First Race of the Season & First Win of the Season! 2014 Eagle Creek Fast Criterium Race Recap

WHY I'VE BEEN M.I.A. THESE PAST MONTHS

If you follow me on Strava, you might have learned that at the end of the 2013 season, my Continental GP4000S tire blew up right after I made a solo attack and reached 33mph.  It sent me falling to the ground on my back and shoulder, gave me a concussion, plus strains and sprains at my neck, shoulder and abdomen.  The most dangerous aspect of my fall was that it was impossible to anticipate the tire failure.  The tread separated from the casing and caused an instant loss of traction- enough to send me to the ground despite travelling in a straight line.  Here are some pictures of my wounds.  Some of them went deep enough to reach my fat cells.  Check it out:

After 2.5 months off my bike to focus on rehabilitation, I was finally able to turn my head without my neck and shoulder going into spasms.  When I finally made it back on a bike, my legs and lungs hit the wall 15 minutes into the ride and forced me to stop.  Afterwards, my neck proceeded to go into spasms for hours due to the riding position.  

Continental never apologized or responded to my concerns about the tire.  My tire had no sidewall bubbling or cuts, and I actually checked my tire pressure with a tire gauge prior to its failure.  Despite riding on several pairs of Continental GP4000S tires for three years, I probably will never ride on them again.

Without my girlfriend of seven years, I wouldn't have survived the months healing and rehabilitating the injuries I sustained.  She patiently waited for me as I spent hours in the shower trying to tolerate the massive pain all over my body.  No one else could lighten the mood and help me laugh through the healing process.  The proof is in the pictures!  I was smiling in all of them thanks to her! :)

MICHELIN PRO 4 - MY NEW FAVORITE TIRE

After riding on a defective Continental GP4000S, I decided to go tire shopping to find a better tire.  After riding on the Michelin Pro 4 for almost ten months now, including three criteriums, I can confidently say that its better than the GP4000S.  I've only had one flat which was caused by hitting a deep pothole.  I've always known the Continental GP4000S to produce flat tires from hitting decent pieces of gravel.  I remember worrying on several occasions that I would flat after hitting similar objects only to find that the Michelin Pro 4 survived without a scratch.  The grip surprised me the most about the Pro 4.  I wouldn't be surprised if an independent research company finds that the Michelin Pro 4 has better grip.  I've taken corners just as hard or harder than the Continental GP4000S this season.  I have yet to experience its limit around a corner.  I always thought that some sliding was normal in a tire until I tried the Pro 4.

THE COURSE & THE LAPS LEADING TO THE LAST LAP

As usual, I got lost trying to find the parking lot in Eagle Creek, so I ended up running late.  As a result I didn't get a chance to ride warm up or practice laps.  As soon as I received my number and had it pinned, I immediately had to line up at the start line.  Since I was also late to line-up, I had to start at the back.  I wasn't too worried since I knew we had 45 minutes to race.  Plenty of time right?

When the race started, Each lap only lasted about one minute and 44 seconds long.  I basically spent the majority of the race trying to move up to the front of the group.  It was hard trying to remain at the front due to the constant rotation of the group, and by the time we reached the final lap, I was about fourth place... from the back!

THE LAST 1/2 OF THE LAST LAP

By the time we hit the bell lap, I was definitely panicking and almost accepted that I had no chance at even reaching a mid-pack finish.  That all changed about halfway down the lap.  The group hugged the inside of the road and left a moderate opening at the left.  As soon as I saw the opening, I knew that it was my last chance to reach the front, so I accelerated hard and bridged up to the front.  Once the five leaders were in sight, I noticed that I was approaching them quickly... while coasting!  Instead of coasting and slowing down to their speed, I started my sprint with an advantage and blew past the leaders.  When I crossed the finish line in first position, it didn't seem real, especially since I was almost last place by the start of the last lap!

