The Bike Shop Palms Cycles started in the 1920s as a bike shop in the Los Angeles neighborhood that is now known as Culver City. It moved from Main Street to Motor Avenue around 1930. Originally inhabited as a barbershop and, rumor has it, a once-rowdy pool hall, that all changed when Cap Rancier’s family bought both the bicycle operation and the building itself. Cap ran it successfully for decades and has a rich history of assembling bikes used for movies and TV. Remember the fanciful cruiser bike seen in Pee-Wee’s Big Adventure? Yep, that was built at Palms Cycles. Cap was known for his custom paint jobs and did it for 50 years. Eventually, Cap retired and was looking for someone to take it over. Andrew Smith, who already runs The Bike Shop of Santa Monica, was looking to expand. Through a little networking, he found Palms Cycles. Smith considered it, but in talking to contractors about what he’d like to do with the shop, he thought the improvements would be too expensive. He wanted to open up the space, repaint it and make it more friendly for consumers in the modern age. It took a while and some negotiating, but the two struck a deal they both liked. The construction took 2 1/2 months, but the doors finally opened on August 1, 2018. When Andrew tore down the paper covering the windows on opening day, he was shocked to find people already lined up outside the door. BIKE CENTRAL Located just a few miles inland from Santa Monica beach, Culver City has proven to be a vibrant bike community. Between the Sony Pictures studio and a growing list of tech companies moving in, there is no shortage of people looking for some good exercise and commuting opportunities. In addition to bike sales, the shop has a good reputation for service and is equipped with a hydraulic lift for heavy e-bikes and everything needed to fix anything from flat tires to e-bike motors. LEARNING TO ADAPT Smith knows that with the increasing number of bike companies now selling direct to consumer, bike shops are increasingly being cut out of the sales process, so he’s proactively contacting these companies and has now set up contracts to have the bikes sent to the shop where they’re assembled for a fee, then the customer can come in or it can be delivered. This works in a couple of ways: first, the shop isn’t billed any shipping fees, nor do they have to carry inventory for this. It’s simply labor fees, plus usually some extra sales of helmets, locks, etc. The shop does have plenty of inventory, carrying everything from less expensive e-bike brands like E-Lux, e-JOE, Civi and Addmotor, to higher-end brands like Bulls, Tern, Norco and Stromer. The brands he carries change over time as customers’ tastes do. PART OF THE COMMUNITY The shop is very involved in the community. When CicLAvia, a Los Angeles street festival that closes streets to automotive traffic and opens them only to bicycles, came to the area around The Bike Shop, they opened their doors, had display bikes and even gave away a couple of e-bikes. With their place in local history firm, The Bike Shop is now looking forward to the role they can play in providing both assist and non-assist bikes for future cyclists to enjoy. The Bike Shop 3770 Motor Avenue Los Angeles, CA 90034 (310) 838-9644 www.bikeshopcalifornia.com   THERE ARE SO MANY WAYS TO GET ELECTRIC BIKE ACTION In print, from the Apple newsstand, or on your Android device, from Google. Available from the Apple Newsstand for reading on your iPad, iPhone or iPod Touch. Subscribe Here For more subscription information contact (800) 767-0345 Got something on your mind? Let us know at hi-torque.com The post Shop Stop: The Bike Shop appeared first on Electric Bike Action.

