Building up the FASTEST possible road bike

The Cervélo S5. launched very late in 2018 has been a bike that turned heads from when it first was released, mainly to do it’s incredibly unique front end design. To be frank, it’s a bike that looks like it’s come straight out of a Sci-Fi movie.

I have, which I think is probably quite well known, own an old MTN Qhubeka team bike previously belonging to Edvald Boasson Hagen which, has been lovingly repainted to match his old National Champs bike from those days. I’ll be writing a post on that bike soon don’t worry!

So how does the new version stack up compared to the previous?

The new bike joins the large group of aero dedicated road bikes with disc brakes, the ability to fit wider tyres, (28c) and a radical new design in the stem and handelbar.

What does this front end mean? Aero really is everything. Improved aerodynamics (5.5watts over the previous version) using its out there V shape handlebar and stem design. Cervelo say that this is pretty close to maxing out the aerodynamic efficiency in the current UCI regulations. With those updates and a new geometry the S5 has become a mighty rocket ship!

So a huge amount of work has been done at the front end of the new S5, but that doesn’t mean Cervélo shied away from the rest of the frame, it’s just less visually pronounced. Changes have been made on the rear, including a newly designed seat post and newly shaped seat stays, including how they meet the seat tube.

So that front end. I thought, before actually spending time building it up that it would be tricky to work with but I was pleasantly surprised! It is the result of many hour of aero testing according to Cervélo and this design was found to be the fastest through the air compared to any other bar and stem combination. It is that big v-shaped gap that allows the air to move much more cleanly through that area, instead of being disrupted like a conventional setup would. The design harks back to an old front end that Cervélo had developed on an previous version of the P5. Not only that but Cervélo’s research shows that the air was quicker to re-attach to the top tube and smoother around the riders legs, thus meaning overall there was less drag. Proper geeky stuff.

When I have spoken with Cervélo about how this bike would be to work with a mechanical groupset, that also lead massively into the reasoning to the design. Cable routing as well as adjustment was a consideration here. Whilst electric cables are easy to route, you often see in aero disc brake bikes from other brands that they do not offer a mechanical groupset version, usually because of too many kinks in the cables. In the UK, the Ultegra mechanical groupset version of this bike is one of Cervélo’s best selling bikes! It allows you to be able to have a top end aero road bike that has none of the aero compromised with a cheaper offering as the electronic versions are obviously pretty pricy.

Something important to mention when explaining a bit about that front end and how the stem rises. Don’t be fooled by the rise on the stem, the Cervélo S5 is an aggressive bike, and riding with the bars slammed on my bike sits the handlebars in the exact same place as my previous version. My disc brake S5 has a 120mm stem which is slammed. I have the same on my MTN Qhubeka bike too. The bike itself it not uncomfortable at all, it’s just aggressive, and the ride is actually very compliant; no doubt helped by the slightly wider tyres. After all, if you find the bike too aggressive there’s always the Cervélo S3 you can ride which has 16mm more stack.

Lets talk a bit about my one:

I managed to get hold of this old Sunweb edition frameset from Kingston Cycle Exchange. It came directly from the team, unused! I swapped my old Cervélo C3 and another bike for it and we basically swapped the components out from the C3 to put onto the S5. You can read all about that HERE

So the Spec:

The bike is built up with a mix of Shimano Ultegra and Dura Ace Di2, featuring a Dura Ace power meter 170mm.

The wheels are from Parcours, the Strade wheelset which are super wide and designed around fitting a 28mm tyre. With that in mind I’ve chosen to fit the Schwalbe Pro One TT Tubeless tires, as tubeless is best and the TT version is a crazy rapid and strong tire.

I filmed the build. You can watch it here:

91 Descents

Nearly half of British men (46 per cent) said no one asked how they’re coping during the COVID-19 pandemic.

Every day in the United Kingdom, approximately 13 men die by suicide each day in the UK. That’s 91 a week.

In November, I’ll be shaving my face and growing a Mo for the month in support of the work that Movember out with helping with men’s mental health.

Often these deaths can be prevented, preventing people descending and spiralling out of control. Movember do incredible work and provide amazing support for many men globally before it’s too late.

At the end of November I’ll be descending Box Hill 91 times to the depth of the deepest and darkest point on the earth, the Mariana Trench, 11,034 meters. To help raise funds for Movember and awareness for men’s mental health and how important it is to check in. Help fundraise and support the incredible work that Movember carry out by joining my team.

What happened?

Watch as Emily Childs from Attacus and I recount the challenge in episode 35 of The Zero Lemon Podcast:

You can watch what happened in the video below:

107 for 107 →

The Ultimate Guide To Bike Locks: An article for Pedalsure

Having your bicycle stolen is a horrible experience, leaving you feeling powerless, frustrated and out of pocket. At Pedalsure, we are committed to preventing these outcomes – especially the latter if you have a policy – and that’s why bike locks are such a fundamental part of our cycle insurance packages. Let’s look at the different types of lock, what locks you may need, how to use them and some quick and easy tips.

Bike theft has been on a steady rise. We have also recently seen a worrying number of key workers’ bikes being stolen, so when it comes to bike theft, these criminals have no shame. With statistics like this you really cannot afford not to keep your bicycle secure.

Strap in, lock up and delve into Pedalsure’s ultimate guide to bike locks.

Time to get covered if the worst should happen? Get a free quote for cycling insurance from us today.

Types of locks

With the markets awash with different companies and designs, here are the three main types of bike lock. In most cases a combination of two or three of the following will give you the best chance to prevent your bike from being stolen.

D-locks

D-locks are arguably the most secure, and with a cable combination they are ideal for commuters. They are tough but can be tricky to get through some frames especially mountain bike designs. However, a particularly heavy-duty D-lock, although unwieldy, may deter a would-be thief. They are easy to stow in a bag or using a frame attachment, so they will add weight to your ride but it’s definitely worth it.

Cable locks

These locks come in the form of a lightweight, combination protected package, or a secondary cable often sold alongside a D-lock. Cables are super convenient when used with another anchoring lock as they can be looped all around the bike. It’s best not to use them in isolation though as they are less secure on their own.

Chain locks

Chain locks are the heaviest of the bunch so probably not the one you want to take on your training ride if you have a scheduled coffee stop. They combine the elements of a cable and D-lock but are far heavier.

What Locks Do I Need?

Bike locks are probably the worst place you can afford to be thrifty when buying a new ride, and that’s why understanding your budget before investing is so important. It’s not just the bike you are purchasing, you also have to think about helmets, kit and locks. Try not to think about locks in terms of price but instead in terms of security.

The more precious the bike, the more secure the lock needs to be. Cycling Weekly suggest you should aim to spend 10 per cent of the value of your bike on a quality lock, but we know that ‘value’ doesn’t necessarily just mean how much you paid for your bike. We know that your personal attachment to and reliance on the bike can increase its value exponentially. Therefore, a bike that you got on the cheap but that you use every day – for commuting, for instance – may well require a top-level secure lock even though it may not be a top-level racing bike.