ANALYSIS VIA STRAVA (FOLLOW ME ON STRAVA)

Looking at the speed graph in the screenshot below, you'll notice three peaks.  The first acceleration was influenced by the group being aware of the last lap.  The second peak occurred when I bridged up to the front.  The last peak was the final sprint.  You'll notice that it took more speed to catch the leaders than it did to perform the final sprint!  Everything seemed to connect perfectly today!

SPONSORS

Big thanks goes to Velocity Wheels and The Wheel Department for helping me replace my severely bent A23 Pro Build wheelset!  Your support helped motivate me to train and win the first race of the 2014 season!  Thanks guys!

Velocity A23 Pro Build Review

VELOCITY A23 PRO BUILD REVIEW

I would like to start this review with a huge thank you to Velocity and The Wheel Department for sponsoring me through the 2013 season!  In the Velocity USA website, they described the A23 Pro Build wheeset as "THE set for crits, road races, and cyclocross.  This is not an exaggeration because I rode my A23 Pro Build to three podium finishes out of five races.  Thanks guys!

When you buy a Velocity A23 Pro Build wheelset, they arrive individually wrapped inside familiarly shaped boxes.  I was too excited to open up my wheels, so I didn't get a chance to take unboxing pictures.  I only remembered to take a picture when I saw the sticker signed by the wheel builder who built my wheelset, Jacobi!

THE LOGIC BEHIND MY BUILD:

The benefit of the Velocity A23 Pro Build is that each wheelset can be entirely customizable to the rider. Other than rim, spoke, hub and nipple color, you can choose the number of spokes and lacing pattern to fit your needs.  My top priority was on lateral stiffness.  Since I mainly race criteriums, I needed a wheelset that was predictable in the corners and strong enough for a sprint, so lateral stiffness was my number one priority.  

Since the bracing angles in the front wheel are always extremely high (most important variable in lateral stiffness), I went with radial lacing and a lower spoke count at the front to save weight while improving aerodynamics, respectively.

Lateral stiffness was the top priority in building the rear wheel.  I chose 28 Sapim CX-Ray spokes and an asymmetrical rim to allow for more uniform tension.  The asymmetrical rim allows the spokes to engage the rim more symmetrically.  This prevents the wheel from deflecting towards the group of spokes with higher tension.  To further increase stiffness, the drive and non-drive side were laced in a two cross pattern to place the spokes in a tangential position relative to the rim.  A tangential spoke position causes the spoke to pull forward on the rim versus laterally on the rim (radial lacing).  The end results is a wheelset that is theoretically very stiff.  Check out the build specifications below:

Fuji SST equipped with the
Velocity A23 Pro Build wheelset

FRONT WHEEL:

• 700c 20 hole
• Road Race hub
• Black Sapim CX-Ray spokes
• Black alloy nipples
• Radial lacing

REAR WHEEL:

• 700c 28 hole
• Road Race hub (black)
• Sapim CX-Ray spokes (black)
• Alloy nipples (black)
• 2x drive, 2x non-drive

To test whether my rear wheel was actually stiff, I placed a camera facing the rear wheel to detect deflections.  If you haven't seen my other Lateral Stiffness Test videos on YouTube, please visit the EatSleepTrainSmart YouTube Channel to check them out.

Here's the Lateral Stiffness Test video for the Velocity A23 Pro Build:

Compared to my unreasonably heavy 32 spoke Alex rear wheel, my 28 spoke Velocity A23 rear wheel appeared to perform better!  Despite riding over bumps, the impact didn't seem to induce any deflection on my Velocity A23 rear wheel.  Before filming my A23 rear wheel, I honestly thought that I was going to see some flex, especially at such a low weight!  If you're worried about lateral stiffness, feel free to copy my build.  Nothing beats the feeling that nothing is holding you back in sprints or attacks.

2013 CRITERIUM RESULTS:

Below are my race results with the Velocity A23 Pro Build.  Out of five races, I achieved a podium finish in three of them.