A couple of weekends ago, Scotland’s Tweed Valley was alive with the sounds of screeching brakes, beer cans fizzing and live music bouncing off the valley walls. Specialized brought their unique three-day Trail Days festival to Glentress, the jewel in Scotland’s trail riding crown, and set the valley on fire! googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); It’s always a brave move bringing an outdoor event to Scotland. It can be tough (impossible) getting a good weather window in the knuckle end of the UK – especially in the Tweed Valley which traditionally bears a grudge against big events. However, Specialized must have made the correct sacrifices as the sun poked its head out, and bathed riders from all over the UK as they set about thrashing the huge demo fleet. With a crazy low entry fee, Specialized was clearly not running this festival to make money. Instead, they wanted to give something back and take the opportunity to put bums on their bikes. With a 62 bike test fleet including everything from grin-inducing Levo’s to bonkers Stumpjumper EVOs, there was something for everyone to try. It was all hands to the pumps as the demo fleet was turned over several times a day. There was no shortage of great trails either, with Adrenalin Uplift running free shuttles to the huge trail networks of both Innerleithen and Glentress, taking the sting out of the climbs. SRAM were on hand giving demos on their products and offering free assistance to anyone who needed help with their SRAM drivetrains or RockShox suspension. For the 52% of participants who had never been to the Tweed Valley before, guided rides were on offer from the experienced teams from Dirt School’s Tweed Valley Guides and Swift Trails. Knowing that great trails equal great riding, Specialized’s very own soil searching chief Fanie Kok ran a ‘sold out’ trail building session along with the local trail building community. googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-1'); }); In the evenings, the event beer flowed freely as Dero & Klumzy, Jonny Dee, We Are Troubadour and the UK Foo Fighters took to the stage and pumped the crowd up to fever pitch. Social media was buzzing with over 17,750 hits of the hashtags as revellers set about drinking Tempest Brewery dry. The Valley was lit. After the hangovers had faded and the tents had been packed away, good vibes and stories spread all over the UK. Chapeau to Specialzied, not only for putting on an amazing show that will certainly be talked about for years, but also for giving back some of the proceeds to the local trail building association, as without good trails the scene would fall apart. For the ENDURO staff team, a new annual pilgrimage has begun. Trail Days, we will see you again soon.

There are more than 5.1 million hits for #vanlife on Instagram. Social media is brimming with self-confessed adventurers that traverse the world in their vans. Our friends Magdalena and Paul are authentic embodiments of this lifestyle, so we sat down with them to get the full scoop – what exactly is the fascination with #vanlife? You might ask yourself who exactly these two people stood in front of a grey Mercedes Sprinter are. It’s clear that they are mountain bikers, but Magdalena and Paul aren’t pros. Hell, they aren’t even sponsored and they’re far from being classed as influencers. They’ve got fairly standard jobs: Paul works as a system administrator and Magdalena is a designer for a leading car manufacturer, developing concepts for vehicle interiors. We first met the couple at Trail Centre Rabenberg and were immediately hooked by their outlook on life. What makes the pair so interesting is that they don’t just love to set goals, but they go about realising them with real steeze. Correspondingly, their ambitions haven’t stopped at transforming the Sprinter into a lust-worthy adventuremobile, Paul has also founded a mountain bike school called Trailment in Germany’s Chiemgau. Magdalena and Paul googletag.cmd.push(function() { googletag.display('div-gpt-ad-1408638783102-0'); }); Why it’s worth going by van “Our brains function differently when we’re on the road,” says Magdalena, reflecting on why she and Paul choose to travel by van. She weighs up her answers to our probing carefully, before explaining that the blur of the landscape rushing by, the constant change between greens, blues and greys, as well as the glimpses into so many lives, essentially kindle their creativity and open up their horizons. It’s while they’re perched in the front seats of the van that the couple dive into the sorts of conversations that would usually be reserved for the sofa. Not only are they better listeners while in the van, but they also both admit to feeling “freer” and “less restricted.” But the holiday doesn’t start when they reach a fancy hotel; the adventure begins as soon as the ignition is switched on. With their van, they’ve got total control over their plans and aren’t held hostage to reservations or dates. Knowing that they can change their route at a moment’s notice instils a sense of complete freedom, even if they are only away for two weeks. If rain is forecast in Slovenia, why not stop in Italy? It’s fair to say that the overused cliché that “Life is about the journey, not the