However, if we focus on the monetary value of things, we have a more specific scale thanks to our Approved Lock List. We use the Sold Secure silver and gold rating, so:

• Silver – bicycles up to and including the value of £1,000

• Gold – bicycles with value above £1,000

Have a lock already but not sure if it’s on any of our lists? Email your lock details to locks@pedalsure.com and we’ll be happy to help. For more information on your lock’s safety, go to our trusted security experts soldsecure.com.

Quick and easy tips for locking your bike

We got in touch with Cambridgeshire Police, one of the areas of the United Kingdom with the highest incidences of cycle use and cycle theft, to ask them what people should do to protect their beloved steed.

"To reduce bike theft, we work with local businesses and partner agencies across the county to raise awareness and prevent cycle crime.

"Each year our officers find hundreds of stolen bikes. If you’re ever unfortunate enough to have your bike stolen, having it registered in your name will help us get it back to you if we, or anyone else, finds it."

They also shared some top tips for locking your bike:

• Lock your bike whenever it is unattended.

• Take any accessories with you, such as lights and pumps, etc.

• Use Sold Secure, the trusted bike lock security website.

• Use two different locks to secure your bike - this makes it a lot harder to steal as thieves may need different tools to unfasten each lock.

• If possible, lock your bike to cycle racks in busy, well-lit areas.

• Look for CCTV when picking a good spot.

• Lock both wheels and the frame to a solid object and try to fill the lock with as much of the bike as possible for ultimate security.

• Remember locks can be picked, so facing the lock to the ground makes it harder for the thief to release your bike.

Locking your bikes up on the street

When it comes to locking your bike in the street there are dos, double-dos and don’ts in terms of the chosen method. So, whether you’re pausing during a training session, locking up outside the coffee shop before work or on a grocery run, keep these pointers in mind.

Don't

• Lock your bike to a movable object.

• Lock just the back of the rear wheel, low down to an immovable object.*

• Lock to a chain link fence.

*Thieves may use the ground as leverage for a cutting implement, so if your lock is on the ground it just makes it easier for them.

Do

Use a D-lock through the seat tube and rear wheel and then attach to an immovable object.

• Use a D-lock through the seat stay and rear wheel and then attach to an immovable object.

• Use a D-lock through the top tube and then attach to an immovable object.

Double-do

Use a D-lock through the seat tube and rear wheel and then attach to an immovable object, utilising a cable to wrap through both wheels and then link it back to the central D-lock.

• Remove the quick release front wheel, place it next to the rear wheel and D-lock through both to an immovable object.

• Use two D-locks, one through the seat tube, rear wheel and immovable object, and another through the down tube and front wheel.

Note that with Pedalsure insurance, your bike if insured cannot be left unattended in the street for more than 12 hours.

Locking your bikes up at work

Many workplaces offer private spaces to store your bikes which is great, but it’s important to follow the guidelines as listed above because you never know who may have access to that shared space. Remember that with Pedalsure insurance, your bike is insured at your place of work for more than 24 hours at any one time.

Locking your bikes at home

Similarly, it’s best practice to be overly cautious at home too. Instead of putting your bike in an exterior storing unit and wiping your hands of it, create an immovable shed object of your own and lock the bike to it. If not, lock it to something that will make a racket if it is moved or that is larger than the door itself. Don’t leave your bike unattended in the garden for long periods of time, you never know who may be watching.

Incidentally, ever wondered if home insurance gives you and your bikes all the protection you need? We’ve got a short guide for that.

Locks and Pedalsure cycle insurance

Bike locks are an integral part of many of our cycle insurance policies and other companies may not cover the types of situation that we protect against. Our main stipulations are that your bike is secured to an immovable object and as previously mentioned the bike cannot be left in a place other than the insured location for more than 12 hours unless stated otherwise. For more details, consult the ‘Security Requirements’ section of our Policy Document.

There you have it, Pedalsure’s foolproof guide to bike locks. Bike locks are a huge part of our cycle insurance packages and it’s vital that you have the correct lock and all the best practices in mind when preparing to secure your bike.

Sometimes, there really is nothing you can do to protect against particularly aggressive thieves hell-bent on taking your bike – that’s where we come in. If you’re looking for competitive cycle insurance, you can get a quote from us in no time at all.

In Conversation With Chris Hall Interview for Pedalsure

Tell us a little bit about yourself

I have always cycled as a kid pretty much like everyone but I still would never really class myself as a proper cyclist. I stopped riding to play rugby. I was 120kg and ended up injuring myself pretty badly. Cycling then became the cheapest and easiest way for me to commute to and from university and then with work too. Slowly I started going further and for longer and I guess that’s where I am now at!

What would be one of your favourite cycling routes?

Still one of my favourite rides I have ever done was an off road cycle from my flat in London to The Lake District. I did it following old train lines and cycling over the Peak District National Park just before I headed into Manchester. I did it in like a day and a half. Took it pretty chilled with some good tunes and carried all my gear on the bike. It was one of the first times I had done something like that and absolutely loved every second.

We love coffee like pretty much every cyclist! Do you have any places or cafes you love to visit?

One of my absolute favourite cafe’s here in London is G!RO in Esher. It is an absolute mission for me to cycle to as I live in North West London but I love visiting there when I do. Jordan who owns it is one of my favourite people and they make a cracking coffee using Workshop Coffee.

Where would be your dream place to cycle and why?

I would LOVE to cycle across New Zealand. I was lucky to cycle from Perth to Melbourne last year and it really kindled my interest in riding more in Australia and New Zealand. It’s so different to what we have here in the UK and Australia especially, you don’t realise just how big it is!

What is your favourite climb and why?

I think my favourite climb I have ever done would be the Transfăgărășan in Romania. I cycled across Romania a fair few years back now to fundraise for a children’s charity called The PACE Centre. A school that looks after kids with motor based disorders. It was the first time I had ever cycled a mountain pass. We stayed at a hotel on the top and honestly it blew my mind.

How do you find balancing a full time job with the training for the races and challenges you do? How do you separate it up?

It’s definitely tough! I try to be incredibly structured with my time. Most days I am up very early, around 5-6am depending on what time I went to bed haha! I then train before work and work a normal 9-5 job, then sometimes train again in the evening. It’s all about structure and trying to keep on top of everything, but obviously it doesn’t ALWAYS go to plan.

What was your hardest ever challenge to date?

That’s a good one! There's a few to be honest. When I cycled 107km every day for 107 days, that was tough. Mainly because I did it through the winter with juggling work too. It meant I did so much cycling in the dark and in awful conditions. I ended up suffering quite badly with depression during that challenge because of the sheer scale of it. It’s 3 and a half months. You can’t mentally or physically prepare properly for that. Second would maybe be the Atlas Mountain Race this year. I went into it not physically prepared. I was getting over a herniated disc in my back and going to do an off road race over 1450km maybe wasn’t the wisest idea. I had a pretty bad crash and cracked the rear wheel and also it flared my back up again to the point I could hardly stand let alone walk or cycle. Unfortunately I had to accept defeat and pull out but I’ll be back I’m sure!

Could you recommend 2 Instagram accounts of cyclists who inspire you?

I absolutely love following my mate Will Girling who’s a nutritionist. I just find the things he shares incredibly interesting and insightful. Another one for me is my mates over at Attacus Cycling who make the kit I wear. Both Emily and Jimmi are firm friends of mine who have supported me tonnes and I admire so much what they do with setting up a business and making great kit!