• Indy Criterium Cycling Race & Festival: 2nd place (89 riders)
• Mass Ave Criterium: 2nd place (56 riders)
• Bloomington Cycling Grand Prix: 3rd place (52 riders)

While the engine and the driver's skills are important, the suspension is equally important.  The wheelset definitely helped me stay calm and focus entirely on what I needed to do.  Thanks to the width of the rims, I had so much grip that I never once worried about leaning hard into corners.  I often found myself exiting corners faster than everyone else.  Imagine how much energy is saved just by having to accelerate less.  With this wheelset, I noticed that I was able to approach the final lap with significantly more energy to produce podium-worthy sprints.

PHOTOSHOOT!

Equipping my A23 Pro Build with Michelin Pro 4 tires.

Custom Fuji SST with a blue Selle SMP saddle and a blue A23 Pro Build wheelset.

Side view of my custom Fuji SST road bike and A23 Pro Build wheelset.

28 Sapim CX-Ray spokes.  Two cross lacing.

Low view of my Fuji SST road bike and A23 Pro Build wheelset.

Fuji SST with a custom blue Selle SMP saddle and A23 Pro Build wheelset.

Eat Sleep Train Smart Polar CS600x display.  Michelin Pro 4 tires and
A23 Pro Build front wheel.

Kinesiological Approach to Bike Fit: Saddle Tilt

Saddle position is the core of any bike fit.  When the saddle is positioned incorrectly, it can cause a wide range of overuse injuries throughout the entire body.  Pain or numbness can occur at the hands, wrists, elbows, shoulders, neck, back (commonly low back), knees and feet.  This is no exaggeration!  Whenever I perform bike fittings, it's not uncommon for me to fix almost all of the rider's problems solely from correcting saddle position.  This post will discuss saddle tilt.

THE PEVLIS & THE LUMBAR SPINE "LOW BACK"
Since the lumbar spine attaches directly to the pelvis, its fate is determined by the tilt of the pelvis.  When you tilt your pelvis forward, the lower back extends.  When you tilt your pelvis backwards, the lower back will flex.  The right amount of saddle tilt is one that lets the pelvis maintain neutral- the healthy balance of flexion and extension.

Image taken from: http://fixtheneck.com/Other_postural_effects.html

It took some digging around the internet to find the pictures below, but I found three pictures of Nairo Quintana using different amounts of saddle tilt.  Keep in mind that the UCI rule for saddle tilt is plus or minus 2.5 degrees with a tolerance of +/-0.5 degrees, so he's fairly limited with regards to how much he can tilt his saddle.

Nose down = Almost Neutral

If you observe closely, Quintana's saddle was slightly nose down allowing him
to almost reach an almost neutral back.  A few more degrees downward and he would
likely reach neutral!

Level Saddle (0 degrees) = Flexed Back 

With a level saddle, Quintana could not tilt his pelvis forward, so his lumbar AND
thoracic spine had no option but to flex.  Interesting how a few degrees
can cause such a significant change in posture!

Level Saddle (0 degrees) = Neutral Back

Since the climbing position doesn't require a lot of pelvic tilt to reach neutral,
a level saddle was appropriate in this situation.

LEVEL SADDLE... GOOD OR BAD?

There's a lot of bad information circulating and I want to clear it up because I have worked with several clients with problems related to back pain caused by level saddles.  Having a level saddle isn't necessarily bad, but when it is not appropriate for the type of riding to be expected or the rider's condition, that's when problems occur.  A level saddle is not recommended for riders who spend a lot of time in the low racing or time trial position (triathletes and time trialists).  Also, if the frame geometry is aggressive and forces a low position even at the hoods or handlebar tops, then a level saddle is not recommended.

On the other hand, there are situations where a level saddle is appropriate.  If the majority of the time spent cycling is focused on climbing or riding in an upright position, then a level saddle is fine.  A level saddle is also safe for riders with scoliosis or restrictions to avoid extension at the spine.

