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A solid contingent of North American riders is heading to the Vuelta a España this weekend, including WorldTour rookies Chad Haga and Lawson Craddock, who both were tipped Tuesday by Giant-Shimano to make their respective grand tour debuts.
Haga, 25, rode well in the final time trial at the Vuelta a Burgos on Sunday, stopping the clock for a season-best fourth place, while Craddock, 22, was third overall at the Amgen Tour of California in May. Both have been consistent all season, and have earned a spot on the Giant-Shimano lineup for the Vuelta.
“If I were to be selected, I will try to finish the thing,” Craddock told VeloNews in a telephone interview earlier this month. “We’ll be going with a strong team, with [Warren] Barguil for the GC, and [John] Degenkolb for the sprints. So if I am selected, I will be going there to help Warren out in the GC, and help John in the sprints.”
As Craddock mentioned, leading Giant-Shimano will be Warren Barguil, the promising young French rider who won two Vuelta stages last year, and who will be making a push for the GC. John Degenkolb returns to the Vuelta, in part to prepare for the world championships in Ponferrada in northwest Spain. Degenkolb returns to the Vuelta for the first time since 2012, when he won five stages.
Though the start list has yet to be finalized, the inclusion of Haga and Craddock brings the American tally for the Vuelta to six.
Defending champion Chris Horner (Lampre-Merida) is headlining the U.S. contingent. At 42, he will be the oldest rider in the Spanish tour. Horner has battled injury and illness all season long, but after riding to second at the Larry H. Miller Tour of Utah, looks to be pedaling into his best fitness of the season, just in time to take on all challengers as he defends his Vuelta crown.
“The form is better this year than it was last year,” Horner told reporters last week at the Larry H. Miller Tour of Utah. “I just need the health to clear up a little bit. Hopefully, this next week I’ll take it easy, let the lungs clear up and after that I’ll be 100 percent and ready to go on to win something at the Tour of Spain.”
Two more grand tour rookies also got the call ups by their respective teams. Larry Warbasse, 24, will be starting for BMC Racing, which brings Cadel Evans, Philippe Gilbert, and 2008 Olympic champion Samuel Sánchez. The other is Nathan Brown, 23, who will be part of an equally deep Garmin-Sharp team.
Andrew Talansky headlines Garmin-Sharp, with an eye on avenging his bitter exit from the 2014 Tour following a pair of devastating crashes. Talansky, who took a huge victory at the Critérium du Dauphiné in June, will be looking to maximize opportunities, and will ride for the GC if he discovers his form in his return to competition after the Tour.
Two Canadians will also start, including 2012 Giro d’Italia champion Ryder Hesjedal adding additional firepower to a deep Garmin-Sharp squad. Hesjedal skipped the Tour de France for the first time since his Tour debut in 2008, in part to focus on the Giro d’Italia, and later to reload for the Vuelta and late-season goals. Along with Daniel Martin, Hesjedal and Talansky will give Garmin three cards to play in the GC.
Fellow Canadian Guillaume Boivin, 25, will be making his second Vuelta start. He started last year’s Vuelta, but abandoned in stage 14. With Cannondale lining up with Peter Sagan, Boivin will be working to close down breakaways and set up Sagan for stage victories.
The post Craddock, Haga to Vuelta for total of six Americans, two Canadians appeared first on VeloNews.com.
Pearl Izumi’s Team Speed Mesh jersey is designed for the pros — until now, it’s only been available to them — and its hyper-slim cut, all-black look, and aerodynamic features make it an excellent option for the unattached racing privateer, or anyone looking for a little edge on the weeknight group ride.
Pearl has returned to the USA Pro Challenge as the official clothing sponsor. It is making the very same jerseys that will be worn by the race leaders, and the Pearl-sponsored BMC Racing Team, available to the public. The Team Speed Mesh jersey will set you back $200, and is only on sale in Pearl Izumi’s booth at the USA Pro Challenge, though the company plans to roll it out as part of its custom program next year. The design is the product of Pearl Izumi’s Speed Shop, where much of the development takes place on new high-end items with plenty of input from Pearl’s pro riders, especially team BMC.
The Team Speed Mesh is unquestionably a race jersey, clinging tightly to the torso as a consistent reminder of those last few New Belgium beers from the night before. Sizing up at least one size is required to even get the zipper closed.
I am just shy of six feet tall, with a longer torso than average and broad shoulders — in the world of cycling, anyway. I typically wear a medium jersey from every brand. In the case of the Team Speed Mesh jersey, I up-size to a large, and it’s still one of the tightest fitting jerseys in my wardrobe.
The Team Speed Mesh jersey’s name is an excellent descriptor of the piece. The mesh panels on the front and back are extremely airy, which is greatly appreciated for keeping cool. That mesh also lessens our desire to unzip the jersey, which makes the Team Speed Mesh a faster option — a zipped-up jersey is a faster jersey.