destination” actually applies here. Diversions welcome Digging a map out from the depths of the footwell may be a thing of the past when it comes to navigating across Europe, but if it’s adventure you’re looking for then you shouldn’t overlook the basics. These days, we all want to consume the ultimate experience, but forget that it won’t always be straightforward – and nor should it be. It’s like those tough climbs that you decide to do anyway, even without a shuttle or cable car. There’s a reward at the top, right? The sense of freedom isn’t just a product of the epic views, but a result of the effort it took to reach them. This is exactly why Magdalena and Paul don’t rely on a satnav. Instead of letting a little screen dictate their route, their decisions are based on the landscape. Left or right? A phone might answer in a fraction of a second, but a glance out of the window might reveal a different option. “How important is it that we actually reach a destination?” Magdalena gestures around her. “Instead of focusing on where to end up, I prefer to keep the options open. We might take a wrong turn from time to time, but we always stumble across something truly amazing.” Life used to be about status, but now it’s about experiences and time Magdalena’s previous existence is one that many people might have aspired to emulate. Back when she worked full time, she was in the top tier of her frequent flyer mile programme. She lived a jet set life, was always the first to board the plane and drove more fast cars than she can count. But did it make her happy? “The problem with the idea of status is that you end up spending so much time trying to maintain it, or build it up even higher,” sighs Magdalena. “There’s more stress than enjoyment.” She recounts the moment when she realised that she’d had enough – a decision prompted by three weeks spent on a mountainside. She reduced her working hours and moved out of the city. Instead of air miles, she wanted experiences. “We’re in charge of the direction of our lives,” she says matter-of-factly, “but to recognise this, you need to regularly check in with yourself, and determine what you’re striving for and where you want to end up. Then it’s about getting off the sofa and going for it.” But where does a van fit into the situation? If we’re being honest, there’s no concrete reason to justify the additional stress of sourcing a van, transforming the interior, and getting it road ready. Just the thought of installing a roof window is enough for many of us break out in a cold sweat. From the formation of the idea to the rapid fuel consumption when it’s up and running, you have to invest a lot of time and money. Ready made campers are obviously an easier solution, but this wasn’t an option for Magdalena and Paul. While most campers are constructed to provide the ultimate in comfort, they aren’t usually tuned to the needs of mountain bikers. And, as the pair rightly say, where’s the challenge with a pre-made package? They threw themselves into the project like true athletes, wanting to push their limits. In retrospect, they compare the process to riding down a new trail. You’re able to gauge your ability, but still want to push yourself further and have fun doing so. It’s a calculated risk. Today they don’t just see the van as their second home, but as an expression of their identity. What do you need to consider for your van? There are three crucial elements you’ll need for your prospective #vanlife project: time, a certain level of DIY ability, and a vision of what you actually want to build. Your initial purchase is vital. Before even starting their van-hunt, Magdalena and Paul rented a camper. This experience helped them write a list of wants and needs, which they then prioritised: something discreet and self-sufficient, with internal storage for the bikes, but without the need for a camping window, external plug sockets, or an awning. They eventually landed on a Mercedes Sprinter with a powerful motor and few kilometres on the clock and some fortunate extras like an independent vehicle heater, two roof windows and airline rails at the rear where they could mount interior fittings. Van stats Mercedes Sprinter L2H2, from 2013, bought for € 15,000 (at 150,000 km) Conversion costs: approx. € 6,500 Duration of the conversion (done part-time while working and riding) approx. 3 months Solar powered electricity for fridge, light and electric toothbrushes 2 water tanks with 32 L total capacity 4 bikes/3 seats/sleeps 2/no Instagram account After the planning phase came the insulation and interior fittings. They were unanimous on two points: space to stand up, and space for the bikes. This inspired their choice of a folding bed propped up on a modular sideboard from IKEA with ample storage space for a water tank, sink and outdoor shower. None of their decisions were reached overnight, and it was all “inspired by more than just a few YouTube videos.” Despite all the planning, the couple’s recipe for success is simple: “You just have to do it.” Their enthusiasm is infectious and the finished project clearly means a lot to them. No two DIY converted vans will ever look the same, but whether you go all-in for a slick travelmobile with a shower, or an austere sleeping space only option, the important thing is that it meets your needs. On this note, we hope that this article provides the inspiration you need to go start your own #vanlife adventure. Click here for the breakdown of Magdalena and Paul’s project. We’d love to see your current #vanlife project – unfinished, finished or out on an adventure! Shoot us an email: cbayer@enduro-mtb.com

