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The Power of Your Lap Button

As simple as it sounds, knowing how to use the lap function on your GPS device can have a massive impact on the effectiveness of your training sessions.

Cycle training techniques have evolved significantly in the past decade and a half with coaches such as the late Aldo Sassi, David Bailey and Tim Kerrison implementing interval training sets and targeted climb efforts as part of strategic training plans for the elite cyclists in their squads. As the information about these methods trickles down to the broader cycling community, more and more people are using interval training to improve their cycling performance. My own coaching experiences indicate that whilst most cyclists believe they will improve with interval training, many are confused about some of the basics of conducting interval sessions once out on the bike. The process of developing interval training plans is complex and a topic for another time, but assuming you already have a plan. let's just deal with getting the session done on the road.

Richie Porte who has trained under both Tim Kerrison and David Bailey, has benefited enormously from interval training during his career.

Interval training always involves periods of hard work or intense riding (the interval effort) separated by periods of recovery (easy riding) and it is only the intensity, duration and number of interval efforts that varies from rider to rider. The key to a successful session is controlling the intensity of each effort and sticking to the plan. This intensity is usually set as a power target in watts or a heart rate zone for those who do not have a power meter. It is also useful to note that some intervals may also have a "technical" element attached, such as cadence or pedalling efficiency data, such as Torque Effectiveness (TE) or Pedalling Smoothness (PS). Keeping track of all of this stuff can be difficult, especially when the cloud of fatigue starts to descend. This is precisely what the lap function on your device is for.

The image above shows the data collected on the laps (intervals) during the training session. To the left is the page set up screen for a Wahoo Elemnt. It is easy to select which data will be displayed on the lap page whilst completing your interval efforts

Setting Up Your Device Almost all GPS cycling devices have multiple pages any of which may be displayed at any one time. So it is just a matter of setting up a "lap page" with all of the important information (and none of the "general stuff") displayed. This usually means you will need the following fields displayed:

Your intensity metric, power or HR. If using power be sure to select lap average power and not 3s or 10s power which are too sensitive and make sticking to your number quite difficult. If using HR, it is useful to have fields for BOTH lap average HR and current HR, which will help to keep you close to your target intensity throughout the interval. It is important to record HR data during interval sets, even if you are using power as your primary target. HR is always important during session analysis.

Lap time, so you can keep track of the duration of each effort.

Lap distance in case some of your intervals are distance-based, rather than time-based.

Lap average speed. This can be useful when analysing the data after a session.

Any technical data you may require (or have been asked by your coach to utilise), such as cadence, left/right balance, torque effectiveness or pedal smoothness. Some newer devices will even display information such as force vectors.

Once you have set up your lap page, it is simply a matter of pressing your lap button at the start and end of each interval. This will start a new lap and the data collected will be "refreshed". Now you can simply focus on your targets for that interval. Some devices will automatically default to the lap page when the lap button is pressed, for others you will need to manually select the lap page (by scrolling or pressing a button) before your session starts, then leave it on this page throughout. It is worth noting that you can use this same process for any "segment" of any ride and not just interval sessions. It can be a very useful way of conserving energy during longer rides, or even for pacing yourself during PR attempts at Strava segments. Once you master the lap function of your device, the rest is all about the riding and the effort you put in. If you would like any help with any aspect of your training, please do not hesitate to get in touch Bubba Get in Touch

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The Heart of the Matter

​How to maximise gains when training without  power

​Before there were power meters, many cyclists and triathletes trained and competed quite successfully by using "tools" such as heart rate monitors and even the blissfully simple RPE or "Rate of Perceived Exertion" scale.  The explosion in the popularity of power meters has seen a decline in the use of heart rate as a way of regulating training intensity and exposed a few limitations with the use of heart rate. In fact, for many training systems and coaching platforms, the use of a power meter is now mandatory. The reality is that many cyclists and triathletes do not own and do not want to own a power meter. So, I am going to show you a few super-effective ways to apply a combination of heart rate and RPE to your training. You can expect to achieve some great results using these tips, so please read on.

An ineffective method for setting training zones. There is a MUCH better way

The first thing you need to do is establish your heart rate zones. The "old" way of doing this was to use a "generic chart" like the one above, but there is a much better way that will produce more accurate and personalised zones. Here's how;

Calculate your own personal "Heart Rate Reserve" (HRR) by subtracting your resting heart rate (RHR) from your maximum heart rate (MHR), so for a rider / triathlete with a maximum HR of 194 and a resting HR of 48, the HRR = 146

RHR is the lowest heart rate you ever see on your monitor, usually taken first thing in the morning.

I usually calculate MHR by taking the highest HR an athlete has ever recorded when exercising at a very high intensity and then add five beats. So if the highest HR reading you have ever seen is 183bpm, then I would set your MHR at 188bpm. If your RHR was 60bpm, your HRR would be 128. Another way to "estimate" MHR is to go out for a run or ride wearing a HR monitor. After a thorough warm up, complete an absolute MAX 3 minute effort, often described as a VO2 max effort. Check the highest HR you recorded on the HR device and add 5 beats. This will be pretty close.

Never bother with the old 220 - age (in years) to calculate max HR as it is woefully inaccurate, especially for athletic people. HRR is also sometimes known as your "usable' heart rate, given you cannot ever go below rest or above max. You should also "re-set" your HRR every now and then, as your resting HR will drop as you become fitter. Then use the HRR method to calculate your own zones in the same way as the table below. The formula is: MAX HR - Rest HR = HRR, then Multiply the HRR by the desired %. So, for 75% - HRR x 0.75 = 75% of HRR. Then Add the Rest HR back on to this number. Bingo! You are done. Repeat for the other %'s you wish to calculate. Note the significant differences in the zones when comparing the two methods. For the cyclist used in this example, the HRR method proved very effective and produced almost identical training intensities when compared with his power zones.

Note the significant differences in the zones when comparing the two methods. The HRR method is far more accurate and therefore, effective.

Now for the training

​Applying these numbers is relatively easy, doing your tempo work in Z3, endurance rides (mostly) in Z2, threshold work in Z4 etc. Of course training with interval work is not quite as simple as that, so I would advise doing some research or linking with a coach. Using HR for training efforts of more than three minutes can be very effective, but there are a few things to keep in mind Here are a few tips for using your new HR numbers in training:

Use the first minute of each effort to "work up to" your target HR. This will help you avoid going too hard in an effort to rush to the target. Remember that the heart takes a little while to respond to an increase in training effort, so be patient or you will overshoot your zones and sabotage the session

Never panic when HR drops or climbs a little, just make subtle adjustments in your intensity and allow the heart a little time to respond.

You will probably need to allow for the HR to rise a few beats when training in the heat, as even mild levels of heat stress will increase the HR

When using training efforts of less than three minutes (due to the time-lag in HR response) you are better off using the RPE scale to gauge effort / intensity. As these shorter training efforts will usually be quite intense, numbers 8-10 are most commonly applied in training sessions. It is however possible to use the RPE scale for all training as the ratings match up quite well with zones in the following way.

