MIPS – Brain Protection System

There’s a lot of talk about MIPS out there in the cycling world and as two of our helmet brands, Lazer and POC, are among the innovators integrating MIPS into their helmet designs we thought we’d give you the lowdown.

MIPS is a brain protection system developed by brain surgeons and scientists to reduce rotational forces on the brain caused by angled impacts to the head. The letters actually stand for:

  • Multi directional
  • Impact
  • Protection
  • System

So what does this mean in real terms?

To quote Lazer Sport

‘… the MIPS system adds an additional safety aspect by introducing a low friction layer into the helmet. This layer can move relative to the helmet helping to absorb the rotational forces in case of a crash. This does not interfere with the existing protective capabilities of the helmet, it just adds to them.’

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Lazer Z1 with MIPS

Basically, this means that when your helmet sustains an impact, it absorbs much of the force of the impact without transferring that force to your brain.  If you crash while wearing a MIPS equipped helmet your risk of brain injury is reduced, which let’s face it can only be a good thing.

Check out this video to see MIPS in action.

The reality is that no-one wants to crash but it does happen and the more protection you have the more likely you are to bounce back to ride another day.

While we haven’t had the opportunity to test MIPS helmets in a crash situation (fortunately), in trying the various options we’ve found that MIPS equipped helmets fit better and are more comfortable than their conventional counterparts.

The POC Octal and Lazer Blade are both available with MIPS right now and the Lazer Z1 MIPS will be available in 2016.

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Bunch Rides – Why?

Virtually every day we see cyclists riding in bunches, and to the uninitiated this is often a mystery so in this blog post we thought we’d look at the reasons for riding in a bunch and the corresponding responsibilities.

Bunch ride 2

So, what are the benefits of group riding?

Safety – the saying goes that there’s safety in numbers, so it follows that riding in a bunch is safer than riding alone. A bunch of cyclists is obviously more visible to cars, there’s the protection of being surrounded by others and there are more people to help if something goes wrong…

Faster – there’s an axiom in cycling – if you want to get stronger ride by yourself, if you want to get faster, ride with a group (of stronger cyclists), so there’s a second good reason for joining a bunch ride.

Easier – the draft affect gives an advantage of up to 30% so it follows that riding in a group is actually easier than riding alone.  Think about how hard it can be struggling into a head wind by yourself, compared to being protected by a bunch and it becomes a no brainer.

Social – riding in a bunch is a great way to meet people – even if it’s not easy to talk on a ride there aren’t too many rides that don’t end with coffee.

So, there are plenty of good reasons for riding as part of a group BUT, taking advantage of these benefits comes with responsibilities, which is something that is often forgotten.

Ride as a group – if you’re part of a group, you’re part of a group, don’t ride like you’re alone and master of your own destiny.  If you’re on the front and go through an intersection, it has to be safe for the entire group to go through, correspondingly, if the lead rider goes, everyone goes.  Predictability is the key to safety so there must be an invisible chain connecting the entire group, there’s no room for individuals, think as an individual and you compromise the safety of the group, think like a member of the group and everyone is safe.

Look after each other – point out obstacles, let newcomers know what the group rules are, if someone is struggling, give them a hand or alert the group so that everyone slows down to accommodate them; everyone has a bad day in the saddle and it could be your turn next ride.

Obey the road rules – as an individual you may think it’s okay to bend the road rules (it’s not) but if you do this in a group not only do you look like a dick but you compromise group safety and make the group and all cyclists look like dicks, end of story!

Follow the group rules – if the group rides pace lines, learn how to do it and do it properly; if the group indicates potholes, indicate potholes; if the group rides to a specific speed, ride to that speed – don’t join an established group and try to impose your riding style, if you don’t like the way a group rides then find another group to ride with.

The moral of the story – ride as a team and everyone benefits, ride as an individual and everyone will be better off if you ride alone.