There are hundreds of sportives in the UK, you could take on a different challenge event every weekend if you were so inclined. However, there are only a handful of must-ride, iconic sportives that have become a fixture in the cycling calendar. The Fred Whitton Challenge stands out from the pack, now in its 20th year the 114 miles cover some stunning terrain, offer spectacular views around every corner and strike fear into the hearts of all but the hardest of riders. Part 1: Meet the Team Alpecin riders training to take on L’Etape du Tour 2019 Part 2: Team Alpecin conquer road descents The team chose to ride together. Immediate Media 2,500 cyclists set out every year to test themselves against the course. The fastest will be back in just under six hours, but it’s not uncommon to record 10 plus hours. Luckily for this year’s event the weather was fair, adding rain into the mix would bring another level of suffering. The Team Alpecin riders were all Fred-newbies. For Marie-Louise Kertzman the 114 miles distance would be her longest ride and for Michael Rammell the 3,700m of climbing would be an elevation PB. Any endurance event can be daunting. With the main climbs taking the limelight it can be easy to neglect nutrition and pacing. And let’s not forget, with an elevation gain comes descending, in the case of the Fred Whitton the descents demand 100 percent concentration. Team Alpecin part 2 | conquering road descents Leading up to the event the nerves and doubts steadily built, weather forecasts were being checked every few hours, praying for dry roads. Ride reports from previous years, social media tips and advice were consumed, looking for any encouragement possible. Nerves were palpable and all the talk was focused on the ride. In total there are 10 named climbs on the route. Fears, doubts and planning “In the week before I felt nervous but excited about the event,” says Nick Mayer, “but as the weekend arrived I started to become more nervous and I began to doubt my own abilities. “I think as a team we spent so much time talking about how hard it looked and I was reading things on social media platforms that only seemed to hype up the difficulty even more. I think that is what the Fred Whitton Challenge does to people — it’s such a notorious ride in the cycling scene, known for being the hardest in the UK; it casts doubt in people’s minds.” Nick Mayer. © Henning Angerer How each rider deals with fear or self-doubt is unique, telling a teammate not to worry are just hollow words. The only way to really conquer fear is to grab your bike and get stuck in. So, after registering on the Saturday the team stretched their legs with a 40km ride around Grasmere, guided by a couple of riders from Kendal CC with the aim of getting some local knowledge and boosting the confidence. The route took in the final climb of the Fred Whitton, Blea Tarn, which serves up stunning views that will signal the end of the climbing on Sunday. However, the road signs warning of 30 percent plus sent shivers down the spine. “After the ride we sat down as a team and went through the route together, discussing different climbs, descents and areas where we could recover,” says Nick. “Having the local knowledge was absolutely invaluable.” Marie-Louise conquering pre sportive nerves. Up and up It’s difficult to talk about nerves without mentioning Hardknott and Wrynose. The double header climb is the blockbuster conclusion to the ride. Steep, narrow, bumpy and full of other riders. The combination is the stuff of nightmares especially after 98 miles and numerous ascents. Talking to the local riders, they were very keen to highlight how dangerous the descents are and how much respect you need to show every section. It’s easy to get fixated with Hardknott. You see countless images of riders straining every sinew to crawl up the toughest sections. However, there is more to the Fred Whitton than the final climb. The team ride up some of the toughest climbs on the sportive. In total, riders tackle 3,700 meters of climbing, which is a big day out by anyone’s standards. When you realise the most height gained in one climb is just 298m it gives you an indication of just how many peaks you have to scale. The climbs are very similar in character: relatively short, very steep and narrow with a consistent, awe-inspiring backdrop. The difficulty level is taken to 11 when you add in hundreds of other riders sharing the small roads, everyone in their own private battle to get to the top. The differing speeds and styles can offer a new challenge at any moment. Your concentration needs to be sky high, ratcheting up the fatigue. Training for the event saw the team heading to any local hill to get some muscle memory in the legs. However, finding hills with similar gradients is much easier said than done… Marie-Louise Kertzman © Henning Angerer “I made sure to tackle as many hard climbs as