All that mesh also means that your back is exposed to the sun, so you need to spray on a decent helping of sunscreen underneath the fabric. On a particularly hot and sunny day on the PeopleForBikes Ride on Chicago, I even reapplied sunscreen halfway through the ride, just in case.
The sleeves have strategically placed seams tucked into the front of the armpit and then wrapping over the shoulder blades. Pearl intends to keep air moving smoothly over the rider’s back with this design. The sleeves are cut fairly long, almost to the elbow. The cuffs are cut cleanly and don’t lift up off the skin; they are not the traditional rolled-and-stitched seam found on most jerseys. The sleeve design is one of the key elements that separates from the Team Speed Mesh jersey from other high end jerseys in the Pearl line.
For now, the Team Speed Mesh jersey is only available in all black, which is a nice approach for a jersey with such an unforgiving cut. For those not attending the USAPC, Pearl’s $150 Speed jersey is available online. Though this non-Team model uses different fabrics and tailoring, with shorter sleeves and more traditional cuff designs, it’s Pearl’s most race-ready, easily-accessible jersey.
Retail price: $200
Availability: 50 available for now at the USA Pro Challenge
What we like: A no-nonsense race-cut jersey for the privateer racer and lunch ride world champ
What we don’t: Limited availability and we need a buddy to apply sunscreen to our backs on sunny days
The post Reviewed: Pearl Izumi’s USA Pro Challenge leader’s jersey appeared first on VeloNews.com.
Tinkoff-Saxo officially announced on Tuesday that Ivan Basso will join the team in 2015. The two-time Giro d’Italia champion signed a two-year contract with the Russian-registered WorldTour team.
“With Alberto [Contador], Peter [Sagan], Rafal [Majka], and now Ivan, we will become the number one team,” said owner Oleg Tinkov. “I have always liked Ivan; he was at lunch with me in 2007, [and] I would have liked him to be with my team already then. Now I’m happy to have him in our team because I know how serious and dedicated he is. I believe that he can be an important asset for conquering the Pink Jersey at Giro.”
The 36-year old Italian will become an important part of Tinkoff-Saxo’s 2015 squad, bringing more than 15 years of professional experience to the team.
“I’ve signed a two-year contract with Tinkoff-Saxo,” said Basso. “I’m really impressed by Oleg Tinkov’s project. It’s the best team in the world, and I’m proud to be a part of that.
“I will start from scratch with the determination and desire of a new professional, but with the head and experience of a veteran.”
Aerodynamics of new vs. old frames
Since most carbon fiber frame builders seem to be using kammtail (as modern as the ’71 Chevy Vega!) tubes for aerodynamic purposes, it got me wondering about the relationship between cross-sectional area and shape. Is a modern carbon frame more or less aerodynamic than my 25-year-old steel frame, using round cross sections but with a much smaller area exposed to the wind?
The shape makes a big difference. I remember reading a statistic once about an antenna on an airplane; it was something to the effect that if it is round in cross section, the skinny little antenna has similar drag to one of the plane’s entire wings. I may be getting the relative magnitudes wrong, but you get the idea.
If you look at the figures in this drag coefficient chart, a round shape is about twice as fast as a square shape, but it looks like a round tube has to be less that one tenth the thickness of than a wing-shaped tube before it has the same drag. Of course, the round cross section applies to vertical tubes in the wind, approximating only the head tube, seat tube, and seatpost, although the air around the seat tube and seatpost is so “dirty” coming around the moving legs, that the magnitude of drag difference is less. The top tube, running parallel to the wind, adds no drag, and the down tube, which crosses the wind at an angle, is oval in cross section as far as the wind “sees,” and that’s faster than a round shape.
Using Dura-Ace 9000 with older wheels
I ride a 2014 Specialized S-Works Roubaix with Roval carbon CLX40 wheels and a Dura-Ace CS 9000 11×28 cassette.
I’d like to set up an old (circa 2008) pair of Mavic Ksyrium SSC wheels as a backup. Will these wheels/hubs accommodate the CS 9000 11 x 28 cassette? If not, how do I determine which wheels will work with this cassette?
Also, if it does work with the Ksyrium, will shifting be clean and smooth? Will I need spacers?
As I said here, your Mavic Ksyrium wheels will work with an 11-speed cassette, as long as you remove the spacer that is behind the 10-speed cassette.
I can’t guarantee that the first cog will be exactly the same distance from the dropout as it is on the Rovals, so you may need to tweak your cable adjustment (or electronic adjustment) a bit. Once that’s done, it will shift just as well.
Mixing 10- and 11-speed components
I’ve read all the compatibility columns you’ve written, but none seems to hit my situation. I’ve just bought a Tri bike with an Ultegra (11-speed) setup. Previously, I’d built a PowerTap wheel for my road bike, which is 10-speed (mostly 105 components with a few Tiagra components, too). I’d like to use the PowerTap wheel for both bikes (switching back and forth). Bike shop put the 11-speed Ultegra cassette on the PowerTap wheel, no problem. However, they say the only way to make that wheel operative with the 10-speed is to upgrade the entire component set to Ultegra, which is a $1,000 project. Really don’t want to do that. Is there any way to make an 11-speed cassette work on a 10-speed bike?