Saturday Ride

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Bike Insurance – pros, cons & clearing up misconceptions

We seem to be at THAT time of the year, when bikes are being stolen, or broken on a regular basis, so bike thiefa look at bike insurance seemed timely.  Despite having a fair bit of experience with bike insurance claims, I’m no insurance expert so I consulted Insurance Broker, David Millington of MGA Insurance Brokers.

(Please don’t think this is an advertorial for MGA, although they are our insurance brokers and do offer a number of insurance products that will incorporate the right cover for your pride and joy into your home and contents insurance policy).

So, firstly, what are the risks that we’re insuring against?

The basic ones are:

  • Loss or theft,
  • Accidental damage,
  • Personal injury; and
  • Third party property damage

Not all insurance policies offer the same cover so it’s worth reading the small print or consulting a broker who can help you understand exactly what you’re getting.

There are a lot of misconceptions and plenty of misleading information surrounding insurance so I thought we’d deal with them first. Probably the most common misconception is that you cannot choose your own repairer/bike shop and are tied into whatever the insurance company offers you.  David explains that you are entitled to choose your own repairer but if the insurance company shops around and finds a cheaper priced quote, then that’s the amount that they will pay you.  David says in this scenario, if you’ve used a broker for your insurance, they will go in to bat for you and get you the best possible outcome, meaning you don’t have to battle with the insurance company yourself. Obviously, if you have a good relationship with your bike shop they’ll probably be able to help you out and get your bike fixed within the $s the insurer pays, so make sure you talk to them first.

Another issue a lot of people come up against when submitting a claim is providing proof of ownership.  We’ve even heard of claims being refused because the original receipt cannot be produced. David says that if you don’t have a receipt and can’t get a copy, a photograph or owner’s manual should suffice.  Failing that, submitting a statutory declaration is a perfectly acceptable means of proving ownership.

The next issue we talked about was what bike insurance actually covers.  Obviously this will depend upon the specific insurance policy but what you should be looking for is a policy that covers you for the replacement value of your bike regardless of age and does so without additional premiums.

Broken bikeAnd what about exclusions? Again, many generic insurance policies will exclude cover under various circumstances – some even exclude cover when your bike is in use…  More commonly insurers will exclude cover if you’re training with others or riding in a bunch.  You don’t have to accept this, a good broker will be able to offer you a policy that covers your bike at home, interstate and overseas under all circumstances other than professional racing.

Many companies offer insurance for your bike separately from your home and contents insurance.  However, as this insurance is generally charged as a percentage of the value of your bike, it tends to be a more expensive insurance option.

Personal injuries are generally covered by health insurance but if you’re cycling overseas ensure that your travel insurance covers you.  It’s probably also worth checking that your health insurance provides you with sufficient cover, should you have an accident on your bike.

So what happens if you and your bike cause damage to someone else’s property?  You might not be concerned about the cost of replacing your bike, but the cost of replacing someone else’s, or paying their medical bills is a different matter.  Make sure whatever insurance coverage you have will pay out if you cause an accident or are at fault or you may be selling your pride and joy to pay those bills.

TDF Crash

We’ve said that most policies won’t cover your bike if you’re racing, so how do you get covered if you are?  Generally you’ll find that bike association or Cycling Australia membership will cover you for injuries and damage sustained during mass participation rides or racing, but it is worth checking the coverage to be sure that there aren’t unusual exclusions that leave you exposed.

Hopefully this post clears up some of those common questions about insurance coverage and hopefully you won’t need to use it.

Safe cycling

Roxanne

Power meters, what’s the point?

You may be forgiven for thinking that power meters are just another toy that some people add to their cycling arsenal so they have something else to brag about at the coffee shop…

While this may be true for some, power meters do serve a training purpose and may be just what you need to take your cycling to the next level.

In simple terms, a power meter is a device which measures the power output of a cyclist. There are a number of different types of power meter that use different means of measurement and some are better than others, but that’s a subject for a different post.

So what do they actually measure? Power meters measure the force that moves the bike forward multiplied by the velocity. So, the point of a power meter is to provide an objective measurement of real output, allowing training intensity and progress to be measured accurately.