1 = Zone 1

2 - 4 = Zone 2

5 - 6 = Zone 3

7 - 8 = Zone 4

9 = Zone 5

10 = Zone 6

Whilst there is little doubt that using a power meter, particularly in conjunction with HR, is the most effective way to train for cycling / triathlon. It is entirely possible to plan and conduct highly effective training sessions using little or no technology. Not to mention w whole lot less expensive. ​ Enjoy the ride Bubba If you would like any help with your cycling / triathlon, please feel free to get in touch HERE

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Put Your Power Meter to Work

As a coach who uses power almost exclusively for training cyclists, monitoring progress and assessing the capacity of my riders, I am a confirmed devotee of the technology. I have also noticed in our bunch rides, that more and more cyclists are fitting power meters to their bikes or buying bikes with power meters already fitted.  ​ Whilst power meters are a fantastic tool, there is always the risk that they become just the latest gadget, wasted and under-appreciated. So, here is an easy-to-follow five-step formula for putting the most important function of your new (or old) toy to use:

Power targets allow riders to dose their training efforts effectively. For coaches they produce data that can reliably predict performance and be used to gauge progress and target specific adaptations

1. Test yourself or get tested so that you know your power zones. There is very little point to the whole power dance if you are running off abstract numbers, or worse still, those of your riding buddies. 2. Set up a lap page on your device (Garmin or other). On your lap page you should display (as a minimum), lap time, lap AVERAGE power, cadence, Heart Rate, lap distance. Having a lap page means that you can easily monitor the key segments of your ride, both during and after. Now, once the lap page is set up, remember to hit the lap button on your device at the start of every important effort you make (intervals for example) during a ride.

Any power meter will do the trick for most riders. The key is knowing how to use them, which is far more important than the brand or capacity of the power meter you buy

​3. When you are making an effort or doing an interval, keep your focus on the lap power. This will prevent you from surging and going too hard at any point during the effort. The longer the lap, the greater the smoothing effect. The lap function will become your best friend and help you to ride / train smarter than you ever have before.    4. Know your power targets for efforts of varying length / time. An effective test will show a rider (for example) how many watts above threshold they are capable of holding for 1, 2, 3 and up to 10 minutes. Once you know this, the lap power keeps you in the right zone, focussed and ensures that you get the most from your training sessions.   5. Trust the numbers and use the power data to pace your efforts. Most who watch cycling have seen riders from Team Sky simply sit and watch others attack in the mountains, calm in the knowledge that if they hold their number, they will eventually close the gap, time and time again, they do just that. This is because they remain calm, in their zones and refuse to waste energy on surging. Any rider with a power meter can do precisely the same thing. All you need to know is what number you can hold for a defined period of time (or distance). Then (hit the lap button) monitor the power, stick to the plan. Pacing efficiently ALWAYS produces a better result, every time, for every rider. The key is knowing your zones and what is the most effective pacing strategy for you.   Power meters are such a wonderful tool, but they are not a toy or a gadget to be used for fuelling the ego. Start with a test and a sound knowledge of what you are capable of and what type of efforts you need to improve. Armed with this knowledge, a power meter will help to make your training efficient and productive. THEN, you can take the bragging rights from your buddies. Cheers ​Bubba.

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Free Speed

All you need to know to streamline your style

The subject of aerodynamics and its effect on cycling speed has moved on the from the early days. No longer is the debate focussed on whether it is important, but more about just how a cyclist might go about taking full advantage of it. Aerodynamics is important in most forms of cycling, but it is even more so in circumstances where speeds are higher and where the rider is not being sheltered by other riders in a pack, think:

Descending

Time trialling

In a break off the front of a group

Sprinting for the line

In this article the focus is on time trialling and how a rider can make some changes that will result in more speed for your watts, in other words, ride faster for the same effort or the same speed for less effort. Assuming that the basics are in place and you have both a time trial specific bike, a skinsuit and a TT helmet. The next step is to have a bikefit that will ensure you are able to get your body into the most aerodynamically efficient position as possible. The qualifier: riding fast on a TT bike is always a trade-off between maximising the aerodynamics of rider position whilst not pushing so far that the rider’s power output declines to a point where the aerodynamic gains are less than the power lost though biomechanical inefficiencies. The only way to know this of course is for the rider to be tested using a variety of riding positions. The new pillars of TT position: Gone is the era where “getting low” was considered the most important adjustment a rider could make. The “modern thinking” on TT position has changed and here are the most important position adjustments for cheating the wind: 1. Go longer not lower. For many years riders worked hard to get as low as possible on their TT rigs. This would often result in compromised hip joints, knees that tracked way too wide and often contacted the elbows as they came over the top of the pedal stroke. These days, bikes are set up a little longer, riders sit as far forward as they can, the elbows are higher and usually much closer together. Of course, you will need to ensure that your position is UCI legal. Check HERE

Above left demonstrates the more modern approach. Higher and more “stretched out”. The rider on the right is low, but more cramped and with very little hip clearance.

2. Hide your head. As your head is part of the frontal area that greets the wind, the more you can keep it within the dimensions of your body the better. This means keeping it as low as the line of your spine. If your head is the tallest part of your riding profile (from a frontal view) it is catching more wind than it should. The modern trend is to “shrug the shoulders” and kind of sink the head down so that is nicely housed between the tips of your shoulders.

The head should be held low and a shrug position will keep it buried between the shoulders.

3. Use your arms / hands wisely. Most time triallists work hard on finding the ideal position for their arms and hands. The goal is to minimise the gaps in the frontal area where wind can penetrate into the chest cavity. Think of it like “closing the window” to the wind. Arms that are angled slightly up and hands that are high (in relation to the elbows) and narrow, are the gold standard. Many will use a slight wedge under the armrests, to allow a slightly dropped elbow. And “J bend” extension bars allow the hands to sit slightly higher than ski bars.

Arms and hands positioned in order to “close the window” to the wind

4. Be narrow. Some riders are always going to find it more difficult to be narrow on their TT bikes, broad shoulders are great for swimmers, but unless they can be rounded (like Tom Dumoulin), they will be handicap in a TT. Get your armrests close together and if it feels like your chest is being constricted, try shifting them forward so that the elbows “close” above the level of your chest.

Hands in great position. Rider left has brought the elbows forward to allow them to be as close together as possible. Dave Zabriskie (right) demonstrates perfectly, the notion of closing the window to the wind

Adapting your position on the TT bike can give you speed, sometimes lots of it. The key adjustments outlined above should be attempted within the mechanics of your own body and the limitations of your bike. Some will be easier to achieve than others but all will help. It is always best to go about making changes in a systematic way, working with a qualified coach and / or bikefitter. Going faster for the same or even less effort is the holy grail for most cyclists and finding a streamlined, efficient position is the key to finding your cycling nirvana. Enjoy the free speed. ​Bubba.

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How Well Does Your Bike (or crank) Fit?

