham is another former Bicycle Retailer guy who now works for VeloNews as their online editor. I contribute from time to time and Steve’s an easy guy to work with. In between his Bicycle Retailer days and joining VeloNews, Steve got a masters’ in journalism and spent some serious time in the trenches working for the Associated Press.
I got to know “A Dog in a Hat” author Joe Parkin in the fall of ’95 when he was racing for Diamond Back and he and teammie Gunnar Shogren spent the season racing ‘cross in New England. I already knew who he was from his days as a roadie in Europe and racing domestically for Coors Light. When I joined the staff of Bicycle Guide, I stayed in touch with Joe and he always had a ready quote for me. My trip to Interbike is incomplete without saying hi, and it’s nice to see his book has met with such success. He’s promised to carve out some time to contribute to Red Kite Prayer.
Matt Pacocha impressed the folks at VeloNews well enough to make the leap from pro mountain bike racer and freelancer to staff technical writer. It’s a good thing, too. He’s still super-fast and writes some very clear prose.
Dominique Rollin, left, of the Cervelo Test Team made the jump from domestic racing to Europe and did quite well in his first year. Len Pettyjohn, right, is the former director of Coors Light and is with a new venture now, called Centurion Cycling. Len will be producing a series of Gran Fondo rides in ’10 that will be both epic and fun. I’ve been quoting him in articles for more than 10 years.
Dave Letteiri once interviewed me for a position as a mechanic for the Chevrolet/L.A. Sheriffs cycling team. Most of the interview focused on my ability to keep cool if I was being yelled at by an amped-up rider. Since then, Dave’s career has been devoted to Fastrack Bicycles in Santa Barbara where he is an integral part of the cycling scene. His shop looks a bit like a bomb went off, but has some priceless cycling memorabilia that makes it a must-visit for anyone passing through the town.
Derin and Kurt Stockton ought to be legendary for their exploits. Kurt is a former US Pro champion (1990) and Derin raced in Europe for Tulip, among other teams. When I joined the staff of Bicycle Guide, Derin was a contributing editor and did some extraordinary work. Since then he has raced pro downhill and these days is a strength and conditioning coach for pro motocrossers in Temecula, Calif. Kurt has stayed close to the road world and has managed several teams and has plans to announce something new in the near future.
Jim Stevenson is from my neck of the woods, but got out of the South before I did. The number of mutual friends we have in Tennessee and Missisippi are enough to make you think we are fraternity brothers, and in a way I guess we are. Since his departure he has worked for Centurion/Diamondback, GT, Felt and now Bianchi, where he is national sales manager. If there is one guy’s brain in the industry I’d love to download, he’d be at the top of the list.
Nic Sims is Specialized’s media relations guy for the bike industry. You’ve probably seen him on Versus talking up the latest in Specialized technologies. He’s witty, passionate and has the energy of a five year old on Red Bull. He was one of the first guys I talked to in the industry to really understand the power of blogs as a new form of media.
Josh Rebol is one of the instructors for Specialized’s SBCU. Prior to joining Specialized, he was was at Hazard’s in Santa Barbara where all he did fits all day, every day. When I have a question about fit, he’s one of the first guys I go to.
That’s Robin Thurston, one of the biggest-picture thinkers I’ve encountered in the bike industry. He’s the visionary behind Map My Ride. His business acumen is formidable and he paid serious dues racing in Europe before thinking about how GPS could change our interaction with our world. This guy is one to watch.
Assos’ Larry Kohn and Kim Schramer. They are bringing Assos the level of recognition the line deserves and are among a short list of lines that have really seen the value in the bicycle studio concept. Larry was a big fan of Belgium Knee Warmers and stepped up right away to support Red Kite Prayer.
Of all the cycling clothing companies to see the value of offering both custom clothing to teams and a collection for those who want something fresh looking without the crush of manufacturers’ logos that some team jerseys are, I don’t think anyone has done a better job of it than Gary Vasconi and the crew at Capo Forma. Gary eats, drinks and sleeps the roadie life and gets it like only a true roadie can.
Brian Worthy is the U.S. representative for one of the world’s best custom clothing lines: Vermarc. The Belgian line sponsors one team: Quick Step. However, if you look around a bit, you’ll see a lot of PROs wearing their stuff—their teams just buy it. Why? It’s that good.
Michael Foley and Ken DeCesari are two of the men behind the incredible growth of Sock Guy. Foley was the man behind the launch of Bike magazine and was with Bicycle Guide before that. He’s well-connected and seems always to know what’s happening even before it has happened. I’ve learned loads from that guy.
J.P. Partland is an old friend who has contributed to every magazine I’ve worked for in the industry. These days, one of his primary gigs is writing the incredible detailed copy for the Competitive Cyclist site, along with honch Brendan Quirk. He lives in New York City and can be found at the races most weekends in the PRO/1/2 field.
Chad Nordwall is the man behind Above Category bicycle studio in Mill Valley, Calif., which is probably the only community in America to sport two incredible bicycle studios (the other being Studio Velo). Above Category is likely to become an object lesson in how to present cycling in a more professional manner and the competition between the two shops will make each even better.
My apologies to the dozens of other friends I didn’t see or just plain forgot to shoot when I saw you on the floor.