My custom Fuji SST 3.0. Matching blue
Velocity A23 Pro Build wheelset and
Selle SMP Evolution saddle.

HOW SADDLE DESIGN AFFECTS AVAILABLE PELVIC TILT.
Here is something to consider for those who need an equal amount of climbing and time trial comfort.  A study found that saddles designed with a large cutout allows the pelvis to tilt forward without physically altering the actual saddle angle via the seatpost(2).  So in addition to improving blood flow, saddles with cutouts allow the rider to climb and time trial in a seated position comfortably.  Saddles in the Selle SMP product line are especially versatile at providing both climbing and time trial comfort.  In my personal experience with the Selle SMP Evolution saddle, I have never experienced any discomfort even in 5-7 hour centuries.  It's never a bad idea to invest on comfort, especially near the sensitive areas!


NOSE DOWN:  HOW MUCH IS TOO MUCH?
In order to allieviate or prevent low back pain, most riders can tolerate 10-15 degrees of negative tilt (3).  After 15 degrees, most riders will experience discomfort on the hands or sliding on the saddle.  Grip strength, shoulder stability and core strength will determine how much negative tilt you can handle.

HOW TO PREVENT NOSE DOWN SADDLE TILT PROBLEMS:
Here are common reasons why riders cannot tolerate a nose down position:

• Saddle movement (sliding down the saddle)
• Hand pressure
• Shoulder fatigue

These issues arise mainly because more body weight is transferred towards the front of the bike.  This places a higher physical demand on the upper body and core.  In order to prevent these problems, the following variables need to be addressed.

• Core strength
• Grip strength
• Shoulder stability
• Posture

Strength exercises done in the gym should be focused on improving one or all of the things listed above.  Exercise with a purpose!

Once these deficiencies are accounted for, you will be able to ride in an aerodynamically low position for hours without discomfort.  Sliding on the saddle no longer becomes an issue because the core and shoulder are able to stabilize and support the body weight.  Hand numbness is eliminated because the intricate muscles of the hand and forearm are able to support the extra body weight.

As a bonus, you will appreciate the extra weight at the front because it will increase grip at the front tire- the tire responsible for steering and cornering.  Since more weight is already placed at the front, you'll also experience smoother and more predictable braking because less weight will need to transfer before deceleration can begin.

HOW TO DETERMINE THE APPROPRIATE AMOUNT OF SADDLE TILT
Saddle tilt is something that needs to be adjusted based on the type of riding to be expected.  Just as you adjust tire pressure to accommodate for riding on pavement (high pressure) or rough roads (lower pressure), saddle tilt should be adjusted based on the terrain of the environment or the workout.  If you're going to be climbing for the majority of the time, then a nose down saddle isn't very important- you can favor a more level saddle.  If you live in the midwest where it's flat and windy, then a nose down saddle is appropriate to make the aerodynamic position more comfortable.

In a sport where aerodynamics are extremely important, there are more benefits in holding a low aero position comfortably versus focusing only on leg exercises, especially since the body accounts for most of the drag.

REFERENCES:

1. Asplund, Chad, and Patrick St. Pierre. "Knee Pain and Bicycling." The Physician and Sports Medicine 32.4 (2004): 1-11. Print.
2. Bressel, Eadric, and Brad Larson. "Bicycle Seat Designs and Their Effect on Pelvic Angle, Trunk Angle, and Comfort." Official Journal of the American College of Sports Medicine 3 (2002): 327-332. Print.
3. Schultz, Samantha, and Susan Gordon. "Recreational cyclists: The relationship between low back pain and training characteristics."International Journal of Exercise Science3.3 (2010): 79-85. Print.

Kestrel Talon Review - Criterium Podium Machine

I want to start off by saying that I am not sponsored by Kestrel, but wanted to write this review to share my awesome experience with it.  My Kestrel Talon took me to my first podium finish and win as well as many others afterwards.