An effective set up is critical if you want to ride faster for longer

I am a self-confessed lover of the tradition in cycling, as much as it sometimes conflicts with my scientific education and approach to coaching and preparing cyclists to race faster. The ever-evolving field of sports science has challenged many of the conventions in cycling and possibly none more than the current thinking around bikefit. When I was a lad first starting to race, most of the "fit focus" was on the knee. It was really as simple having the right amount of bend at the bottom of the pedal stroke and ensuring that the knee was directly (or very close to) above the pedal axle when at the "3 O'clock" position. Bingo! That's how you set up both your saddle height and fore / aft position. The simplicity of this model did always trouble my inquisitive mind as did the regularity with which this approach produced "shitty" looking positions for short cyclists. Fast forward (quite) a few years and more modern thinking around bikefit has shifted to consider the hip and pelvis as the keys to having an effective position on the bike. More specifically, it is critical to have an anterior pelvic rotation in order to achieve an aerodynamic position and a flat or neutral spine. And this brings me back to short people (like me).  Set me up on a bike with traditional knee bend and KOPS (knee over pedal spindle) and it becomes almost impossible to produce an anterior pelvic tilt without causing a near-pathological impingement at the front of my hip joints. The results?

I MUST allow my pelvis to rotate and become more upright in order to relieve the discomfort in the front of my hips

Because the pelvis sits more vertically, I must utilise more spinal flexion in order to reach forward for my bars and (pro-like) "slammed stem". This creates the "camel-hump round back" despised and derided by all Rapha-loving cyclists.

The more upright torso creates a bigger "window for the wind", reducing aerodynamic efficiency.

I hated seeing photos of myself on the bike (even more than watching videos of me swinging a golf club)

And so to crank length. Question: Why when there is such a huge range of heights, limb lengths and flexibility ratings amoungst cyclists, are there only three (mainstream) crank lengths that vary by a total of only 5mm???!!! Answer: tradition. "Ah-Ha", I knew it, that is why tall cyclists generally find it easier to look good on a bike. Their crank lengths are a better match for their bodies. So how short can a crank be before we lose efficiency? Well, the research so far suggests that it may need to be very short indeed. There has been a strong resistance to shorter cranks (there is that tradition thing again) based on the assumption that a shorter crank arm will reduce leverage, but almost all of the studies conducted to date refute this. 

Team Sky have set the bar in terms of adoption of sports science and using it to their competitive advantage. They are also leading the way in the field of crank length, conducting extensive off-season testing using shorter than traditional cranks. Watch this space. Here is my take on it.:

There probably is a crank length lower limit where pedalling efficiency will be dramatically lost. For the sake of making a point, let's just say it is an arbitrary 12omm (this of course could not be a set number, but would be determined using individual anthropometric data for individual riders)

One may assume that there would be a linear decline in efficiency as we shorten the crank length towards this number. But, research does not support this.

I would contend that shorter riders would likely find an INCREASE in efficiency as crank length decreases (from traditional lengths) before any decline was experienced.

In other words, there should be no fear in adopting shorter cranks. The MOST efficient crank length is most likely determined by an algorithm that factors in, rider limb length, torso length and functional joint mobility. I foresee significant changes in the industry where a far greater range of crank lengths are available for riders. These will be based on science, not tradition and consider elements such as height, limb length, age, functional mobility etc. For shorter riders (apologies for the bias) using a shorter crank, raising and shifting the saddle slightly forward may just make you look like that tall rider you have always envied. Bottom line is: Go get a proper bikefit from a qualified, experienced professional. Go there with an open mind, trust the science and try as hard as you can to let go of tradition. ​ * Photo credit: "Powercrank / Dr Frank Day"

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A Five step formula for waking up the glutes

Get more from the body's most powerful muscle group.

So, your glutes are not firing, or so you have been told? Been for a bike fit and changes were made, but still feel choppy and quads are fatiguing fast? Perhaps you have been to the gym and performed countless “reps” of glute strengthening exercises without feeling that the gains have transferred to the bike? Well, each of these scenarios are quite common and if one or all applies to you, then read on;   1. Get set up correctly. Although bikefit is not, in itself, a total solution for balanced muscle action, it is certainly a whole lot more difficult from a poor setup. Be sure to do some research and read some reviews before selecting a bike-fitting professional. This service is very important to both your health and cycling performance and therefore critical that it is done well.   2. Head to the gym. Strength (and strength endurance) training are very important but must be applied using a well-considered, progressive plan. So be sure to seek out some expertise here, whether it is a personal trainer, strength and conditioning coach, physiotherapist or other qualified and experienced professional. Not all strength training plans are created equal and success will be determined by how specific and applied your training sessions are. Many cycling coaches work closely with strength & conditioning practitioners (or exercise physiologists) and this is the preferred model where both experts coordinate the strategy and avoid working counter-productively. Much of the strength and conditioning focus should be on the following areas:

Core stability, but more specifically, dynamic core stability applied to cycling posture and in conjunction with cycling movement patterns.

Gluteal activation, strength & endurance applied to both simple (single joint) and complex (multi-joint) movements.

Muscle activation awareness (how to turn the muscles on) for pelvic control. This is a tough one and requires expertise, however pelvic stability and control is essential for providing a stable pedalling base and allowing the gluteals to work powerfully.

Hip flexor strength so that momentum may be generated and held through the top part of the pedal stroke (the section from “10 o’clock to 2 o’clock” on the clock face analogy).

Hamstring endurance, so that fatigue is resisted in their repetitive up-stroke role.

This is not the definitive list but shows that the process is not straightforward and requires a trainer with experience and specific knowledge. Note: Dynamic flexibility (stretching) is also very important and should always be included as part of the strength and conditioning plan.

A balanced set up provides the best platform from which to use your cycling muscles effectively

​3. Learn & apply postural / movement cues. This is the critical step for transferring your strength to the motion of pedalling. It is folly to think that just because you are stronger in the gym, you will automatically carry this new capacity to your riding, if only it were that “easy”. Equally, a perfect setup on the bike is not that useful if a poor motor pattern continues, just as a great motor pattern can be eroded by a poor set-up. If you have been fitted by a professional and have worked through an effective strength training plan, it is time to take it to the bike (although the perfect scenario is to apply this step simultaneously with step two). ​ Start with developing a routine and some cues that work for you in terms of setting up a position and stable base from which to engage the glutes. From here you will be able to create a postural and movement focus that is reliable and repeatable. These are the key stages:

Set the pelvis. You need to be able to rotate the pelvis forward or down, rather than bend forward at the lower spine. Once you do this, “press” your hips back towards the rear of the saddle and engage the core to set the pelvis and hips in this position. This is a VERY important step and sets up all that follows. If at any time whilst working through this process, you feel like you have lost the feeling, return to this step and “re-set” your posture.

Once in a solid set position, be strong and smooth through the “10 o’clock to 2 o’clock” part of the pedal stroke. You should have a sense that at the top of the pedal stroke, you are pushing forward rather than down.

Always keep your attention around the hip joint and upper leg, not the feet. Try to get a sense of the “relationship” between the thigh and the hip joint, in the up-stroke, through-stroke and down-stroke. This is called maintaining a central focus, like a swimmer keying on body rotation, rather than what the hands are doing. Motor patterns work best when the parts closer to the core of the body determine what happens at the end of the “chain” (the feet), rather than the other way around.