But, how does a power meter improve your performance? Let’s start at the beginning and work our way up.

echowell-echo-u4w-bicycle-computerA lot of new cyclists are flying blind – they either use a basic computer that measures their speed or they use nothing. Consequently, they have no idea what their body is doing other than propelling their bike forward at x speed, and as speed is influenced by so many factors (terrain, wind conditions, other cyclists) it’s almost useless as a measure of performance.

The next step is to start using a cycling computer that measures heart rate, speed and cadence. So now we have an input measurement – heart rate – and output measurements – speed and cadence. Put together these measurements form the basis of Cyclo505-10heart rate based training and are the first step in improving cycling performance. As fitness improves, you can pedal at higher cadences, achieve greater speed and your heart rate recovers more quickly. These measurements can be used to guide training, improving fitness and speed.

Introducing a power meter is the next step. Your body is the engine that drives your bike; improving engine performance improves overall performance.

Because a power meter allows you to focus on muscle performance, combining power measurement and heart rate measurement removes the guesswork and allows you to focus your training on improving overall engine performance. Once your training intensity can be accurately measured you can optimise your training and work on the areas that need improvement.

While a power meter may not be much use to you when you’re starting out, as your performance improves and your cycling goals change, power meters become more relevant.

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European Cycling – An Italian Experience (Part 2)

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Finish line

19th Bianchi Felice Gimondi Gran Fondo – 10 May 2015

Unlike the mass participation rides we’re used to in Australia, a gran fondo is actually a race, which some people take more seriously than others (more of that later). For a full definition & description of gran fondo racing click here.  This type of ride originated in Italy so what better place to try the gran fondo out?

There was the usual wait at the start line, with riders divided into groups according to their registration number.  In the best Australian traditions our contingent all rode together despite some of us being entitled to start further forward – egalitarianism at its best. It was exciting to see familiar faces in the crowds as most of the Bianchi crew started in our group although it was interesting to note how few women were competing.  The general consensus in Australia seems to be that there aren’t enough women riding but in comparison with Europe we seem to be doing pretty well.

Start line

Roll out was a little slow as you’d expect with so many people (3800 registered) but once we got into the main thoroughfare it was on for young and old. This was definitely a race, very male dominated and very full on. As is usual in a mass participation ride there were lots of slower riders on the hills but so many faster riders it was difficult to get past the slower ones.  Again, in a marked difference to Australia, it was amazing how many people were there only to do the short route (90km).  They, in turn seemed pretty amazed that they were doing the ride at all and totally amazed that we had travelled all the way from Australia to do the ride and were doing the middle or long distances.

Fortunately we had already done a recce of many of the climbs so we knew what we were in for as compared to so many of the people that we met along the way. The feed stops were well patronised and had great snacks – slabs of chocolate were particularly welcome as was the Italian soft drink as we got further into the ride. As the turn off for the short distance loomed, numbers started to thin out – another interesting as in our Adelaide ride groups it’s more usual for everyone to ride the longest distances not the shorter ones, but then we don’t have too many mountains on our rides!

Gran Fondo Collage

Highlights – gorgeous scenery, just wished we had time for photographs to prove it but think of the stuff we only see in fairy tales – mountain villages, snow-capped peaks and you’ve pretty much got it; fantastic climbs that were hard but not so hard they were unenjoyable; lovely friendly people.

Low lights – some scary descents, very tight corners which took a lot of attention to navigate, and the unfortunate accident involving a pedestrian and a cyclist which stopped Gillian from doing the long ride

Overall, it was a fantastic experience, which I would happily repeat, hopefully next year!

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European Cycling – an Italian experience (Part 1)

The opportunity of a lifetime – an invitation to participate in the 19th Felice Gimondi-Bianchi Gran Fondo celebrating the 50th anniversary of Felice Gimondi’s 1965 Tour de France win and Bianchi’s 130 Anniversary, who would pass that up?