KESTREL EMS PRO SEATPOST + RITCHEY CLAMP SYSTEM = "A BIKE FITTERS DREAM"

What made the Talon most impressive was its ability to adjust saddle tilt and the seatpost angle with extreme accuracy via the saddle mount.  By being able to dial in the bike fit, I could handle any ride or race efficiently.  If I knew a race was going to be fast like the Indy Crit (~27 mph average), I could shift the seatpost angle two degrees forward to make the aero position more comfortable.  In contrast, I could easily move the seatpost angle backwards and reduce saddle tilt to make hilly courses more comfortable.

The icing on the cake was the ease of saddle adjustments.  In less than a minute, I could adjust my saddle tilt to the exact degree I wanted via a single bolt.  This technology needs to become a standard in all seatpost!  I never had an overuse injury on this bike because my bike fit was perfect!  Did I mention that I unintentionally finished my first century in less than 5 hours and 18 minutes on my Kestrel Talon?  Most of the time was spent in an aero position on the drops.  Check out my century ride on Strava:

My First Century: http://www.strava.com/activities/62111528

2013 CRITERIUM RACE RESULTS

The Kestrel Talon was more than capable to produce podium finishes at various course profiles.  Out of six races, it carried me to four podium finishes.  It was stiff enough to win an uphill sprint finish

(Eagle Creek), agile enough to manage the tightest corners (Mass Ave Criterium State Championship) and aerodynamic enough to bridge a gap in the fastest criteriums (Indy Crit 27mph average speed).  Many of these races had fields of over 80 riders which awarded me the option to upgrade to Pro 3.  All of my races were uploaded to Strava, so feel free to check them out AND don't forget to follow me!

Eagle Creek Traditional Criterium (First Place): 

http://www.strava.com/activities/48827574

Indy Crit (2nd Place): 

http://www.strava.com/activities/66867882

Bloomington Criterium (3rd place): 

http://www.strava.com/activities/70540753

Mass Ave Criterium State Championship (2nd Place):  

http://www.strava.com/activities/73698956

SHORT WHEELBASE = CRISP, FAST HANDLING

Coming from a sports car racing background, I knew the Kestrel Talon would be awesome in criteriums.  With a wheelbase shorter than most road bikes, I could appreciate the ride characteristics that comes with a short wheelbase.  Whenever I would find myself needing to change my line after breaking away off the front, I could do it without hesitation.  The sensation was similar to a skier cutting into the snow to change direction quickly.  This was especially useful for avoiding crashes!

GOODBYE KESTREL TALON

Unfortunately, I was forced to stop riding my Kestrel Talon after I was sent crashing to the ground at 33mph when my new, but defective Continental GP4000S tire ripped apart after I made a solo attack and reached 33mph.  I fell on my back, shoulder and head which gave me a concussion.  The strains and sprains at my neck, shoulder and abdomen were just as bad as the road rash that riddled my body.  If you get grossed out easily, don't look at the pictures below.  I had road rash on both shoulders, one side of my abdomen, both arms and both legs.  Please stop riding Continental GP4000S tires until they announce that they resolved these defects in their tires.  My tires had no sidewall bubbling when they completely failed.  Check it out:

All I have now are pictures and videos of my Kestrel Talon.  It was a great bike and I would highly recommend it to anyone looking for a comfortable, high performance bike for racing and training on the road.  If I could afford another one, I would definitely go back to it!

VIDEOS

The video below was a lap comparison around the Marian University Criterium route.  I was experimenting with different pacing strategies around the ~2 mile loop to determine where I would want to attack, conserve, etc..

The only weak spot in the build were the Oval Concepts 524 wheels.  They were very flexible in the sprints.  The video below demonstrates the excessive amount of lateral flex the wheels had.  The wheelset seemed to be more appropriate for tempo efforts and not accelerations or sprints.