Much of building a better pedal stroke comes from finding ways to “de-emphasise” the downstroke, given that (for most cyclists) it is so dominant and engrained that it kind of obliterates most of the other parts of the pedal stroke. In the “old days” we used to do this by riding fixies, where all parts of the pedal stroke could be felt with equal emphasis and any laziness in the stroke was immediately exposed.

A good coach can help with each of these things and it will soon be patently obvious that a little time spent in technical practice can pay big dividends.

Anterior pelvic tilt (rotation) is all about pivoting forward at the hip joint, NOT through the lower back. This creates a straighter spine but also sets a much more efficient angle for activation of the glutes during cycling.

4. Use drills. These are used to enhance and solidify the motor pattern for your new pedal stroke. Some examples include:

The old “single-legged” pedalling drills, which will soon expose a pedalling technique with notable weak points. A word of caution; start with very easy gears and ride flat terrain (or use a stationary bike) as any strain or overload can cause spinal rotation and some pain.

30/30s. Often used for anaerobic power training, these are not the same. In this model you simply apply 30sec of pedalling with a strong positional and core focus, then stand up pedal freely before sitting down and re-setting for another 30sec technical effort.

Pyramids. Find a hill that takes around one minute to climb and is not too steep (4-7% is perfect). Start in an easy gear and complete a seated climbing effort with all your focus on setting your posture, attention at the hip and core engaged. Turn around after a minute and roll down. Then repeat using one gear higher (harder). Repeat the sequence, increasing the gear each time. After four efforts, complete another three, only this time, make the gear easier with each effort. For seven efforts you would increase the gear three times before decreasing it for the final three.

There are many more drills out there and the practice is very common in sports like swimming and golf, where motor pattern repeatability is very important. An experienced and qualified coach will be able to help you with this.   5. Be patient and stick to a plan. The bottom line is that building a new and improved motor pattern will take some time. So, make a plan that incorporates a little technical training. Once you have a plan, stick to it diligently and be prepared for moments where you feel progress has become a little stagnated, this is normal. Depending on consistency and skill acquisition rates, you can expect to see / feel some improvement in your pedal stroke in around 3-6 weeks. Of course, a new more dependable technique that holds up under pressure will take a little more time and (here is that word again) patience. ​ Technical training / drills are usually best applied during recovery rides / easy spins / stationary bike work.

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What is your REAL cycling FTP?

How to improve fatigue resistance

When most cyclists head out to test their FTP, they will generally do a fairly short warm up, possibly a few short “priming” efforts and then hit the go button. 20 minutes later, bingo! You have a new FTP. But just what is this new number useful for? What FTP is good for:

Evaluating progress over time

Planning training sessions, especially those incorporating interval work.

Generating training plans through some of the web platforms

What it is not so good for:

Predicting a rider’s capacity for riding either below or above FTP.

Predicting race performance, especially in longer races

Assessing a rider’s “power endurance”

Understanding the full “power profile” of a rider.

​ Consider this question. Assuming you know your current FTP, how close do you think you may get to it, if asked to perform the test having just completed one, two or even three, hours of hard riding? Would you be close? Down 10%? Well in fact most sub-elite riders who are tested after 2 hours of “tempo” riding (Zone Three) show max 20min power numbers that are between 10-25% lower than their “fresh tested” FTP. So, for a rider with an FTP of 300 watts, that is a drop of between 30 – 75 watts, which is one hell of a drop.

Improving Fatigue Resistance will give your race performance a massive boost

In a racing scenario, riders will generally need to produce high power outputs at the “business end” of a race and after a significant amount of hard work has already been done. Very few races are held over a 20-minute duration, so having a high FTP is of very little use if that number cannot be re-produced in a significantly fatigued state. In scientific terms, this is known as fatigue resistance (FR). FR can be significantly improved through training, but this training must be quite specific. As one may suspect, fatigue resistance training (FRT) can be both physically demanding and time consuming. That said, there are ways to incorporate elements of FRT into the normal weekly routines of most riders. The key is knowing how and when to do this. ​ The starting point (and underlying physiology) is to improve aerobic power. This will mean that efforts performed earlier during rides (provided these are mostly sub-threshold) will minimally erode anaerobic reserves. Because anaerobic reserves are required for 20min FTP-like efforts, it makes sense that “saving these” for key moments is very important. The next step is training the body to deal with the occasional dip into the red zone. This is often referred to as “in-ride recovery” and is also highly dependent on efficient aerobic function. Much of this is complex but to keep things as simple as possible, a FRT progression would look something like this:

Stage One: Build aerobic efficiency through sub-threshold endurance rides and Aerobic Power (just slightly sub-threshold) intervals (3-6 weeks)

 Stage Two: Prior to interval training sets, complete a solid hour of riding. This should include a few FTP-level efforts of between 2-3 minutes. Do not launch into this and add the “priming ride” to every interval session from the very first week. Instead, try adding this on just one interval session per week or alternatively, if you are racing, complete a warm up that is much harder and longer than you would normally do.

 Stage Three: Add some efforts late in your endurance rides. This can be done in a few ways; try adding 3-4 x 5-minute efforts at your “fresh FTP” power. If you struggle to complete just one, then do not attempt any more. You will find that in a few weeks you can add more efforts. Once you are capable of completing 4 x 5-min efforts at FTP, increase the duration of these, to 3 x 7-min, 2 x 10-min and 1 x 15-min. In time (and with plenty of hard work), it is possible to add multiple efforts at near FTP output, to the “back end” of longer rides.

This type of riding can be quite demanding, so be sure to monitor fatigue levels and seek advice on when to rest / recover. Improving FR or building your fatigued FTP will take your cycling to a whole new level. Whilst the outcome is fantastic, the incremental improvements that come with the training progressions outlined above also provide a massive boost to cycling capacity. What are your thoughts or have a question? Please leave a comment, we would love to hear from you If you found this useful or interesting, please share on your favourite platforms using the buttons below. ​

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Why Heart Rate is still an important training tool.

I am often asked by cyclists about heart rate and whether it is still relevant for training, given the increasing use of power meters. So, do power meters tell us all we need to know about our training and how our bodies are responding? Well, no. And in fact knowing how to use heart rate will help you get far more value from your power meter. ​ Whilst I concede that using HR as a gauge of intensity during a training session (especially those involving shorter interval efforts) can be inaccurate, it is the trend data provided by heart rate response that provides a valuable insight into how your body is adapting to training loads. Additionally, this same data will show when a cyclist is ready to ramp up the training or conversely, when it is time to back off. ​ Although the interpretation of HR response can be complex, there are some clear markers that are easy to spot, provided the HR data is collected in the first place. Two key measures are:

Heart Rate Drift

Recovery Rate

The graph above shows the HR response from a rider who has completed a series of 5 x 5 minute Interval efforts with a fixed recovery of 2 minutes. Power for both the effort and recovery were the same. Notice the upward “drift” in both the effort HR and the recovery HR.

Understanding Heart Rate Drift Patterns ​

An upward drift in both the average and peak HR (provided power was the same for each effort) means the rider used a significant anaerobic contribution (this can be seen in the image above). This is often seen at the first few attempts at interval sets. It generally means that either the rider needs more sessions to allow the body to adapt or a slight reduction in the power targets is required.

