My goal was to not have a mechanical, ride cleanly, and shoot for a top 25. With 88 pre-reg riders, and a starting number of 351, I'd be starting just in the back half of the field. Better then Charm City, this might be a shot at some MAC points.
I staged to the far left, and scooted around a few people in the start, but it was fast and I'm not a particularly fast starter. But after the first lap, the pace dropped off and I started to move up. I've been stutter stepping my remounts so I paid extra attention to them during the race. I think that the practice sessions during the week have helped a lot here, they aren't perfect, but they're definitely much better then they used to be.
With two to go, I started to get a little sloppy, and wiped out one one of the turns with roots. I let one spot go, and couldn't get it back. In the end, managed a ninth place which I was happy with. Now some MAC points, and no more staging at the back.
I liked the course, definitely wetter then last year with some more mud, but only one set of barriers.
Sunday, September 25, 2011
Tuesday, September 20, 2011
Charm City 2011
Wow, I did not realize how fast this race was going to fill up. I'm lucky to have been able to race on Sunday. A few weeks ago, when I finally got around to registering, Saturday was full, and Sunday had precisely one spot left.
Good: I got to race, not as good: I get to stage at the very back of the field. Every number was called up from 400 to 524, and wearing the final digits, I got to choose my place in the rear. My goal had gone from getting a top 25, to try and see how far I could move up.
Also, hope my wheels didn't collapse, or my new tubies roll off.
The course was fast and flowy, and I managed to scoot through a few large groups of people early in the race which definitely helped. I was definitely struggling on some of the more technical sections, especially the barriers, the sand, and clipping in after. Need to work on that more.
Thanks to Dennisbike.com for the photos.
With about two to go, I caught up to a NCVC and a Bicycle Therapy rider, we traded spots a couple of times, but I couldn't stay in front of them. I gave it one last shot in the final meters, but couldn't pass them. So final spot, 32nd.
I rimmed out hard on some of the curbs between the grass and pavement sections, fortunately no flats, and the tires felt like they had good traction in the twisty parts. First ride on the new wheels was definitely a success.
Next week, Whirly Bird.
Good: I got to race, not as good: I get to stage at the very back of the field. Every number was called up from 400 to 524, and wearing the final digits, I got to choose my place in the rear. My goal had gone from getting a top 25, to try and see how far I could move up.
Also, hope my wheels didn't collapse, or my new tubies roll off.
The course was fast and flowy, and I managed to scoot through a few large groups of people early in the race which definitely helped. I was definitely struggling on some of the more technical sections, especially the barriers, the sand, and clipping in after. Need to work on that more.
Thanks to Dennisbike.com for the photos.
With about two to go, I caught up to a NCVC and a Bicycle Therapy rider, we traded spots a couple of times, but I couldn't stay in front of them. I gave it one last shot in the final meters, but couldn't pass them. So final spot, 32nd.
I rimmed out hard on some of the curbs between the grass and pavement sections, fortunately no flats, and the tires felt like they had good traction in the twisty parts. First ride on the new wheels was definitely a success.
Next week, Whirly Bird.
Saturday, September 17, 2011
Lehigh Mountain Top Classic 2011
I've ridden a mountain bike exactly once, and the trips pedaling myself down suburban roads to middle school don't count. But since a MTB was offered to me (two actually), and the race was literally up the hill from our home, I couldn't dismiss the opportunity to try a new form of bike racing.
It was fun, but I spent most of the race in a continual state of falling down.
The Lehigh XC course has been described as "technical", apparently that means full of rocks, roots, steep climbs, and descents. Not really having any idea what I was doing, I lined up for the LeMans start of the "C" race. I started about in the middle as we funneled into the trail, I quickly realized that I was a terrible descender and technical rider. Not a huge surprise. But then I found out that there is quite a bit of class and etiquette in MTB racing, on the climbs after the first descent I found people very willing to let me pass if I was coming up behind them. I quickly learned to return the favor when I started holding people up on the technical or downhill sections.
Unfortunately, shortly after a Millersville rider let me go by, we came through an intersection that wasn't marked, I took a quick guess and headed downhill. By the time I came out on a road and saw the Penske truck for the downhill riders, I realized that I had definitely taken the wrong turn. Unfortunately, others had followed, probably assuming that a Lehigh rider should know the course. Sure showed them. It took a few minutes to climb back up to the intersection, and get going in the right direction.