Sure there is a way to make it work! You can’t use the 11-speed cassette with your 10-speed drivetrain, but you can use that wheel; you’ll just have to switch cassettes when you switch the wheel between bikes. All you have to do is to put a 2mm circular shim behind the 10-speed cassette when you install it on the wheel. This is the same thing that’s long since been required to install a 10-speed cassette on a Mavic freehub body, so you can just get a Mavic shim if you don’t already have something to fit the bill.
Help with gluing tubulars
I got myself into a little bit of a carbon conundrum while gluing my new wheels. I picked up a set of the new Easton EC90 Aero 55s and 2 Conti Competitions in 25mm. I’m using Conti Carbon specific cement. I haven’t glued tubulars in 20 years, so I’m trying to do it by the book. I read both tire and wheel manufacture’s literature. Here’s my issue: Continental recommends sanding the carbon rim before gluing. I even found a Conti video where they say it’s “extremely important.” Easton’s booklet says no wire brushing and no emery cloth. I did wipe down the rims with alcohol and a cloth. Obviously, a rough surface will give me a better bond, but I don’t want to damage my brand new wheels before mile No. 1. I also don’t want to have a roll-off and break a collarbone. What’s the right way to go here?
The main thing is to have the gluing surface of the rim be free of any mold-release substance, as glue won’t stick to this (and your tire will be able to roll off). There is no guarantee of removing the mold-release with solvent. So I lightly sand carbon rim beds and then clean them with alcohol before gluing. I make sure I don’t sand through any fibers; I just scuff the topcoat.
That said, I remember years ago in one of the many tests of tubular gluing published by C. S. “Chip” Howat Ph.D., P.E. of the University of Kansas Department of Chemical & Petroleum Engineering. Howat found that sanding didn’t make any difference to the glue bond on carbon rims. He did clean all of the rims very thoroughly with solvent (acetone, I believe).
I started sanding carbon rims because I had always sanded aluminum rims before gluing. Now I do it for peace of mind, because I know that mold-release coatings will be removed by light sanding, and I don’t want to be wondering whether I got any glue-repelling substances off with solvent alone. I sleep easily knowing my tires will stay on; rolling a tire is a much more present danger than is the possibility of rim failure due to light sanding of the topcoat. And judging by answers I’ve gotten from makers who said that I needn’t worry about it when I asked about loss of rim strength when chunks of carbon came off of the rim bed when peeling a tire off, sanding is no cause for concern. Wiping with alcohol ensures I don’t leave any sanding dust on the rim, and I don’t like breathing, touching, or depending solely upon more toxic solvents.
More on the disc-brake issue
I’ve been following the controversy about road bike disc brakes, including concerns about riders getting lacerations, etc., because the discs are sharp. Is it possible to round the edges of a disc?
Certainly one could round the edges of a disc, but I don’t think that would solve the problem. The fact that it’s a thin piece of steel (disc rotors are generally 2mm thick, and some are 1.8mm thick) is more of an issue than the condition of its edge. It’s still a knife if you hit it at high speed whether it has a rounded edge or a square edge. And then, of course, the times when people are getting cut by rotors would be during crashes, and, chances are, they will have been braking hard and the rotors would be extremely hot. So now you’re getting hit by a hot knife, and I think the fact that it might have a rounded edge would be of little comfort. A hot knife goes easily through cheese no matter how dull it is.
Feedback on component compatibility
I read in your Q&A section that the 9000 won’t work with any Dura-Ace 10-speed components.
FYI, you can use a Dura-Ace 9000 front derailleur with Dura-Ace 7800 levers. It works better than the 7800 front derailleur; you should give it a try.
The post Technical FAQ: Frame aerodynamics, mixing parts, disc brakes, and more appeared first on VeloNews.com.
LIMOGES, France (AFP) — French Europcar rider Thomas Voeckler was struck by a car and appeared to injure his shoulder just before the start of the Tour du Limousin in Limoges on Tuesday.
Voeckler, 35, was preparing for the start of the first stage of the four-stage race when he was hit by the car at a roundabout, said an AFP correspondent at the scene, who witnessed the incident.
He appeared to have hurt his left shoulder and was taken to hospital in Limoges for tests, with the official Twitter feed of the race revealing that he would not take part and had a suspected broken collarbone.
The two-time French national champion suffered a similar incident in January at the Santos Tour Down Under. There, he crashed into a car that braked suddenly and broke his collarbone.
Voeckler, who has won four stages of the Tour de France and was king of the mountains in the 2012 Tour, will not ride in September’s road world championships in Ponferrada, northern Spain, due to the injury.
“It’s clear that it is not worth thinking of [racing] world championships, for which I’d hoped to be selected,” said the French rider later on Tuesday.