A relatively flat pattern means that the rider has handled the session well and is ready for an increase in intensity for each effort or a reduced recovery between efforts.

A decreasing HR pattern is quite rare at constant power but can indicate significant muscular fatigue and is almost always accompanied by decreasing power. This pattern shows that the rider needs a rest.

It is quite easy to spot these trends using any of the common analysis platforms (the graph above comes from the Wahoo Elemnt App). Once you know what you are looking for, Heart Rate trend patterns will confirm both if your training is at the appropriate level and when to take it up a notch. ​ Generally, the less drift there is in a HR pattern, the more “easily” a rider has been able to handle the training load. If the same session is completed each week for 4 weeks, one would expect to see less drift at week four than week one. If this is the case, power targets may be ramped up. If not, a short-term reduction in load may be required. It is possible to use a HR / Power “index” to analyse sessions where the power outputs vary from effort to effort. Although this is somewhat more complex and usually the domain of a qualified coach, it is further evidence of the importance of Heart Rate and why it is necessary to collect the data. ​ So, don’t throw away that HR monitor just yet. It is in fact the perfect companion to your Power Meter and will help to make it an even more effective tool. Bubba

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Shelley and Wayno reaching to top after 6 tough kilometres and gradient above 20%

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A spot of group training with the ScyclePro crew. Magnificent Mt Warning in the background.

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Five Keys to have you Descending Like a Pro

A Five point formula for building skill and confidence

Descending on a bicycle should be fun, an experience full of flow and freedom as you take payback for the effort spent reaching the top of a climb. Clipping the apex of turns, feeling the bike “float” as you enter a trance-like state, reading the road ahead, scanning the scenery and smiling all the way down……..”wow, that was fun!” Sadly, for many riders (often even those who climb like Pantani) the downhill sections are filled with fear, loathing and tension and it just should not be that way. Mastering the art of descending has its roots in confidence and to build this confidence, one must develop dependable, repeatable and ultimately “automatic” skills. So here are my five keys for going downhill fast. Master each and you will be well on the way to becoming a competent, confident descender, finding that flow that once sounded so abstract that you doubted its existence. ​ As with all learning, regular practice is essential. You will need to focus on just one of these keys at a time until each feels natural and automatic. Once you master all five, the confidence builds and the word “flow” will become a new and welcome addition to your cycling vocabulary.

So much control with the outside leg and inside hand, that giving a thumbs up is a breeze.

One: Get Off Your Arse To descend well your bike and body will, at times, need to move different amounts and even in different directions (more on that later). This is nearly impossible to achieve if you are planted on the saddle. Your weight should be on your feet (like the way a jockey is weighted on the stirrups) and the saddle should just be touching against your inner thighs. This way you can be “responsive” and the legs can act as shock absorbers, should you happen to hit an obstacle or bump in the road. On any sections of a descent where you can see ahead and the road is fairly straight, you may want to sit down for a rest, but be sure to get back on your feet, once the bends start again. Tip 1: Don’t stand “tall” on the pedals, the technique is often described as “hovering” just above the saddle. Tip 2: Your backside should be positioned just above the saddle for descents that are not too steep, but as the gradient increases towards (and above) 10%, you will need to shift a little further back. This is both a technique and safety adjustment that improves control and makes it far less likely that you will go over the bars (OTB) should you strike a bump or obstacle. Two: Keep the Outside Pedal Down This is important for two reasons; the first is to avoid striking the inside pedal on the ground as the bike leans into the corner and the second is to ensure that your weight is pushing hard down into the outside pedal, which increases traction (and control) for the rear wheel. So, for a left bend, your right pedal should be down and for a right bend, the left pedal is down. As you corner, not only is the outside pedal down, but your hips should be shifting across towards the lower leg so that most of your bodyweight is over this outside foot. You should really feel the weight on the straight (outside) leg as this is a good sign for keeping traction and control on the rear wheel. Tip 1: When you are descending in a relatively straight line, NEITHER foot should be down. Your feet should be positioned at “three and nine o’clock” or horizontally. It is only as you approach a bend that you should adjust the position of your feet so that the outside foot is at six o’clock. Tip 2: Never pedal through corners whilst descending. Keep the outside foot down and the inside foot up until you have exited the corner. Three: Your Inside Hand (and shoulder) Controls the Front Wheel Think about it this way; there are two wheels on your bike and it is important for control that each has good traction and to have good traction, each wheel must be weighted. Your rear wheel is weighted by your hips / backside and where you shift them. Whilst your front wheel is weighted by your hands / shoulders. Having your shoulders high and back (sitting too upright) takes weight off your front wheel, making it much more likely that it will skip and drift in corners. To avoid this, keep your shoulders low (hands MUST be in the drops) and chest closer to the top tube than it would usually be when riding in other situations. As you corner, the hands / shoulders act as “counter” to your feet. In other words, the INSIDE hand / shoulder should feel weighted as you press the handlebars into the bend. You should feel like the inside shoulder is dropping and the inside hand is pressing the handlebar forward and down, like a counter-steering technique. This keeps the front wheel planted on the road and makes skipping or drifting much less likely. Note: Skipping or drifting of the front wheel occurs when it is de-weighted and can cause it lose traction. It then begins to track out of the corner which may lead to running off the road. Tip: Although your inside hand and shoulder press into the corner, your upper body should NOT drop inside the bike. In order to achieve this, the inside arm will straighten (just like the outside leg) although it should never be completely straight. Four: Lean Your Bike, NOT Your Body Cornering on a bicycle is different to doing so on a motorbike. Attempting to emulate Valentino Rossi and dropping inside the bike, knee scraping on the ground is a sure recipe for disaster. Motorbikes have a throttle and gassing the bike will cause the wheels to “bite” but we don’t have that luxury on a bicycle. Your bodyweight should remain outside the bicycle frame when cornering so that the bike leans into the corner and your body does not (or at least to a lesser degree). This keeps the tyres weighted and gives traction and control. ​ When you get the technique right (outside leg down / shoulders low & inside hand counter steering / bike leaning with body more upright) the bike tracks beautifully in corners which gives a confidence-boosting sense of control.

Bike leans hard into the corner whilst the body stays more upright and "outside" the bike.

Five: Enter the Bend Late & Look Through the Corner not at it A friend of mine calls it “target fixation” and in the context of descending, it is the tendency to fix the gaze on the corner rather than scanning more through the corner. Fixating on the corner itself tends to draw you in too early, reducing the space to exit the corner safely. As you approach a corner stay as wide as you can (away from the apex) for as long as you can. This is known as dropping into the corner late and is useful to keep in mind because almost all cornering errors start with entering a corner too tight (close the apex) and too soon. So stay wide for as long as you can, then when you do cut in to the apex of the corner, you will find yourself with plenty of room the exit the bend safely and without having to brake.

Notice the very wide and late entry to the corner. Outside feet are down and upper bodies are low.