I passed a few more people, but as soon as we hit rocks (which happens frequently if not constantly), I'd fall down a bunch. I became extremely difficult for me to get back on the bike, because there wasn't room to make half a pedal stroke before bouncing off the next rock. Eventually I started running large sections.
Anyway, it was a good time, and I've got some real bruises and bumps to complement the injuries from the wreck last week. Tomorrow will be interesting as my left arm has some limited range of motion.
It was fun, but I spent most of the race in a continual state of falling down.
The Lehigh XC course has been described as "technical", apparently that means full of rocks, roots, steep climbs, and descents. Not really having any idea what I was doing, I lined up for the LeMans start of the "C" race. I started about in the middle as we funneled into the trail, I quickly realized that I was a terrible descender and technical rider. Not a huge surprise. But then I found out that there is quite a bit of class and etiquette in MTB racing, on the climbs after the first descent I found people very willing to let me pass if I was coming up behind them. I quickly learned to return the favor when I started holding people up on the technical or downhill sections.
Unfortunately, shortly after a Millersville rider let me go by, we came through an intersection that wasn't marked, I took a quick guess and headed downhill. By the time I came out on a road and saw the Penske truck for the downhill riders, I realized that I had definitely taken the wrong turn. Unfortunately, others had followed, probably assuming that a Lehigh rider should know the course. Sure showed them. It took a few minutes to climb back up to the intersection, and get going in the right direction.
I passed a few more people, but as soon as we hit rocks (which happens frequently if not constantly), I'd fall down a bunch. I became extremely difficult for me to get back on the bike, because there wasn't room to make half a pedal stroke before bouncing off the next rock. Eventually I started running large sections.
Anyway, it was a good time, and I've got some real bruises and bumps to complement the injuries from the wreck last week. Tomorrow will be interesting as my left arm has some limited range of motion.
Tuesday, September 13, 2011
Wheelbuild #3
Tensioning and trueing went very smoothly, and was actually quite enjoyable. Cathartic, even.
Spoke nipples greased, threads treated, rim sanded, cleaned with alcohol, and now begins the layers of glue.
Should by ready by this weekend for Charm City, just in time as the Ksyrium Elites are out of commission.
Spoke nipples greased, threads treated, rim sanded, cleaned with alcohol, and now begins the layers of glue.
Should by ready by this weekend for Charm City, just in time as the Ksyrium Elites are out of commission.
Nittany Cross 2011
Cross is finally here, and it is great to have Nittany Lion so close by to kick things off. David, Ron, and Roland started in the Cs, while Chris and Greg went for the Masters 35+ which looks super competitive this year. The field was totally stacked. Chris missed his start, but still managed to charge his way through most of it to land a top 30 spot.
Unlike the fast dust bowl that we raced last year, the recent rain made this course super muddy, with several big muddy sections, including one puddle that smelled suspiciously like sewage. I liked the course, though, more running then last year and not as fast, which suits me a bit better. My pre-reg put me about smack dab in the middle of the 2/3/4 B field, and I got a decent start.
By lap two I was moving up and was somewhere in the top 20 when my left pedal fell off. I half walked half jogged back to the pits and got it reattached. My own fault for not tightening it enough. After that, I was pretty much at the back, so just concentrated on seeing how far I could move back up in the remaining laps.
A fun race, but I was hoping to get a better result on Sunday, no excuses. I felt pretty good, and again staged right about smack dab in the middle of the field. The start was fast, like usual, but suddenly after about 100 meters there were bodies and bikes laying on the ground in front of me and I had no way to avoid them, next thing I knew there about 3 bikes piled on top of me. After untangling myself from the mess, I tried to jump back on to continue, but the rear wheel was going nowhere. It took me a second to realize that it was totally taco'd. Unfortunately, for another guy caught in the crash, his new carbon tubulars were totally trashed. So we did the reasonable thing and headed over the heckling corner and demanded beers.
It was awesome seeing Jeremy Powers in action, I didn't realize he was racing until I saw him on the course. Wow.
Next week is Charm City.
Unlike the fast dust bowl that we raced last year, the recent rain made this course super muddy, with several big muddy sections, including one puddle that smelled suspiciously like sewage. I liked the course, though, more running then last year and not as fast, which suits me a bit better. My pre-reg put me about smack dab in the middle of the 2/3/4 B field, and I got a decent start.