We are all living in lockdown at the moment. How is COVID-19 affecting your area?

I live very centrally in London and unfortunately, I think a lot of people have been ignoring the Government advice. We are allowed to cycle outside now but I have been limiting this as much as I can and mainly keeping to structured sessions on Zwift that my coach, Ken Buckley plans for me. The streets are definitely quieter but the roads still have a lot of cars on them. What is great to see is that there’s definitely more people out there cycling!

How are you training and keeping fit given the current climate?

For me I keep it structured and do workout sessions on Zwift almost every day. Occasionally I do a little bit of riding outside at the moment but that’s usually more to run errands or go to the shops, for example. I’ve been using the time to also do a lot of core strength training.

Favourite Grand Tour and why?

It has to be the Giro! I just think that there's so much hype around Le Tour which often makes it a little bit of a let down but then I’m usually Grand Toured out by La Vuelta! I do however watch all of them and the racing calendar religiously. I love following the sport.

Favourite one day race and why?

For me it HAS to be Ronde Van Vlaanderen, or Flanders as you may know it. I try and go out for it every year as the fans and atmosphere is just incredible! I am also excited that there’s a women’s Paris Roubaix scheduled for October! That will be incredible if it happens. It’s been something that people have wanted for so long now.

Do you have one tip for any new cyclists?

I think cyclists always under fuel and drink. Make sure you’re eating the right stuff but make sure you are eating too. I didn’t realise quite how many carbs you need to fuel a good workout until I started talking with Will Girling.

On top of that GET A BIKE FIT! Honestly you won’t believe the difference, They aren’t always cheap but they are worth it. I work with Tim Allen (Not the actor) who runs Soigneur otherwise my biggest tip is to enjoy it. Have fun and enjoy the adventure!

6 Things You May Not Know About The Grand Tours

An article written for Pedalsure with infographics also produced by me. Enjoy!

The Grand Tours in cycling are the three major professional cycling stage races: the Giro d'Italia, the Tour de France and the Vuelta a España. Together they are known as the ‘Grand Tours’. All the Grand Tours follow the same format: a three-week bike race with daily stages covering a variety of terrain - flat, rolling and mountainous - and a couple of rest days thrown in for good measure.

The Grand Tours are the truest test for the best all-round riders in the pro peloton. The rider finishing with the fastest cumulative time across all the stages wins the overall title, also known as the ‘general classification,’ and wins the relevant race winner’s jersey - yellow for the Tour de France, pink for the Giro d’Italia and red for the Vuelta a España. As well as the overall title (the most prestigious) there are also classifications for the best team, the best young rider, the best climber and the rider who wins the most points across all the stages.

We’ve all got our own memories of the yellow jersey or maglia rosa but how well do you really know cycling’s biggest races? Here are 6 things you might now know about the Grand Tours.

Grand Tour wins vs nationality

As you would expect, the three nations hosting the Grand Tours are pretty dominant when it comes to wins at the major races in the cycling calendar, with Italy topping the tally with 85 wins across all 3 Grand Tours, followed by France and Spain.

The last Italian to win a Grand Tour is the ‘Shark of Messina’, Vincenzo Nibali, who last won the Giro d'Italia in 2016. In recent years we have seen the total dominance of Team Sky (now Team INEOS) on the top step of the podium with British riders Bradley Wiggins, Chris Froome, and Geraint Thomas. But with Egan Bernal from Colombia winning the 2019 Tour de France, will it be all-change at the cycling super power?

How much do the pros get paid?

How much do Grand Tour riders get paid? We know pro cyclist salaries are on average significantly lower than other sports, but some superstar cyclists can earn as much as the very best paid footballers or basketball players. Peter Sagan is thought to earn around €5.5 million a year at Bora-Hansgrohe and seven-time Grand Tour winner Chris Froome pockets in the region of €4.5 million each year at Team Ineos. They are the exception rather than the rule, though. Most pro cyclists at World Tour level are on significantly less and while the very best domestiques (the likes of Wout Poels and Luke Rowe) may earn north of €1 million each year, most are likely to be on contracts worth €100,000-300,000 a year. The UCI sets a minimum annual salary requirement of €38,155 for men’s World Tour teams.

Grand Tour team budgets

How big are the budgets of Grand Tour teams? INEOS remain the team with the deepest pockets, by quite some margin. Backed by British billionaire, Sir Jim Ratcliffe, the team’s budget is at least $10m more than their closest rivals and it’s difficult to argue that all that money hasn’t had a significant bearing on their results over the last eight years. The contrast is stark when you consider that even well-established teams like Trek-Segafredo and UAE Team Emirates are making do with budgets around 30% of the size of INEOS. Time for a fairer distribution of funds?

Which bike brand has been the most dominant at the Grand Tours?

When it comes to Grand Tour-winning bikes, there’s one brand that has reigned supreme over the last 30 years. 26 of the 75 Grand Tours over the last 30 years have been won by a cyclist riding a Pinarello bicycle, largely thanks to the dominance of the likes of Team Sky and Banesto in the 1990s. A trio of american brands follow, with Specialized, Trek and Cannondale all winning their fair share of Grand Tours. Spanish brand BH proudly has three Vuelta a España wins, helping them scrape into the top 10.

Which groupset has won the most Tour de France titles?

These days the ‘big three’ dominate when it comes to bicycle groupsets: Shimano, SRAM and Campagnolo. In fact, no current World Tour team uses a groupset from outside of these three manufacturers. Of the Men’s teams, 14 use Shimano groupsets, 3 use Campagnolo and 2 prefer SRAM.

But which groupset has won the most Tours de France? There’s really only one winner here. Campagnolo has won a total of 41 Tour de France races in the history of the race. Some of this can be put down to Campagnolo starting out in 1933 while Shimano started producing groupsets in the 1980s. The last winner to win with Campagnolo was Vincenzo Nibali in 2014. The last SRAM winner, one of only two, was Andy Schleck in the 2010 Tour where he finished second behind Alberto Contador, but was retroactively awarded the general classification after the Spaniard was stripped of his title following a positive test for a banned substance. There’s also a few gems on that list. Who knew Mavic, famous for their wheels these days, used to make groupsets? And don’t forget Simplex, one of the pioneers of derailleurs and components. The now defunct French brand won 10 Grand Tours in total.

Tour de France average speeds

Average speeds at the Tour de France have always been an interesting topic in professional cycling. Here we look at the average speeds during the race’s history. The fastest ever race took place in 2005, at the height of the Lance Armstrong era where the American ‘won’ his seventh overall title. The average speed was a mind boggling 41.7kph over the 3 weeks of racing.

With advances in aerodynamics, weight and technology we can expect the races to be getting faster year after year but there are a few noticeable spikes through the years where the speed has increased significantly.

In 1971 Eddy Merckx won his third Tour de France with an average speed of 38.1kph, taking home the points and combativity jersey at the same time. In 1981, Bernard Hinault also won his third Tour with an average speed of 39kph. Another noticeable year is 2015, where Chris Froome won his second ever Tour de France and the average speed was much lower than the years around it, with a speed of just 38.6kph.