Another strategy that will help here is to practice looking ahead on the road to where you want to bike to finish up. This is referred to as “looking through the corner” and helps to create a “program” in the brain and body that improves both line and control. So, don’t stare at the point just beyond your front tyre. Instead look 15-20m ahead on the road (more of you are travelling quickly) and you will find the bike tracking much more smoothly. A Few Words of Caution Descending has an element of risk, even for very skilled and experienced riders. So here are a few things to keep in mind that will help to minimise the risks of descending:

Never ride an unfamiliar descent at your limit. This seems obvious and until you know what the road ahead looks like, risk will always be greater.

Treat ALL blind corners as “slow points”. If you cannot see around a bend, then you MUST assume that it is a slow point. Blind corners hold surprises that range from obstacles (debris) to traffic (a motorcycle that is nudging the centre line) to a “tightening apex” that suddenly has you drifting across the road. If you cannot see through the corner, SLOW DOWN.

Scan the road on the way up. This only works of course if you will be descending the same road you climbed. In the case that you are, check the road on the way up, look for uneven or broken surface and take note of any debris, maybe a cattle grid or anything that poses a risk once you are at speed.

Stay on your own side of the road. It can be tempting to use the entire road when going downhill, cutting the corners to allow faster speeds. This practice is fraught with danger and the risks are obvious. Whether it is the “unexpected” appearance of oncoming traffic or the fact that once you have committed to using the “other side” of the road, it can be near impossible to adjust in the case of a sudden emergency.

Start Here Find a stretch of descent that is not too steep (4-7% works well), has a few bends and where you can ride up and down for an hour or so (a 300-500m stretch should do). Make sure you ride up easy so as not to become too fatigued. Complete a few (5-10 depending on the length of the road) repeats and each time you come down, focus on just one of the five keys I have outlined. Continue to do this (preferably each week) until each feels automatic and then take it to the road. Descending well can dramatically increase your enjoyment of cycling. It may take a little while but it does require a strategy and practice. Once you master these five keys your riding will never be the same again and you will never look back. Cheers ​ScyclePro

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Peaks Falls Creek - the perfect performance springboard

One of the best events on the Australian cycling calendar can also be the key to reaching a level of cycling you may never have thought possible.

The Peaks Challenge Falls Creek is one of my favourite events of the year. I have been fortunate enough to be present on all but one occasion since the inaugural event, either as a competitor or a support person. The atmosphere and energy, both in the lead up and on event day are right up there with some of the biggest gran fondo events in Europe. The magic of that second Sunday in March is, in itself, enough to have me returning each year, but I am also acutely aware of the broader benefits participating brings to all the other aspects of my cycling. ​Here is what I mean; I make no secret of the fact that I am a great believer in the importance of building base for all endurance athletes. The great body of both research and anecdotal evidence makes this a given and the best form / fitness / race performance will always come on the back of a great off / pre season, filled with steady kilometres and a large dose of elevation gain. The problem is that many cyclists find base training difficult. By nature this sort of riding is time-consuming and due to the absence of racing and intensity can at times, seem a little dis-connected with the "fun" and competitive drive, so important for many cyclists. Well, entering the Peaks Challenge each March, may just be the perfect solution.

Vickie at Peaks 2017

The perfect preparation for Maratona the following July.

Having an event focus is the key to getting motivated to train and this is even more likely when one enters these events as part of a group. The climbing and endurance nature of the Peaks event also creates just the right focus for a base training phase in a season long plan. Then throw in the perfect timing of early March and you have a bespoke solution for springboarding into your next race season with a base of strength endurance that will carry you through most of the year. Come through Peaks, rest for a couple of weeks and then begin to dose in greater intensity as part of race-focussed training weeks and you will be flying. A colleague of mine and all-round good bloke, Steve Rooney recently took out the Div 5 road race at the Australian Masters Cycling Champs on the Gold Coast. Steve is 100% certain that the base training he did (climbing and kms) on his cycling tour in the French Alps in July, is the main reason for his golden form in October. The Peaks Challenge at Falls Creek, could do the same for you. Sign up for the Peaks Challenge, Falls Creek, not only will you experience one of the best weekends all year but the extra motivation to train, coupled with that magic mix of kms and climbing metres, will have you riding with a strength and confidence you have never known before. Cheers ​Bubba

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Five big mistakes that are probably sabotaging your progress

Want to get stronger? Don't do these things!

Having spent more than three decades involved in endurance sport and most of that as a scientist / coach / adviser, I have on many occasions felt a high level of frustration watching athletes make the same mistakes over and over again. So for the record, based on 30 years or so of research, observation, participation and more recently, data analysis, here are the five things you MUST avoid if you want to reach anything like your cycling potential. I implore you to have an honest look at what you have been doing, get you plan together and get off the "two steps forward - two steps back" road to nowhere. Time is precious, so stop wasting it.

One: Fall into a pattern of stop / start. Unquestionably, the most important component of any endurance training plan (or application of that plan) is consistency. It is almost certainly true that all endurance athletes will make some progress, no matter what training plan they use, provided they simply maintain a diligent, consistent commitment to complete training sessions (75-80% compliance is excellent and rare) over an extended period of time (6-24 months). It is the repetitive disruption to training commitment that is the biggest barrier to progress. So if you find yourself in a challenging circumstance that makes it difficult to train consistently, undertake to at least complete some training sessions. Pick a realistic target (two sessions per week) and commit to it. If you are able to "keep in touch" with your fitness, good form will never be too far away. Two: Take your training advice from your mates (or Google or a magazine or Sagan or any other "out of context" source).  ​One of the best (and worst) things about our modern society is the access to information. The challenge that comes with this access, is being able to wade through the "chaff" in order to get to the "gold". Some information is even subject to a "dual personality of sorts", great for some and counter-productive for others. So be rigorous with your scrutiny of information, seek out qualified, experienced people and be 100% sure that your own unique training history, age, physiology and riding goals, are a considered part of any training solution / program. Rest assured, it is entirely possible that the same training that produces a great result for you buddy, will actually send you backwards. Three: Ride with your ego Aside from lack of consistency (see point one above) the mistake I see most often is cyclists (almost always males), ridding too hard too often. This is usually out of a misguided view that prioritising intensity over "miles" is the most effective and time-efficient way to train. Intensity IS very important, but is only really effective if applied in the right dose, at the right time and with a targeted purpose. Intensity without base in the metaphorical "house of straw", you get you form built quickly but it is very unlikely to last long. Cycling is an endurance sport and endurance is founded on the aerobic energy system. If your riding is always short and hard, you ARE relying too much on anaerobic processes. The inevitable outcome here is a form collapse........sound familiar?

Summiting Mt Ventoux takes consistency and smart training, at least if you want to enjoy it.