To ensure that the wheel was flexing and not the frame, I compared the Oval Concepts 524 wheel to an Alex Rims 32 spoke wheel and retested it for flex.  Result?  The 32 spoke wheel showed almost no flex or deflection.  After seeing the video, I worked with my sponsors at Velocity Wheels and The Wheel Department to hand build a light racing wheelset with the same stiff build characteristics as the Alex Rims wheel. 

UPDATE: 2013 USA CYCLING REPORT ON KESTREL

I was surprised to hear that in a 2013 USA Cycling report, only ~2% of registered riders own a Kestrel.  Although Kestrel is known for their high end triathlon bikes, cyclists should really consider it for criterium or road racing.  I was glad to represent the small minority through some strong results in 2013!

 

How To Hold an Aero Position

Peter Sagan holding an aero position with minimal
compensation - Photo by Ezra Shaw Getty Images

There are climbs and then there are winds.  For many cyclists, riding into a strong wind can be more difficult than climbing, mostly because cyclists are required to reach a low aerodynamic position which can be uncomfortable, difficult or painful to hold.  Cyclists must demonstrate adequate hamstring and lower back flexibility to hold an aero position comfortably.  The flexibility needed to ride well in the wind can take time to develop, but with enough dedication and experience, anyone can become proficient at holding an aero position safely.  Here are some steps you can take to make holding an aero posture as comfortable as being on the hoods:

#1 LEARN YOUR LIMITS.
The worst thing a rider could do is force a low aero position and hope for the best.  With low back pain being one of the most frequent complaints among pros and recreational cyclist alike, the chances of long term pain- or injury-free riding are slim.  Develop the flexibility first, then shoot for the next lowest position you can hold with a neutral spine.

Notice how there's no compensation at the lower
or thoracic spine.  Photo by ratemyarms.com

Check your hamstring and lower back flexibility by standing with both feet shoulder width apart.  Bend at the knees around 20-30 degrees to mimic the bottom of the pedal stroke.  While maintaining this knee position, push the hips back and hinge only at the hips to lower the torso slowly towards the ground.  As you get lower, try your best to maintain a neutral spine while observing your back in a mirror.  Eventually, the lower (lumbar) or middle (thoracic) section of the back will start to bend to compensate for the lack of flexibility from the hamstrings.  Once you start to see the back bend, back it up a little bit until you get back into neutral- this is the lowest, comfortable position on the bike.  Record the hip angle from this test using a goniometer or take a picture for reference.


#2 UPDATE & REFINE YOUR BIKE FIT
The bike must be fit to the limitations of the body, not beyond it.  This may mean temporarily sacrificing some aerodynamics to protect the spine.  As flexibility improves, try lowering your aero position by making some simple bike adjustments.

• Raise the saddle height:  Raising the hips relative to the handlebar will allow the torso to reach a more parallel-to-the-ground position.  Be careful though... the optimal saddle height for injury prevention allows for 25 to 30 degrees knee flexion (1).  Going above or below this range can lead to an overuse injury.
• Tilt the saddle nose down:  Tilting the nose down will allow the pelvis to tilt forward and make it easier to maintain a neutral spine easier.  The optimal saddle tilt for low back pain prevention is around 10-15 degrees downward tilt.  Cyclists who compensate heavily at the thoracic and lumbar spine may benefit from a downward tilt.
• Lower the handlebar:
• Flip the stem:  If the stem forms an angle pointing away from the ground, removing the stem and installing it upside down will lower the handlebars.  The amount of drop depends on the angle of the stem.
• Remove a spacer:  If you have a threadless fork/ headset, removing spacers is another option which can lower the handlebar height by 0.5" or 1" increments.