So there you have it. Some facts to digest and share about the biggest races in the cycling calendar.

The Cost Of Commuting By Bike Versus Car- infographics made for Pedalsure.

Below is an interesting article I worked on with Pedalsure talking about the benefits of cycling to work versus driving. I created the infographics, but it’s also a great read so enjoy!

Whether you’re new to it or an old hand, the benefits of cycling to work cannot be overstated, hence why there has been such a boom. It’s not just health benefits either – the main reason for this new crop of riders – there are many economic and environmental benefits to be enjoyed by ditching your petrol guzzling car for a two-wheeled friend. You never know where commuting may take you, in fact in our recent conversation with Chris Hall, we found out that his cycling adventure began when he took up commuting by bike.

But what are the true costs of going to work on a bike versus in a car? The costs of commuting can be measured in a few metrics, but we are going to focus on the economic and environmental costs, physical and mental health, and then look at how riding a bike will influence all these. Bike versus car? We know the answer but here’s the working.

Let’s start at the most obvious cost: money. Petrol prices aren’t getting any cheaper (we know they can fluctuate, don’t @ us), so the likelihood is, over time you are burning an ever-growing hole in your pocket. There is of course an upfront cost to cycle commuting; purchasing a bike (chances are, much less than the cost of a car), getting the gear you need, investing in a lock, taking out insurance, but the short term cost leads to long-term benefits versus the death by a thousand pennies that fuel costs deal to your wallet each year. In fact, whether it’s fuel or season tickets, paying for your commute is one of the biggest expenses we have.

There are many ways of finding out the numbers behind the various types of commuting. Cycle scheme have compiled a neat little resource on how much you can save and the Omni calculator allows you to put in specifics to see how your car and bike match up. New research from OnePoll for Argos found that cycling to work saves commuters nearly £1,400 a year making it the cheapest, most practical way to commute versus driving. Compare that to a 2015 study conducted in Copenhagen, which summarises that it’s six times more expensive for you to drive to work instead of cycling, and the advantage is clear.

Environmental costs

That leads us nicely on to the environmental costs, which at this point are very well documented. Cars are bad for the environment; it really is a no-brainer. Cars give off CO2 emissions, a rider on a bike doesn’t, therefore more cars equal more emission and the inverse for more cycle commuters. It’s a tale as old as time but some people still need reminding.

The Omni calculator factors these environmental concerns into their calculations and provide you with your emission stats in terms of the equivalent number of trees you would have planted. Interestingly, in that 2015 Danish study mentioned earlier, the researchers also summarised that driving a car to work is six times more expensive to your community because of the associated health issues brought on by air and noise pollution, congestion and climate change. Not only that but another study, conducted by the University of Leeds in 2018, showed that you are at bigger risk from harmful emissions sitting in your car than you are cycling through traffic.

Physical health costs

We are more aware than ever about the long-term risks of air pollution and how continued exposure damages our bodies, leaving us more at more risk to respiratory diseases. Yes, you might feel more relaxed, less sweaty, safer and often much warmer when you drive to work, but these very small yet gratifying benefits are vastly outnumbered when it comes to the long-term costs. These include increased blood pressure and muscle problems from sitting for long periods of time (recurring back pain, nerve and tendon issues) and an overall less health conscious outlook. It’s not just physical health that is impacted either.

Mental health costs

As well as living in a more environmentally conscious society, we also now have a much better understanding of why mental health is at least as important as physical health. There are few things more annoying than sitting in traffic and constantly checking your watch to make sure you’re not late. Bad moods, stress and higher levels of anxiety can all be caused by a stressful commute. That, coupled with the daily grind behind the wheel, can lead to decreased productivity, poor cognitive functioning and depression. All this while you sit there in your metal box, watching cyclist after cyclist pedal happily on by…

Ditch the car, commute by bike

There is an answer to all these issues: commute by bike – the benefits of riding to work are endless. Building on what we’ve covered so far, here are some of the biggest reasons to commute by bike:

· Save thousands of pounds a year on fuel costs, parking and maintenance

· Minimise your carbon footprint

· Bypass traffic and look cool while you’re doing it

· Commuting by bike provides a more predictable journey and adds structure to your day

· A more active brain leads to increased productivity at work

· Live longer with a stronger cardiovascular system

· Protect yourself from respiratory issues by building your fitness

· Join the large and ever-growing cycle-commuter community

The list goes on.

Bike versus car – as we said at the outset, there’s only one winner. Now you are armed with the true costs/lack thereof, you can easily justify why cycling is probably the best way to commute. Start your journey with the proper coverage and join not just the cycle commute community but the Pedalsure community too with comprehensive insurance today. Be sure to tell us why you commute by bike over on out Instagram @ridepedalsure.

Need something to secure your bike? You can now get a free gold rated Hiplok DX D-lock worth £69.99 with any new insurance policy, just one of many ways we protect both you and your bike.

The BEST Gravel Bike Available?

I have been incredibly lucky to ride a fair share of Gravel bikes recently across some of the most insane terrain you could imagine! But, I’ve got to say it, I think I may have found what I perceive to be the BEST yet!

The Cervélo Aspero. Probably the best gravel bike I have ridden

My Cervélo Aspero definitely looks the part. I’ve been greatly impressed with the way it rides and handles. But more than anything the paint job is incredible. Now for a breakdown on the spec:

Cervélo Aspero: Size 54

• Shimano GRX 1x Groupset

• Shimano Dura Ace Power Meter

• Wolf Tooth 40t Chainring

• PRO Dropper Seatpost

• PRO Stealth Gravel Edition Saddle

• PRO Vibe PLT 120mm Stem

• PRO Gravel Carbon Handlebars

• PRO Bartape

• Parcours ALTA Gravel Specific Wheelset with a 11-40t Casette and 160 Dura Ace Rotors

• Wahoo ELEMNT ROAM for navigation

• Maurten providing the nutrition

• Pedalsure covering the insurance.

Some thoughts about the bike.. It is quick, light and nimble. Much more so than any other gravel bike I have ridden and admittedly that may not be for everyone but for me it definitely makes the ride a hell of a lot more fun! I’ve headed out north of London on a few gravel rides on it now and every single time I just end up smiling. If thats not a good sign I’m not sure what else could be?

So. What would I change about this bike? The question I’m sure many people would like to know.. I would change the pedals to some Shimano XTR ones. (I’ve now done this and they are awesome.) I’d also love to set this up with GRX Di2. Fingers crossed that will happen! Otherwise very very little. The stock bike comes with some 650B wheels which I am keen to use on some of those more gnarly roads, but for now lets get out there testing this beast out more on some trails!

The Zero Lemon Podcast

So I have been debating this for a long time and I have bit the bullet and started a podcast. For me, I listen to a lot of podcasts and it’s something I enjoy whilst out cycling in the wild. I’m aiming to bring you stories, information and chats with myself and interesting people I have the pleasure to know. Follow along and subscribe! Enjoy!

Spotify:

Listen to The Zero Lemon Podcast on Spotify. Podcast by Zero Lemon

Soundcloud:

The WyndyMilla x Spoon Customs Gravel bike for Cycling across AUSTRALIA

Probably one of the most exciting and unique bikes I have ever ridden, specifically designed for riding across Australia is this collaboration between WyndyMilla and Spoon Customs, two epic British bike manufacturers.

