I recently returned from South Africa where I competed in the four day Cape Rouleur Pro-Am Road Race, and the one-day Cape Town Cycle Tour (CTCT). I finished 1st Master and 3rd Amateur Overall at the Cape Rouleur, and 1st Master and 6th Overall in the Top Seeded Amateurs Group at the CTCT.
While in Cape Town I also gave a talk about work, life and cycling at the University of Stellenbosch Business School. After the event I was interviewed about my experience in training for and racing the CTCT by Brian Taylor. Below is the transcript of the interview.
Q. Were all the riders in your Top Seeded Group at the Cape Town Cycle Tour amateurs, or mixed with the pros?
The Professionals and Elite Amateurs (typically young guys who hold a UCI Elite racing license) headed off first, about five minutes before us. The guys in my 1A Race Group were the Top Seeded Amateurs and Masters (40+ years old). To make it into this group, riders must qualify by riding specific events throughout the year, in South Africa and abroad. There were around 200 guys in the 1A Group that I raced with.
Q. Were you racing in a team or individually? I am sure that makes a difference if you racing against competitors in a team and you are on your own?
I raced as an individual, which is why the final few kilometres were so difficult as I did not have teammates to lead me out, and I hit the front too early in the final 300 meters or so. But for my main event in Europe in April, the Giro Sardinia, I have a team of four guys riding for me. This means that I am sheltered from the wind, helped to close down gaps, and have a ‘train’ to lead me out in sprint finishes.
Q. What were your tactics for the Cape Town race?
In such a large group you need to make sure you stay amongst the front 20 or so guys throughout the race or you risk missing a split, especially on the tougher climbing sections like Chapman’s Peak and Suikerbossie. For these two climbing sections, I moved right to the front of the group at the base of the climbs, meaning that I could save energy by dropping back somewhat as the pace increased, but still keep contact. The riders tend to string out on these climbs. So if you are still in contact with the string of riders and do not lose contact, then it is kind of like an accordion as the long line of riders comes back together on the descents and flatter segments. This tactic worked perfectly for me, and after Sukerbossie I was with the front forty or so riders remaining – the rest of the starters had been left behind. I then worked my way towards the front ten riders by the 5km to go mark.
Q. You finished as 1st Master and 6th overall, but you said you found yourself at the front too early in the final 300 meters. When should you have launched your sprint?
It is difficult to go into the final kilometres racing guys you don’t know. In the final five kilometres I gradually worked my way towards the leading riders, and you will see from my on-bike video that in the final one kilometre or so I am in a great position, sitting in 4th or 5th position. But then in the final 350 meters the three guys to my left do not open-up their sprint and accelerate! And suddenly I am at the front, but with no wheel to follow. I am in the wind and I know it is too soon to go full gas. That’s not good. Then the three guys jump past me on the right. Of course, it would have been better if I was behind those guys – ideally I would have followed their lead, and then came past in the final 100 meters or so. As it was, I had to do a full 250 meters on my own, and you can see I fade towards the end as one guy comes past me on the line.
Click here to see my on-bike video of the final few kilometers: Video of Sprint at CTCT
So a bunch sprint is kind of like a very fast moving game of chess, as you need to keep a clear mind and predict the moves of your competitors. That is not easy when you are doing around 60kmh – sometimes you get it right, and sometimes you don’t. But I was still very happy with the result, crossing the line as 1st Master for the Top Seeded Group.
Q. Considering you are 45 and riding at the Masters level, the other chaps in front of you looked several years younger. So you did remarkably well?
I am not doing too badly for an old guy, especially since I train and race clean – I do not dope. My belief is that it is all about how far you can push your body as you age. Cycling performance is basically a function of power output, body weight and aerodynamics. Then comes self-belief, tactical wisdom and an ability to suffer.
I focused on weight loss over the winter, and my current race weight is at around 63.5 kilograms, which is the lightest I have been since returning to racing six years ago. Body weight is especially important for climbing, as the heavier you are the more power you need to produce to overcome gravity.
As I am only 168cm tall I can ride an aerodynamically efficient position, and I race with quite narrow handlebars to reduce frontal drag. For the race I used an aero one-piece body suit and aero helmet, which combined can save 3 to 5 watts of power at race speed. That basically means that because you are cutting through the air more efficiently, you need to produce less power to hold a given speed. Over three hours of racing, those energy savings can help to give you that little bit extra when things get tough.