Bradley Wiggins compensating at the thoracic spine.
A downward tilt may help him tilt his pelvis downwards
to reach neutral while improving comfort.  - Photo by 
BAS CZERWINSKI/AP/Press Association Images

#3 WORK ON YOUR WEAKNESS.
While it can take weeks, months or over a year for an injury or reoccurring pain to develop as a result of faulty posture, it's not a risk that anyone should take, especially since it's preventable!  As long as the faulty posture wasn't caused by scoliosis or from the aftermath of a surgery, there are exercises which can improve the mobility of the spine and streamline your aero posture.  All you need is a floor and a foam roller.

Cobra Pose -
Photo by cope-stress.blogspot.com

1. Riders compensating at the lower back:  Riders who fall into this category must work on improving lower back range of motion.  A simple yoga pose called the Cobra Pose can help improve flexibility specifically at the lower back.  Hold the pose for 30 seconds.  About 10-15 seconds into the stretch, try to relax and reach a deeper stretch for the remainder of the time.
2. Riders compensating at the thoracic spine:  Riders who fall into this category lack spinal extension at the thoracic spine.  By performing a thoracic spine extension mobility exercise, eventually you can reach neutral and streamline your aero position.  With your back against a foam roller, do 15-20 repetitions of very slow and controlled extensions.  Target the entire thoracic spine by starting at the upper back near the lower border of the scapular, then shift the foam roller in small increments towards the lower back.  Do the same number of repetitions per downward shift of the foam roller.

Thoracic Spine Extension Mobility Exercise - Photo by Fitstream.com

Both types of riders must also work on hamstring flexibility exercises often as it is the major limiting factor to a safe, aerodynamic posture.  See my post on stretching for more information.

#4 REPEAT STEPS ONE THROUGH THREE.

Every week to two weeks, check your progress by retesting your flexibility levels.  As your body becomes more flexibile, reward yourself by adjusting your bike to allow for a lower position.  Keep working on your weaknesses until you can reach your lowest, most efficient aero posture.  Once you've met your goal, continue to do the mobility and flexibility exercises above to maintain your progress.

REFERENCES:
Asplund, Chad, MD, and Patrick, MD Pierre. "Knee Pain and Bicycling." The Physician and Sportsmedicine 32.4 (2004): 7. Print.

Indiana State Criterium Championships - Second Place!

This marks my fourth podium of the season!  From a strategic standpoint, this race was the hardest race I've done.  There was a very quick, but hard attack at two laps to go which was the main deciding factor for the podium.  Anyone who failed to see the attack and respond quickly enough was pushed too far back and lost any chance at the podium.  I fortunately called the attack immediately and reached a good position for the final lap.  Unfortunately, everyone in front of me peeled off earlier than I expected and forced me to the front.  On the final sprint, I was passed shortly before the finish line because I wasn't fresh enough to outsprint everyone.  I'm extremely happy with the result considering that I could have easily lost the podium if I missed the attack which separated the lead group from the rest of the peloton.  SECOND PLACE!!! :)

I recorded the ride via Strava.  Check out my ride through the link below and don't forget to follow me!

I'll post more pictures as they come and post screenshot images from my Polar ProTrainer 5 software too.  For now, I'm going back to the event to see if I won the raffle for a pair of Zipp wheels!

Live Televised Race Coverage Tomorrow!

Mass Ave Criterium State Championships

Follow this link to watch the Mass Ave Criterium State Championships live via mobile or computer: http://mac.nuvo.net/ (update 2.3.25: link no longer works)

I race at 2:30 pm Category 4/5.  I'm only six points away from being eligible to upgrade to Pro 3!  I need two more podium finishes to get these points.  I only have three more races left before the season ends, so the pressure is definitely on!

I started my taper on Wednesday and focused on following recovery methodologies:

• Light aerobic exercise followed by immediate carbohydrate replenishment via Chocolate Soy Milk (Silk brand)
• Foam rolling
• Tiger tail myofascial release
• Static stretching
• Antioxidant-rich foods
• Hydration - Nothing specific... just the pee test!

Today, I feel 100% fresh, so I should be ready for anything tomorrow!