FRAME: Custom made steel frame with Lauf forks

STEM: PRO Vibe Stem 110mm

HANDLEBARS: PRO Vibe carbon flared gravel bar (with Di2 bar end junction box)

FRONT BRAKE: Shimano Ultegra Disc brakes

REAR BRAKE: Shimano Ultegra Disc brakes

FRONT DERAILLEUR: Shimano Ultegra Di2 R8050

REAR DERAILLEUR: Shimano Ultegra Di2 R8050

SHIFTERS: Shimano Ultegra Di2

CASSETTE: Shimano Ultegra R8000 11/28

CRANKSET: Verve InoCrank

FRONT WHEEL: Parcours ALTA Gravel Specific wheelset

REAR WHEEL: Parcours ALTA Gravel Specific wheelset

FRONT TYRE: Panaracer Gravelking

REAR TYRE: Panaracer Gravelking

SADDLE: PRO Vibe Stealth Saddle

SEATPOST: PRO Vibe Carbon seatpost

Cycling Across Australia

Sit back, relax and ENJOY this video series of cycling across Australia from Perth to Melbourne. You can see the ride information in this lovely collection over on Komoot:

Part 1:

Part 2

Part 3

Part 4

Part 5

Part 6

Part 7

Part 8

Part 9

Part 10

Part 11

Part 12

Part 13

Part 14

Part 15

Part 16

Part 17

Part 18

Part 19

Part 20

Part 21

Part 22

A Wend Wax Application Lesson with George!

A step-by-step guide to proper application of Wend chain wax with Jam Cycling MD and self-proclaimed 'best Wend Waxer in the UK' George Galbraith.

"Bought the stuff on your Black Friday sale and don't know why I have never used it before - best stuff ever. No more noisy and dirty chain. Highly recommend!"

"Great stuff. After applying - which is really easy - I noticed a smoother quieter ride within seconds of jumping in the saddle. Highly recommended."

"A product that does exactly what it says on the tin. Life changing."

Try Wend Wax now, available from HERE: https://www.jam-cycling.com/collections/wend

Wend Maintenance Hacks and Tips

Here we look at ways to maintain and clean your Wend Waxed chain. George shows some easy tips and hacks to making sure your bike is riding smooth and efficient.

Try Wend Wax now, available from HERE: https://www.jam-cycling.com/collections/wend

The Attacus FLARE Skinsuit- Developed for the National 24

So I’ve taken the text from Attacus as those legends explain it much better than me:

At Attacus, we’ve always believed that the key to any good piece of cycling clothing is one that feels as comfortable and practical after 24 hours as it does after just one.

It’s an integral part of our design philosophy, and something reflected in all of the products we create.

You’ll often find clothing made for racing doesn’t quite follow this philosophy. The pursuit of speed and aerodynamics supersedes that of comfort and practicality. 

To be fair, it’s usually because they’re designed for races that (if you’re good) are over relatively quickly. 

But what about if you want to go fast and long distance? 

That’s where Chris Hall comes in. Our first foray into skinsuits began three years ago, when Chris came to us and said he needed something to race in for the National 24-Hour Time Trial Championships.

Having worked with ultra-endurance cyclist Chris as an ambassador pretty much since Attacus’ inception, we were well aware of the demands of his epic riding challenges. But this was the first time he’d come to us with a competitive, speed-focus event in mind.

So we began working and developing - each year presenting Chris with a new, improved suit to race the event in. Each year getting that one step closer to a garment we believed truly combated the unique challenges of a race of this scale. 

This year, we reckon we’ve nailed it. 

A skinsuit that’s aerodynamic excellence is backed by multiple rounds of velodrome aero testing and wind-tunnel testing, designed with innovative endurance-focused features.

We're calling it the Flare.

Why? At first glance dark and stealthy, this year’s skinsuit is engineered with our new reflective fabric to offer Chris greater visibility during the night section of his race.

The fabric stretches, breathes and performs just like regular lycra, but when a beam of light hits it… BAM, an instant glare from all angles.

The upper body of this suit takes on a more ‘traditional’ construction, using top end aero fabrics tailored and aero tested to make sure it’s greasy-fast. 

Inside we’ve made sure it’s built for comfort by using our signature chamois, the same one that’s in all of our bib shorts. It’s then finished with two back pockets to help Chris carry the extra nutrition needed to get through his epic endurance feat.

This year will be Chris’ third consecutive year at the 24-hour TT Champs, and we’re super stoked to see him rocking this skinsuit.

We’ll be at the race in Liverpool on July 20-21 supporting Chris during the event and documenting his journey. So watch this space.

AS ALWAYS, a MASSIVE thank you has to go out to Jimmi and Emily for their continual support. BIG LOVE

National 24 Hours TT 2019

Another year, another crack at the National 24 hour Time Trial held in Wrexham. 2019 is my third consecutive year of competing in this race and I went into it feeling better than previous intentions of the race. My target this year was, to simply go further than my previous attempts.

We changed the strategy quite a lot this year, attempting to minimise the stoppage time down as much as possible with the hope that would help with the quest of attaining a further distance.

So some things to mention that have changed from previous attempts:

THE KIT

Every year, Emily and Jimmi at Attacus have designed an incredible skinsuit, this year’s kit, quite simply is by far the best yet.

DEVELOPED FOR SPEED, MADE FOR ENDURANCE: INTRODUCING THE FLARE SKINSUIT

A skinsuit that’s aerodynamic excellence is backed by multiple rounds of velodrome aero testing and wind-tunnel testing, designed with innovative endurance-focused features. It’s called the Flare.

At first glance dark and stealthy, this year’s skinsuit is engineered with our new reflective fabric to offer me greater visibility during the night section of his race.

The fabric stretches, breathes and performs just like regular lycra, but when a beam of light hits it… BAM, an instant glare from all angles.

The upper body of this suit takes on a more ‘traditional’ construction, using top end aero fabrics tailored and aero tested to make sure it’s greasy-fast. 

Inside they made sure it’s built for comfort by using their signature chamois, the same one that’s in all of their bib shorts. It’s then finished with two back pockets to help me carry the extra nutrition needed to get through his epic endurance feat.

As always a massive THANK YOU to Attacus for their continual support.

THE BIKE

This bike is bonkers. That’s a fact. My Giant Trinity has been given a unique and bold freshen up by the legends at WM Paintworks, the paint studio of WyndyMilla. The bike is fitted out with Dura Ace Di2, and Parcours Chrono and Disc wheels. A Verve Infocrank (165mm) fitted out with Aerocoach 58/48 chainrings, a wend waxed chain, Kogel ceramic BB and SLF Motion oversized pulley system means everything spins super easy and works hyper efficiently.

The RACE

Quite simply the best thing to do is watch these awesome videos from Francis Cade:

SO The final scores on the doors:

760km

1st under 30 by 160km

13th overall

Averaged 205 watts then blew up in the last 4 hours

50km further than last year

Normalised power ended at 185 watts

717 TSS

Just short of 30,000 calories burnt

Consensus: F**KED

A few days off were needed as I was having trouble with my knee and groin during the race. Much was eaten. Little was done.