Not me, so here’s the story of my Italian cycling experience…

SciConFirst things first, how to get the bike to Italy? Turns out travelling with a bike is pretty easy – let the airline know that you will be travelling with a bike, pack it in a bag, turn up at the airport with the bike, leave it at the oversize baggage reception, done!  What bag?  We’ve used the SciCon Aerocomfort Plus for years because it’s easy to use, requires very little bike disassembly and allows plenty of room to pack the rest of your kit.  It seems that baggage handlers are more gentle with a soft bike bag than a hard case and bag and bike both made it to Italy and back in one piece.

The next distraction was the whole ‘riding on the wrong side of the road’ experience.  As it turns out this is nowhere near as scary as anticipated.  Reverse the give way to the right rule and you’re pretty much there.  European drivers are also far more tolerant of cyclists than Australian drivers (in 6 days we only encountered two unpleasant drivers) and if you get lost there always seems to be someone on the side of the road to point you in the right direction or a friendly cyclist to tell you the best places to ride.

On to the actual cycling;  Bergamo, where we were based, is 40km northeast of Milan, and very easily accessible.  The foothills of the Bergamo Alps are just to the north of the town so there are plenty of climbs to experience.  For our first ride we decided to head to Citta Alta (the upper city) which seemed to be a popular ride for locals – it had the added bonus of some beautiful piazzas with wonderful restaurants.

Citta Alta Climb view

The view from the top of the Citta Alta climb

Top of Citta Alta climb

The house at the top of the Citta Alta climb

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The Classics

What is a classic cycling race?

The basic description is a one day professional road race, generally held in Europe throughout spring, summer and autumn.

Why classic?

Most of the European versions have been running for decades with the oldest races starting in the 19th century. The five most revered of the classics are known as the ‘Monuments’. The Classics season starts with the first of the monuments, Milan-San Remo, which is run on the Sunday closest to the first day of spring.  The Giro di Lombardia is the last of the monuments each season and is currently held in September.

The Monuments 234px-Milan_–_San_Remo_logo.svg

Milan – San Remo – the first of the classics is often known as the ‘sprinters’ classic. At 298km, this is the longest classic race on the UCI Pro Tour. Eddy Merkx holds the record for the most wins (7).

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Tour of Flanders – Flanders is held one week before Paris – Roubaix every year and is the most important race in Belgium. Characterised by multiple, short, sharp climbs, the race route changes regularly. Six cyclists share the record for the most victories (3), Tom Boonen and Fabian Cancellara being the most recent.

250px-Paris–Roubaix_logo.svgParis – Roubaix – known as the Queen of the Classics and The Hell of the North, Paris-Roubaix is infamous for its multiple cobbled (pave) sections. Seen as one of the toughest professional road races, teams often ride special bikes and require significant mechanical support. The winner’s trophy features one of the infamous cobblestones which give this race its awesome reputation.  Two Belgian cyclists hold the record for the most wins (4) – Roger De Vlaeminck and Tom Boonen.

260px-Liège–Bastogne–Liège_logo.svgLiege – Bastogne – Liege is known as La Doyenne having started in 1892. Following different routes to and from Bastogne and with multiple climbs this race often rewards the most aggressive riders. Eddy Merkx holds the record for the most Liege – Bastogne Liege wins with 5.

Giro di Lombardia is one of the last UCI events every year. Known as a ‘climbers’ classic, the route changes regularly, although Lake Como and the Ghisallo climb are 200px-Giro_di_Lombardia_logo.svgsignature features. Fausto Coppi holds the record for the most wins with 5.

Winners

Three riders have won all 5 monuments – Rik Van Looy (1950s – 60s), Eddy Merkx (1960s – 70s) and Roger De Vlaeminck (1970s). Eddy Merkx is the only rider to have won 3 monuments in the same year and he did it 4 times, just to be sure.

Australian Winners

Australian cyclists have achieved only four wins in the European Monuments – Stuart O’Grady won Paris Roubaix in 2007, Michael Goss and Simon Gerrans have both won Milan-San Remo in 2011 and 2012, and Simon Gerrans also won Liege-Bastogne-Liege in 2014.

Gerrans Liege