Four: Make it up as you go along There is an old saying in the legal profession....."a person who represents themselves in court has a fool for a lawyer". If you are making up your own training plan and worse still if you are taking "piecemeal" advice from a variety of sources (even if each one of those sources is qualified), without knowing how the pieces fit together, you WILL fail. The key is knowing how each thing you do effects everything else, a diet (or nutrition plan) may be wonderful when assessed in isolation. However that same plan may become completely useless when the physical activity demands of an individual are over-layed. So get a plan (best to have ONE expert coordinate), trust it, stick to it and stop looking for shortcuts or magic solutions. Five: Overthink the process I am consistently astounded by how complicated athletes seem to want to make things. There are a few core principles that need to be in place, but essentially, the process of improving as an endurance athlete (and YES even the nutrition) is NOT complicated. So if you find yourself in a place where is feels complicated....STOP.... simplify things, find a coach / trainer you trust and just commit to the process. Accept that your fitness will go up and down. Accept that you cannot BUY fitness. Accept that it is going to take some time. Make a plan / Set some goals / Keep it simple. Then get out there and ride. ​ The Final Word Cycling (sorry trackies) is an endurance sport. One of the most important attributes of all successful endurance athletes is PATIENCE. Yep, not VO2, not genetics, not limb-length ratio, just patience. In fact I would go so far as to say that if you do not have patience, are not prepared to wait (and work) for results, you are NOT going to make it to your "potential best". Find an experienced, trusted, qualified person, get a plan and be patient. Your success is ultimately in your own hands.....which may be a good (or bad) thing. Cheers ScyclePro

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Are you avoiding junk miles?

The truth may surprise you

Ever since my days dabbling in marathon running, I have known endurance athletes to use the term “junk miles”, usually whilst robustly defending the credibility of their own training regimes. In almost all cases, the junk miles to which these athletes refer are those performed at relatively low intensity as part of longer weekend rides. The insinuation is that rides performed at lower intensities are somehow “junk” and more serious riders need to focus on high intensity or “quality” sets. This blanket, generalistic attitude will mean missing the most productive and valuable part of training. So, to set the tone, here is my criteria for what constitutes junk miles:

Any kilometres ridden without a specific purpose that are not part of a big-picture plan.

Any kilometres completed each and every week as part of an almost religious ritual of “Bill following Bob”, thinking Bob knows what he is doing, when he does not.

Any kilometres completed a part of someone else’s session that you just happen to be tagging along for.

The truth is; any session can be productive and any session can be junk. Intensity level is NOT the defining variable of what should be classified as “junk miles” or a “junk session”. It is in fact entirely possible (even probable) in my experience, that there as many junk miles being completed by cyclists at high intensity as there are being completed at low intensity. So if being a member of the local “speed train” riding group is the biggest component of your riding in most weeks, you may just be doing yourself more harm than good.

Riding hard at the correct time in your program CAN be very effective.

​Why slow miles and junk miles are not the same thing. It is in fact true that cyclists of all levels need both low and high intensity riding in order to reach their potential as an endurance athlete. It is also true that the gains often appear most obviously to come during or after a block of high intensity work. However, these gains WILL be limited and finite and largely determined by how much lower intensity (or “base”) work a cyclist has performed prior to completing the more macho, adrenalin-fuelled fast stuff. The key to success on the bike is in getting the following right:

Dosing the correct amount and type of base.

Completing base work at the most productive times of the training plan (year)

Using an intensity progression that is well matched to the base performed, the riders experience, age and riding goals.

Creating windows for good quality recovery between training blocks and/or sessions. This is also significantly impacted by a rider’s experience, age and physiology.

Being well prepared, rested and fresh so that when a high intensity session is performed, the potential benefit is not negated by fatigue.

In order to ride fast for a long time, all endurance athletes rely on energy contributions from both aerobic and anaerobic pathways and each is extremely important. Like any physiological adaptation in the human body, the more you use a particular process, the more enhanced and effective it is likely to become. So, when a rider has a strong reliance on anaerobic energy supply, they become very good at riding anaerobically. Sounds good right? Well in some respects it is, anaerobic power and endurance are important for cycling performance. However, there is a very significant downside; over-reliance on anaerobic energy supply leads to the erosion of a rider’s aerobic efficiency and because ALL endurance performance is ultimately limited by aerobic efficiency, this is very bad.

Climbing, even at a slow pace can be very effective when employed as part of a strength base phase.

So there it is; ride too hard too often and aerobic efficiency will suffer, but ride too slow too often and anaerobic capacity will shrink. Because solid endurance performance relies heavily on both, a good training plan will ALWAYS include slower and faster riding. It is just the amount, timing and type that will vary. By now it should be getting clearer, any riding session may be junk, just as any may be productive, which it is most certainly not determined solely by intensity. A very wise lecturer that helped to shape my training and coaching philosophy once said: “if your training session does not have a purpose, it is simply NOT a training session”. Later I made this a more cyclo-centric thing that goes something like this; “If your ride has no purpose, it is no longer training, it just a ride”. Purpose, of course, does not have to mean structure. Sometimes the purpose is to completely switch off, relax and enjoy the scenery and these rides can often be the best rides of the year, by no means junk. Here are some tips for creating purpose in your rides that have nothing to do with intensity:

Focus on a technical aspect of your riding such as pedal stroke, saddle position, hand position etc.

Intentionally deviate from your normal riding style by mixing in more out of the saddle stuff, or vice versa if you already stand a lot.

Set out on a ride with a very technical goal of improving weight shift and body position whilst cornering.

Ride with a cadence focus, either spinning at 100+ or riding more for strength in a bigger gear.

De-junking your riding is not about avoiding low intensity endurance rides (all pro riders do plenty of this). It is about knowing what /how much to do and when. Do yourself a favour, get a well-devised plan and STICK to it and please stop pretending you know what junk miles are, until you actually do. Enjoy the ride ​ScyclePro

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Racing to your best form

​You may have heard professional cyclists speak of needing to accumulate “racing miles” or “race days” in order to reach their best form. It may also seem a foreign idea for cyclists used to plugging away on training rides as a way of building form for a race or event. ​ So what it is about racing that seems to have the potential of lifting cycling performance to a new level and is it something that may work for the average rider? Well the answers can be a little bit complicated of course, so it first may be useful to look at how racing is a little unique in comparison to most other forms of cycling:

Racing tends to be carried out (mostly) at very high intensities, usually much higher than can be reached in training rides

Racing generally provides a level of motivation that drives riders to find that extra %, so difficult to achieve in training.

Racing has an energy that tends to drive the arousal levels of athletes and stimulate VERY high intensity outputs.

Racing narrows the focus of riders and draws attention away from HR or power numbers. This can give a very strong drive to simply compete and experience as a coach tells me that almost ALL riders hit their highest numbers in races.

Of course, some riders are uniquely capable of simulating most of these characteristics in training. It is also possible to simulate some of these things using group riding sessions. In recent times Team Sky have developed a reputation for dosing in “race-like” training sessions at training camps and Sky riders have been known to say that “racing is easy after being at camp”. ​ I would encourage all cyclists to try some racing and/or incorporate some “race-like” intensity into their training plans. The key is to know how and when to do it, because although racing can be of enormous benefit, too much emphasis on this type of riding can erode aerobic fitness and endurance, which inevitably leads to a dip in performance over the medium to long term.

So, you may want to try some of the following strategies:

Race in alternate weeks.

For more experienced riders, incorporate blocks (four weeks works well) of racing, followed by similar length blocks of dedicated training.