Strava below:

NEW PARTNERSHIP WITH WYNDYMILLA!

Sometimes you meet people and just click. I’m incredibly proud to be able to tell you that WyndyMilla will be supporting me this year! The kings of custom performance creating made to measure beautiful bicycles; we have been chatting for a while and are developing a few exciting new bikes measured for me and I’m letting their paint studio, WM Paintworks turn one of my TT bikes into a piece of art. I can’t wait to be able to show you more as we progress with each project. Let the love affair begin

Silk Road Mountain Race

DAY 1

Nervous laughter in the morning with friends old and new, we all rolled out of town around 9am (slightly delayed due to a late police escort. The group rode together for a long time and started to split on the first climb. One thing that blew us away is the hospitality of the locals. Everyone waves at the side of the roads and kids regularly come and ride with you for a bit. 

It was pretty hot so we had to refill our water bottles a few times. As we climbed higher and higher up Kegety Pass both Rob and I suffered somewhat with the altitude. The climb itself goes up to close to 4000 meters and our original goal was to climb it over the first day but unfortunately we became a bit unstuck. A thunderstorm and hailstorm (which lower down the mountain was a full on blizzard) meant we pitched up camp at around 3000 meters of altitude to try and get some rest for the night. Our options were, pitch up or push through.

With safety in our minds and not knowing how unpredictable the weather could be we didn’t want to be stuck much higher up the climb. Food in the belly and with the weather starting to improve, (minus high winds) we both managed to get a few hours rest.  We had hoped that camping at altitude would help us acclimatise a bit and help us for the final push over Kegety the next day. 

DAY 2

Day 2, we woke up early after the storm of the previous night to finish the climb up to 4000 meters. This was literally like being on top of the world, in the clouds with lots of walking and stops with the bike. The lack of oxygen clearly felt. Upon reaching the top we walked a big part of the descent.

The surface was simply too rough to ride. Rob suffering bad from the altitude and my first mechanical issue happening on this descent meaning I wasn’t too keen to be travelling fast. As we got lower into the valley the effects of the altitude started to wear off and we began to feel more human, although, in reality we were still over 2000 meters above sea level! 

We decided to Push hard for this day and make up for the time lost previously and get to the first resupply point, roughly 250km into the race. There were lots of long straight gravel trails where we could finally get some speed up and one road that felt like riding on a washboard for about 5km before getting into the town. Upon arrival, late at night we were thrilled to see the shop open still and purchased pretty much everything. The shopkeepers took pity on us and kindly offered us a warm room to sleep in. Something priceless after one tough day on the bike. What a day.

DAY 3

This was a tough one. We woke up early from our night with the family at the resupply point feeling energised and ready to go. Spirits were high. The family offered us ‘Chai’ which we obviously said yes to. A cup of tea always goes down well to start the day. What we didn’t realise was that this was a full on 2 hour breakfast. Needless to say the hospitality of the locals is something I’ll never forget and I’m truly honoured to have had that experience with Rob. 

Eventually we got on our way. Today, on paper didn’t look too bad. Some downhill then one big climb close to 2000 meters and then downhill with a few bumps in it. 

Little did we know what was in store for us. The first hour or so we made great progress, nailing it along the gravel trails to the base of the climb. It was still pretty early in the morning and the temperature was already over 30 degrees. We were hoping to be over the major climb before lunch, as the sun started to get much hotter. 

The scenery had completely changed by this point, starting to feel much more like a desert than the rocky alpine scenes we had previously experienced. Slowly we started to realise why, as temperatures crept up to 45 degrees. 

That’s when things started to go a bit wrong. Rob started to suffer from heatstroke and descending Pereval Kensu pass, on a sharp right hand turn, snap, my front brake failed. The heat had caused the oil to overheat and explode out the piston, causing the brake to fail. I managed to swerve the bike away from what could have been a very bad roll off the side of the cliff and shout to Rob. Clearly a bit shaken, from nearly hurtling off down the side of a mountain I stopped and Rob rolled back to me in disbelief. Hydraulic brakes don’t really fail, it’s maybe one in a million. I just got unlucky. We had been having a few issues before the race which we thought were solved but unfortunately not. 

Rob, ever the problem solver filed down the cable guides and pulled out the rear brake so at least we could mount this to the front. Down to 1 brake with about 180km until the next town and some serious descending, now was the time to be careful.

The first picture. This cricket sat on my shoe for ages. Eventually he was on my handlebar bag. Made me chuckle. Like a story later. From the moment the brake failed I had to work out what would be the best thing to do. Carry on, scratch, get to the first checkpoint, call the SOS button. Rob and I sat at the side of the mountain for a while in the 45 degree heat trying to come up with a plan. We chose to push on for the day and sleep on it. 

The heat baking, it meant that any descent was broken into three parts. Start on the bike slowly, panic on the corners, nearly crash or shit myself getting close to. Stop. Try again. Then about half way down any descent walk a while to let my one brake cool down. Once it was cooler, jump back on and try again. The descents seemed to be slower than the climbs. They’re supposed to be the part we enjoy. The pay off for the climb but in all honesty I’d have rather kept going up. 

With most of the slow descending done for the day and thirsty, we stopped by a stream with a goat to fill up our water bottles. This is where the post that Jimmi put up on my account was taken, with the goat. I still have no idea why we had 3G signal at that point. Rob called up his partner and I just sort of sat on a rock still battling out a plan of action and what the hell to do. Messaging Jimmi and asking him to let my friends know what was going on.

We were both completely cooked from the heat (literally) so we gave ourselves some time to cool down before the next climb, a pretty short one, maybe 8km. 

It was starting to get dark and Rob started to really struggle from the heat exhaustion so we turned up a dried river and set up camp. I sat Rob down and got some pepper food into him ASAP to try and revitalise him a bit before we properly got the tarp and bivvy bags out.

Eventually we both camped up and got ready for a hot night under the most stunning night sky. It was at that point Rob started panicking shouting at me to grab a torch. Eventually he got one. Panicking that something was going to attack us and sitting on the end of his foot, was a frog 🐸

DAY 4

After what was a pretty restless night for me deciding what to do and for Rob, with the fear of frogs installed into him; we packed up early and got climbing the remainder of the climb. It was about 6am and already hot. Rob and I had chatted whilst packing up. By this point I had accepted I needed to scratch the race. To continue would have been too dangerous, an unnecessary risk. Rob, however was still undecided. 

We nailed the climb and started carefully rolling down descents. How slow and steady I had to take them confirmed in my mind it was the right choice but that I may have to re-think the goal of checkpoint one. Chayek looked more likely the end destination. Eventually we came to what felt like our first junction in years, a building site of what would be a new motorway. Currently gravel occasionally broken up by pristine new tarmac. Lorries wizzing past. It was an opportunity it’s to have a bit of fun rolling into town. Eventually we decided on elevensies by the river. Rob, admirably decided to scratch too. We started as a team, we finished as one. That was always our goal. 

We cooked all our camping meals in some kind of celebration and took the rest of the day much more relaxed. Rob even finally got to ride the bike he made for me! Rolling into Chayek we caught up with old friends and making new friends, sharing stories from the road. Beer was drunk. (Yes even by me.) We celebrated what we had done and commiserated on the unfortunate situations and bad luck that forced us to scratch. It was just that, bad luck. These things happen in bike racing where you’re testing yourself and your equipment to it’s possible limit.