By lap two I was moving up and was somewhere in the top 20 when my left pedal fell off. I half walked half jogged back to the pits and got it reattached. My own fault for not tightening it enough. After that, I was pretty much at the back, so just concentrated on seeing how far I could move back up in the remaining laps.
A fun race, but I was hoping to get a better result on Sunday, no excuses. I felt pretty good, and again staged right about smack dab in the middle of the field. The start was fast, like usual, but suddenly after about 100 meters there were bodies and bikes laying on the ground in front of me and I had no way to avoid them, next thing I knew there about 3 bikes piled on top of me. After untangling myself from the mess, I tried to jump back on to continue, but the rear wheel was going nowhere. It took me a second to realize that it was totally taco'd. Unfortunately, for another guy caught in the crash, his new carbon tubulars were totally trashed. So we did the reasonable thing and headed over the heckling corner and demanded beers.
It was awesome seeing Jeremy Powers in action, I didn't realize he was racing until I saw him on the course. Wow.
Next week is Charm City.
Saturday, September 10, 2011
Monday, September 5, 2011
Wheelbuild #1
This cyclocross season I've decided to build up a tubular wheelset. Got a good price on a new pair of sensible Mavic Reflex rims, some used Shimano 600 hubs, and a pile of of double butted spokes from Cutter's.
I read a bunch about the various lacing patterns and different schools of thought regarding the tradeoffs between each one. I concluded that the best way to equalize spoke tension in the rear wheel is to have radial spokes on the drive side with 3-cross on the non-drive side. A hub should have no problems handling the torque from one side to the other flange. However, then there is problem of having only 8 trailing spokes to handle pedaling torque. So a better solution would be to go 3-cross on both sides, but have heavier gauge spokes on the drive side. My plan was to use XL 14 (2.0 - 1.5 - 2.0mm) spokes on the front and non-drive side, with DB 14 (2.0 - 1.7 - 2.0mm) on the drive side.
The middle section of the DB14 spokes has (1.7/1.5)^2 = 1.28 times as much cross section area, and according to Damon Rinard's spokecalc, with my hubs and rims, the drive side will have a tension ratio of 1.75 (drive/non-drive). So those two sets of different size spokes would help equalize the strain on each side of the wheel. However, even larger spokes on the drive side would be more appropriate.
Unequal tension is not the primary problem in a dished wheel. When the same size spokes are used, the consequence of unequal tension is unequal strain, so each set of spokes are loaded differently. Then one set has a disproportionally higher chance of breaking because the loading cycles will be more severe and they will fatigue faster. A wheel will be strongest and most reliable when the load is distributed most equally.
However, the XL14 spokes weren't available, so I'll do DB14 all the way around. So much for the math.
Spoke prep overnight.
Drive side half way laced.
I read a bunch about the various lacing patterns and different schools of thought regarding the tradeoffs between each one. I concluded that the best way to equalize spoke tension in the rear wheel is to have radial spokes on the drive side with 3-cross on the non-drive side. A hub should have no problems handling the torque from one side to the other flange. However, then there is problem of having only 8 trailing spokes to handle pedaling torque. So a better solution would be to go 3-cross on both sides, but have heavier gauge spokes on the drive side. My plan was to use XL 14 (2.0 - 1.5 - 2.0mm) spokes on the front and non-drive side, with DB 14 (2.0 - 1.7 - 2.0mm) on the drive side.
The middle section of the DB14 spokes has (1.7/1.5)^2 = 1.28 times as much cross section area, and according to Damon Rinard's spokecalc, with my hubs and rims, the drive side will have a tension ratio of 1.75 (drive/non-drive). So those two sets of different size spokes would help equalize the strain on each side of the wheel. However, even larger spokes on the drive side would be more appropriate.
Unequal tension is not the primary problem in a dished wheel. When the same size spokes are used, the consequence of unequal tension is unequal strain, so each set of spokes are loaded differently. Then one set has a disproportionally higher chance of breaking because the loading cycles will be more severe and they will fatigue faster. A wheel will be strongest and most reliable when the load is distributed most equally.
However, the XL14 spokes weren't available, so I'll do DB14 all the way around. So much for the math.
Spoke prep overnight.
Drive side half way laced.
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