When in top condition, my power output (the amount of power my body can produce by pushing on the pedals and measured by a Power Meter in my crank set) is around 5.3 watts per kilogram of body weight for a 20 minute threshold effort, and I can produce a peak power output of about 1200 watts in a sprint. While those numbers would not win me a Professional World Championship against Peter Sagan, they are certainly within the range of domestic-level professionals and in the upper end of performance for elite Masters road cyclists.
For a discussion of typical power outputs by different levels of cyclists see: Watts/kg on the Power Curve
Q. Is your bike purpose made for you or off the shelf?
My race bike is off the shelf – a 6.5-kilogram carbon fibre LOOK 695 with Shimano Components and Zipp carbon wheels. It is a special edition painted in the style of the artist Piet Mondrian, which I think is pretty cool. I talk about the intersection between art and business in my keynote speaking, so it’s nice to ride what I preach.
Q. How often do you train for this sort of race?
I train between ten and fifteen hours per week, but I only aim to be in top condition for around eight to ten weeks each year – March–April and late August-first half September. So when I am building up to a big event, it is more like fifteen hours, including a few hours a week in the gym for power training and core strength. I do more than eighty percent of my training alone, as each of my sessions is planned to develop specific areas such as strength, power or endurance.
In the ‘off’ months when I am working more, I train about six hours a week. In the ‘old’ days trainers talked about the need to do lots of slow and steady ‘base’ miles in the off season, but modern training approaches challenge this, especially for Masters athletes who need to work harder to maintain muscle mass, strength and power. So my emphasis during the months when I ride fewer hours is on maintaining power and strength, mostly on my indoor trainer and in the gym, not riding hours and hours of endurance.
Q. What kind of other special training do you do?
The important thing is to train for the hardest part of the race that you are targeting. It is pointless to do lots of six hour rides at a steady pace, if the race you are targeting is just three hours long, will be raced very fast and has half a dozen short and steep climbs. If the race has short, steep climbs then you need to train your body to do repeated explosive efforts over short, steep climbs. If you are racing events in the mountains or time trialling, then you need to train your body to hold high-power output for longer durations, say between twenty and forty minutes. In this case, explosiveness is less important.
My training program is based around a four-week cycle, with three weeks of increasing intensity followed by a one-week rest period in which I hardly touch my bike. I have found that as I age, recovery is increasingly important so I monitor my resting heart rate every morning. If my heart rate is ten to twenty percent above normal when I wake, then this is usually a good sign of fatigue.
Using a power meter during training is also very important to monitor fitness and fatigue. For example, if I do a warm-up, followed by five minute effort, and see that my power output is more than five percent below what is expected at a given heart rate, then this is a pretty sure sign that my body has not recovered from a previous training session. So I simply get off my bike, and shift that training session from the morning until the evening, or even the next day. It is amazing that sometimes an extra five or six hour of rest is all the body needs to be prepared for the next training effort at full intensity.
Q. How do you balance your work and sport?
I am constantly juggling three balls – my family, my cycling and my work. I fully believe that it is impossible to balance things equally all of the time – at certain times of the year I am a very good cyclist and (I think) a good Dad as I am home a lot. But at those times I am not working too much. At other times of the year I am very focused on work, a bit less of a good Dad in that I away from home quite a lot, and not at a top level as a cyclist.
The main conference periods In Europe are May-June and September-November, which is when I earn more than seventy percent of my annual income. During the other months when I am focused on training and racing, I work a bit but not as intensively. I might give one talk a week, or a day of teaching here and there.
During my peak training months, especially from December until March and in July and August, I do not do long-haul travel, and I don’t do multi-day workshops as this disrupts my training too much. I am able to do this as I am self-employed, but the speakers’ agencies and Business Schools with which I work also understand and respect this.
So I plan my year around juggling my cycling and work. And of course, I try to be a good husband and dad most of the time. Although, a few weeks ago I was shouting at my kids at the end of a long day on the bike, and my eight year old son Charlie said: “Pappa, you’re tired and hungry. Maybe we should not be having this conversation right now.”
Q. What are your next goals?
I will now take a week of rest, and then do a heavy ten day training block to prepare for the Tour of Cyprus, a three day Pro-Am stage race at the start of April. Then at the end of April I will race the six-day Giro Sardinia. Both races are quite mountainous, so I am hoping for some good results given that I am climbing well at the moment.
You can find my talk at USB here: What is Success, Really?