National 24 Hours TT 2018

Time trialling for 24 hours straight. Sounds grim, right?

There are so many things to think about in a race like this. Battling fatigue and lack of sleep to try and rack up as much mileage as possible in a single day. It's definitely no easy feat. 

Last year I went to tackle the National 24s in what was a biblical bad turn of weather unfortunately leading to me pulling out of the race. You can watch a bit of the afterthoughts of it here: 

Some of the failures of last year were:

Fitness (mental and physical)

I went into the race not fit enough, physically or mentally. It was a struggle to get the legs going and they never seemed to start. When the weather made a real turn for the worse, my head simply wasn't in the race any more. 

Bike

In 2017 I used my old Planet X Exocet 2 time trial bike. This was my first ever TT bike which was great value for money and specced up with Shimano Dura Ace 10 speed. The bike, however was not fit for purpose of racing on for 24 hours. It was way too aggressive and after around 300km I started to really suffer. 

Sometimes it's hard to accept failure but ultimately it can make you stronger. 

It became a bug that sat on my shoulders over most of winter and into the start of 2018 and I knew, I needed to go back, settle some dust and give it another crack. I knew that there were a lot of changes that needed to be made, in my own fitness, my mindset and also importantly my bike.

I caught up with Jimmi and Emily to talk a bit about the National 24s and how I was feeling going into the race here: 

For me these big changes that needed to happen, like mentioned above were:

Fitness:

I already train and work incredibly hard with my coach, Ken Buckley but to help support Ken, I met Will Girling, the nutritionalist for One Pro who has helped me to drop around 12kg to help with my fitness in the race. Essentially being lighter meant that I could be faster. Will has a great website which syncs up with My Fitness Pal meaning calories and macros can be tracked. I've found being strict and tracking everything has really helped. 

Mindset: 

I'm known to be an emotional guy. I cycle massively with my heart on my sleeve and I do often find it hard to tackle demons and concerns in life. Needless to say I have spent a lot of time focusing on number one over the last year and doing what is right for me. The lead up to the race has definitely not been ideal with illnesses and injuries, it did mean I wasn't sure I would make the start line but I knew my head was going into the race in a much better place and effectively what will be will be.

Bike: 

This was a biggie. I promptly decided to sell my car because, quite frankly I never used it and decided to use the funds to build up something pretty special. 

My Giant Trinity

Here is the spec below:

• Giant Trinity Advance
• Shimano Dura Ace/ Ultegra Di2 mix
• 165mm Verve InfoCrank with custom Pyramid Cycle Design 56/48 Chainrings
• Kogel Ceramic Bottom Bracket and Oversized Pulley Wheels
• Pro Aerofuel Carbon Saddle
• Parcours Tubeless Disc Wheel and 80mm Chrono front wheel
• Revolver arm pads with angled risers
• USE  Aero carbon high rise extensions 50 degree bend  
• Wahoo Element bike computer

Kit

I think it's well known that the legends at Attacus have been supporting me for a few years now. Emily and Jimmi obviously wanted to be part of it. With that in mind they developed a super speedy skinsuit thats not only quick but comfortable due to the chamois pad that Attacus have been testing and using for a long time. 

The Race

I was, understandably nervous going into this one, especially after last years failures but I knew what would be would be. Jimmi, Francis and myself drove up to the start on Saturday morning early and met Will there. First rider off, it's seen as quite an honour to be the first rider to start, but in reality I signed up late as it was touch and go weather I would make it to the start line due to another injury. 

You don't really warm up for a race like this. You just warm up into it if that makes sense? It's 24 hours and survival is pretty key. 

You can see part one of Francis Cade's videos here: 

In the race itself you ride on a series of different routes, starting at the clubhouse in Wrexham. From here you ride down to a central roundabout where all of the routes connect on to. From here during different hours of the day, marshals move you onto the appropriate routes. Some are out and back routes (Prees to Battlefield) whilst others are circles (Quina Brook Circuit) that all pass through this central roundabout. This roundabout is where your support teams are based. Conveniently there is a cafe, fish and chip shop, convenience store and petrol station in the area which can become very useful.

Fueling

With the help of Will, I've been practising my fuel strategy for this race in preparation for the big day. It really is mad when you start to understand how much work and effort goes on behind the scene to keep the body functioning and performing over the 24 hours. What we have practised is this:

Every 4 hours consume:

• 1x Veloforte Bar
• 2x flapjacks
• 2x gels (usually one caffine one hydro)
• 2x large water bottles full of electrolyte and carbohydrate mix

Every 4 hours I would stop for some proper food. The meals were:

• Bruschetta 
• Mashed Potato
• Peanut Butter & Jam Sandwich (with Soreen snacks)
• Granola, honey and yoghurt 
• Bruschetta and Watermelon

Will definitely looked after me and kept me fuelled up during the race (as well as provided cuddles.

All simple to digest, easy to prepare and most importantly, something that I could look forward to in the race. 

The Rough Parts

There is always a low point in a race, especially of this magnitude. Like I have previously mentioned, I've been struggling with a knee injury leading up to the race and it was not certain I would be fit to race. I, maybe stubbornly decided to continue and go into the race somewhat not at 100%. We as a team all knew, if my knee held out, I could do relatively well even with the lost training in the lead up to the race. In the early hours of the morning, unfortunately there was a snap. 

I know what happened, I was pushing hard to make sure I was making some good distance in the race. My aim was to ride the whole thing in my Z2 and make sure I stayed on the rails as much as possible. It was pitch black, in the hours I struggle the most (3-4:30am ish). Thats where the pain started. It slowed me right down and meant that the next stop we needed to get the painkillers out to try and keep my hopes of finishing alive. I'm stubborn and I knew that was the aim, to finish the race. After a few arguments with myself in my head and a firm word from defending champion and recent LEJOG record breaker, Michael Broadwith, it gave me the kick up the ass I needed to push through it. Mike said to me:

 'everyone is hurting now. Make them hurt more and push through it. You've got this.' 

When some one of that calibre rides next to you and says that to you. It makes a massive difference, so thank you Mike.

Watch Part 2 of Francis Cade's Vlog here:

So we were through the night time, I always struggle in the early hours of the morning but the sun was coming up and, after my little battle in my head and the kick up the arse I was feeling good (so to speak) again. 

At 9am you are moved to what is called the finishers circuit. It's roughly a 45km cycle from the circuits most of the race is done on and back towards the start, the Wrexham clubhouse. I came in for my last refill of supplies, eager to get on the road as quick as possible. It was 5 minutes to 9 and I thought I could squeeze in one more lap of the early morning circuit, known as the Quina Brook circuit. I managed to plug on out for one more of these (just) before then being sent up to the finishing circuit. 

The ride to the finishing circuit is challenging enough as it is. It's surprisingly hilly, with continual rolling up and down until you join onto the finishers circuit. It's quite tough especially after riding all night. 