Be sure to allow adequate recovery during your race weeks. Do NOT simply add the race without adjusting the rest of your riding. In “race weeks”, drop out at least one of your higher intensity rides.

At all costs, make sure that you stick to plan that keeps the “dose” of racing in line with your current fitness level, experience and stage of your training plan

Racing CAN be the very best way to find a new performance level but cyclists of all levels need to be sure that the timing and dose do not become counter-productive. Enjoy the ride (race). ​ ScyclePro

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Patience Grasshopper

More effective than drugs, just a little less sexy

The great Miguel Indurain won his first of five Tours de France at his SEVENTH participation.

There are two sides to any coach / athlete relationship and with those sides comes two different perspectives. This is never more relevant (or important) as when the inevitable happens and the athlete's progress stalls, or is simply not moving quickly enough (again "quickly enough" will be matter of perspective). This is why open and regular communication between coach and athlete is vital because coach may well have a plan in place, possibly even be expecting some stalling in performance that is all part of the long game, but all the athlete sees (feels) is a drop in performance. When both parties are on the same page, harmony and co-operation is far more likely. In order to keep relevance here, most of the references and examples are specific to endurance cycling, sports with different performance parameters are well outside the scope of this blog. So on with endurance cycling. It is also worth keeping in mind that the word "coach" can often be substituted with "training program", as many riders don't in fact use a coach but source and download training plans from a variety of sources. I have some favourite examples that highlight the importance of year on year progress and building towards reaching the full potential of the rider. Miguel Indurain is a Spanish cyclist that won the Tour de France five years in a row, between 1991 and 1995. Most cycling fans know this but far fewer are aware that 1991 ("Big Mig's" first title) was in fact Indurain's SEVENTH participation in the race, hardly an instant sensation. Obvously many years were spent in diligent and consistent training, no doubt there were many occasions where his progress stalled, or even went backwards. But in the end, year on year progress led Indurain to the very top of the cycling world. Then there is our own Richie Porte, who actually first rode the TDU (for UniSA) in 2008 and placed 7th overall in his first Grand Tour, the Giro in 2010, where he also won the young rider category. It has taken close to a decade of year on year development for Richie to become a genuine contender for the overall title in the Grand Tours

Richie during his breakout year, riding for Saxobank in 2010.

Whilst the examples of Indurain and Porte highlight the importance of consistency, building and patience, the path of the professional cyclist is always a little different to that of the weekend warrior or even the serious amateur racer. There are however some mistakes worth avoiding for ALL cyclists trying to improve and some foundation principles to keep firmly routed in your approach to training.

Keep at it always. Consistency and patience are the most important elements of athletic progression. Down time and stalled progress are completely normal and performance tends to improve in "jumps", yours may be just around the corner.

DON'T chop and change your approach every few months (or even weeks). Physiological adaptation is a slow-moving beast and your body needs time. Most training plans are built around achieving results through a long term build of sequential adaptations. Change the focus and training stimulus mid-stream can be the equivalent of knocking over the house of cards, just as you were about to add the chimney.

Avoid shifting to your best buddies training plan because you think it looks, seems, or just might be better than yours (the old "grass is greener".....not). This approach tends to result in two steps forward / two steps back, progress for a while with a change in stimulus and then a breakdown of your form because you have "destabilised"  the adaptation process.

Trust your coach (training plan) and commit to a specific term or goal. It is important to allow enough time for the science to work and although the time frame cannot be indefinite, it is more than reasonable to commit to at least two years or seasons.

Communicate openly and honestly with your coach / or, engage regularly with the system that produces your training plans. It is important to ask questions, seek clarification and feel confident that your are on the right path.

Commit to completing the key elements of your training plan, as far as is possible, without compromise. Most plans will have "non-negotiables" (I call them key sessions) that are critical for producing the stimulus required for long term progress. But outside of these, it is very important to keep the energy in your riding, whether that is participating in your favourite bunch ride, heading out to the trails or riding the odd Wednesday crit. Just be sure to communicate this to your coach and I am sure that in 90% of cases, there will be a way to make it work.

Improving your performance in road cycling is a long game, every bike rider who has achieved worthwhile and fulfilling goals will tell you that, that is why it is called endurance sport. It is very easy to commit to training (and stick to a plan) when things are going well. The true test comes when things are not going so well, commitment during the harder weeks / months is what brings true year on year progress, just ask Miguel and Richie. Stay Safe and Train Smart ​ScyclePro

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Training Balance

Perfecting the aerobic / anaerobic dose

When an athlete performs any kind of endurance exercise, there will be energy contributions from both aerobic and anaerobic pathways. Most cyclists, runners and triathletes seem to know this and certainly know the feeling of being too long in a highly anaerobic state (in the RED). Each pathway has it's unique advantages for bike riders, aerobic metabolism is highly energy efficient, powering muscular activity for long periods of time, but unable to fuel the super high intensity efforts required for power climbs, sprinting etc. So this is where anaerobic metabolism has the edge, producing energy rapidly to fuel high level exertion, but of course there is a cost, which is the rapid onset of fatigue. Cyclists need both systems working well, but the cruel reality is that over-using either of these pathways will erode the other, so getting the balance or "dosing relationship" right is paramount for increasing endurance performance and building reliable consistent form.

Well defined zones will help to guide the training dose.

A certain amount of muscular work requires a fixed amount of energy, so it stands to reason that the more energy supplied anaerobically, the less is contributed aerobically and vice versa. As in all aspects of physiology, the more one's system utilises a particular process, the better the body becomes at doing it. Conversely, should certain processes be under-utilised, the capacity for using these processes is eroded. The bottom line is that over-reliance on either of the two metabolic pathways, will negatively impact on the other. This sounds simple enough but the process becomes far more complicated if you consider that athletes vary greatly in terms of which points on the intensity continuum they become anaerobically dominant. Some cyclists can remain highly aerobic VERY close to threshold (this means they have a very large zone two) whilst others become significantly anaerobic well below threshold. A big aerobic capacity also pushes the threshold point much closer to maximum, which is the holy grail for endurance cyclists. Put simply, training zones cannot be accurately established using simple percentages of threshold / FTP and without defining training zones more precisely, it will be almost impossible to get the training dose right. The chart above shows an athlete with diminished aerobic capacity and a small zone two. Zone three represents a significant shift towards anaerobic metabolism and occurs at relatively low power / heart rate for this rider. Knowing this is critical for getting the training dose right and avoiding continual erosion of aerobic efficiency, a certain recipe for an over-training disaster. There is no doubt that the most common mistake made in respect of training dose and the balance between aerobic / anaerobic load is an over-emphasis on anaerobic work. The notion of "go til you blow" will work for short periods, but has no future, in terms of building reliable, consistent form. The key is knowing your training zones and understanding that the most important attribute in developing good form (apart from being genetically blessed) is patience and control. Get tested and don't just rely on predicting your zones through an FTP conversion, this error is the main reason that similar training plans produce vastly different outcomes for cyclists. Build power through understanding your body and it's capacity for adaptation. Enjoy the Ride The ScyclePro Team

from Scyclepro - Using Science to Power Your Performance - Coaches Blog http://ift.tt/2rGMkwb

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