Grit your teeth and finish strong

For me the finishers circuit was about gritting my teeth, digging in deep and going all out. Time was limited, the faster I could go now the more places I could make up. I think, leading up to the finishers circuit I was maybe sitting in 12th place. Each lap clocked past and I kept trying to push a little more. Francis, Jimmi and Will, each time surprised by how I was flying past the start finish. Most other riders by this point were pretty broken but I have always known I'm good at emptying myself, so lets do that for a few hours and deal with the consequences after. 

On the circuit itself, there are fore commissaires based on the corners. (the circuit is kind of a square). As you pass them, they record your number. Once your time has run out (for me 13:01) ou roll onto the next commissaire and your distance is taken from that point. The more times you can pass them, the further you'll be going obviously. After one of the commissaire points, the circuit has one climb on it, which, once you are over the top, you descend along a very fast A road until the next commissaire point. I got to the commissaires before the climb with 5 minutes to spare and basically knew I wanted to be to the next one before 13:01. People at the side of the road obviously know your time is running out so going up the climb I was greeted with cheers and people shouting 'SPRINT' so I did. I got to the next point with 1 minute to spare. I knew there was no way I'd make it to the next one (just after the start finish) in a minute so rolled towards them. 

I was spent. It was about 30 degrees and I definitely could feel the heat. 

Now when I say I gave it my all, how can I explain that to you? I came in, ate something, drank something and tried to chill out a bit, out of the sun and in the shade of the van. I was dizzy, dehydrated but relatively ok. I knew I just wanted to get back to London at this point and most importantly sleep. 

I opted to go and get changed into some normal clothes so headed to the changing rooms. Upon where I fainted. Stark bollock naked in the cubicle. About 15 minutes later I came round and got dressed again. I was dripping in sweat and Jimmi, obviously realising something was up came to find me and escort me back to the van.

Thats what I call spent

Watch the last part of Francis Cade's Video here:

For me this race was massively about battling some demons from 2017, conquering something I previously hadn't been able to and to become a much needed confidence booster. It was a huge success. I came away with 8th and as one of the youngest in the race, a huge result not to be sniffed at. 

Bring on 2019.

Photos from Attacus and Francis Cade. Thank you so much to the organisers and most importantly my support crew:

Jimmi Nicholls, Francis Cade & Will Girling. This wouldn't have happened without you

Route below:

London to The Lakes

Day 1: 

It was a bit of a last minute panic getting the bike ready for the trip but it was sorted. Thank you as always to the legends at SBC Cycles for helping out. I opted to take my Quirk fully loaded now with Shimano Ultegra/ Dura Ace Hydro mix and a set of custom built carbon Parcours Wheels with a SON Dynamo hub. The bike has a huge range of gears with the 11-52 casette which works in conjunction with the Shimano Ultegra RX mech. The RX mech has a built in clutch system which keeps the chain tight. Perfect for off road! 

Anyway back to the riding. The goal was to get to Manchester, off road, by the evening. Using Komoot I planned a route mainly taking in gravel trails all the way up. 320 odd kilometres was going to be a big ask but a fun one. The first leg, London to Market Harborough for lunch. It seemed logical to me to stop around the 150km mark to re-fuel when riding fully loaded on a bike. Getting out of London can always be a bit tricky. But opting to take a path less travelled (so to speak) meant it was surprisingly quicker than I expected. Running along canal paths and footpaths in no time.

The Second Leg- Market Harborough to Manchester

Fed and watered, it was time to start part 2 of the day, Market Harborough to Manchester. This was going to be the tougher part of the day's ride, much more climbing plus the morning in the legs already. Hitting along old train lines, the route was pretty darn quiet with views left, right and centre. One of the parts that I loved was cycling through the old railway tunnels. These are completely pitch black so lights on, shades off going through these!

The route would climb over the Peak District, an area known for its natural beauty and also some incredible gravel trails. Climbing up the Peaks was slow and steady but once up high, the views were spectacular. Parts of the route I created followed the Eroica route which was taking place over the weekend. Doing some of those trails on vintage bikes.. Not too sure I would be wanting to do that one with skinny tyres and crazy gearings! Finally one last climb up and then with the sun setting the long descent into Manchester was coming. My legs needed the rest rolling into the city, some food and some well earned rest.

Day 2: Manchester to The Lakes

Up bright and early for a more casual day than yesterday. Mainly on roads but with a chunk of climbing. The lakes isn't flat after all. My aim was to get to Kirkby Lonsdale to then cycle around a loop to meet my friends who maybe took the more sensible idea of getting a train or driving up. For me avoiding the M6 was always the aim and trains are relatively dull after all. Today I mainly chose to keep to roads after yesterday's off road fun. Rolling through Blackburn I came across what looked like a good bike shop ti grab a bit more food and some supplies.

The chaps at Ewood cycles were incredibly welcoming. I was offered a cup of coffee and a cheese toastie befire I jumped back on the road, suddenly feeling refreshed and content by the kind hospitality I had been shown. I also managed to get some waterproof overshoes... Saturday was looking like it may be a wet one... Once again thanks so much to the chaps at Ewood! 

Leaving the Northern cities it started to feel all the more familiar, the Lakes were coming! I finally rolled into Kirkby Lonsdale, feeling pretty empty but also with a few hours to kill before my friends in 10000kmcc would be rolling around. I found a cafe and proceesed to eat my way through their menu. 

Finding Friends

I've been honoured to ride with the chaps from 10000kmcc for a fair few years now. What Richard has done with that is really create an amazing community of friends that are so special to everyone involved. I thoroughly look forward to our weekends away and the stories that come from it. This weekend in the Lakes we had 17 of us staying in a farm house and riding together. I chose to ride the Friday evening route the opposite way to everyone else to catch them. My tired legs definitely looking forward to seeing some familiar faces. We were then staying in a huge farm house for the rest of the weekend and the bags would be able to be removed from the bike. Chip shop dinner and laughs in the evening

Day 3: The Lakes (In torrential weather)

Theres two different sides to the Lake District, a bit like Jekyll and Hyde. The stunning summery days in contrast with the very cold and very wet days. Both are equally beautiful but also equally challenging. We all woke up in the morning ready to get going, rain already starting. The overshoes were on that I bought on the cycle up and all the layers were on.

My aim was simple. Survive to Lunch. Lunch was Chesters, a stunning little streamside cafe with amazing food options, locally roasted coffee and everything locally sourced. My legs were tired from the last few days. I knew riding in the cold rain was going to take it out on me and I also knew a few people would be stopping at lunch. That was my aim, then to Stay in Chesters for a while and warm up/ dry up and eat. From there I called it for the day. A few brave souls carried on hitting The Struggle. 

Day 4: Dales Day

Dales Day! Today we were heading further East to tackle some of the roads in the Yorkshire Dales. The Coal Road being one I've been really excited to cycle up for some time. I've heard such good things from it and I wasn't let down at all. Another long day in the saddle with great company meant for some tired legs and cattle hearding towards the latter end of the ride. Eventually rolling back into the farm house ready to devour all the ice cream we had. Time to pack and get the train back to London. What an amazing weekend of adventures. Now to rest the legs..

Thanks for an amazing weekend 10000kmcc and Cold Dark North. Photos by Ele Suggett, Richard Frazier, Ashley Bard and Toby Cummins