possible during training,” says Marie-Louise, “luckily, there are plenty to choose from near Bath and I felt I was ready for most of the climbs come race day. Well, except for Hardknott. There’s no preparing for Hardknott. I definitely feared that one!” Busy climbs Another of the toughest climbs on the route is Honister with early ramps hitting 25 percent plus, the fact that the climb comes relativity early in the ride means a swarm of riders will keep you company. “I didn’t like the climb up Honister as there were simply too many people on such a narrow road and I couldn’t get into my own rhythm.” Nick reports. “I wasn’t worried about my ability to get up the climb but more concerned with the people around me. There are plenty of other riders on the climbs. Immediate Media “There was a lady in front of me, and she was out of the saddle, pushing hard but she seemed to be going backwards, I could see my front wheel getting closer and closer to her back wheel. A gap opened and I had to put in more effort than I would have liked so early in the ride, but I needed to get past for my own safety!” In total there are 10 named climbs on the route, they tend to merge into one another with only the most savage or scenic standing out. However, the cumulative effect of that number of short steep climbs really take its toll and pacing and nutrition are key to surviving the ascents and finishing strongly. Fuel for the ride “One thing I’ve struggled with is pacing on long climbs, but the issue with pacing wasn’t just restricted to long climbs – rather efforts in general,” says Michael. “I always get giddy and excited and start too fast, which usually leaves me empty with too much of the ride to go. I recognised after around 50 miles or so that I had probably worked too hard up to that point and had fallen foul, once again, of my own lack of pacing discipline.” Michael Rammell. © Henning Angerer The team had decided to ride as a group as much as possible, there are sections of the route, such as the A66 drag, where riding in the wheels will save energy. On the climbs everyone was free to ride at their pace but would re-group as soon as possible on the flat sections. A target time of eight hours seemed realistic and achievable with an average pace of 14mph: well within the riders’ capabilities. Kendal CC had advised against using the official feed stops, the first comes at 50 miles into the ride and is positioned just before the testing climb of Newlands Pass. A target time of eight hours seemed realistic, with an average pace of 14mph Climbing with cold legs and a full belly isn’t a great combination; also 50 miles into the ride would run the risk of under fuelling. The team decided to go for three stops at 30, 60 and 100 miles. A military operation on the Saturday had prepared three boxes of bottles, bagels, jelly babies and various snacks. These were divvied out to kind volunteers to be distributed on race day. This allowed for constant fluid and food intake from the start, with Marie-Louise giving reminders to keep eating. The benefits of good fuelling were felt at the end of the route. The benefits of good fuelling were felt at the end of the route. After the last few climbs there were a few gaps between the team but all the riders finished strongly setting a good pace on the flat sections back into Grasmere. “I ate religiously during this ride, right from the start, even when I really didn’t want to,” says Marie-Louise. “It was harder than I imagined, but it seriously paid off. I didn’t bonk and I had as much power in the final hour as I did in the first, which astonished me.” A downward spiral Needless to say, with short steep climbs come short steep descents. It’s rare to climb hills over 30 percent unless, of course, you are a true sadist, even the local riders told us they don’t tackle Hardknott on a regular basis. However, tackling descents over 30 percent was a totally new experience for the team. Steep and twisty with a bumpy road surface made for a true test of brake pads and arm muscles. Normally, the descent is the time to get some rest and power back in the legs. In the Lakes that really isn’t the case and the organisers and marshalls are exceptionally keen to highlight the myriad dangers that are lurking around every corner – cattle grids, pot holes, off-camber turns. The Fred Whitton route has it all and is a true test of endurance and bike handling. Because the descents got steeper and gnarlier as the ride went on, I can’t say I got more confident as time went on that day Over the 20 years since the inaugural Fred Whitton Challenge took place there have been many wet and soggy race days. How anyone manages to complete the descents from Honister, Hardknott and Wrynose in one piece is truly astounding. Tales of riders having to slide down on their bums make perfect sense. Certainly, walking down these hills in cleats would be totally horrendous. “Because the descents got steeper and gnarlier as the ride went on, I can’t say I got more confident as time went on that day,” says Marie-Louise. “However, now having completed the Fred Whitton Challenge, I feel much more confident in my ability to cope with the busiest and steepest descent.” A sting in the tail As mentioned earlier, the Fred Whitton Challenge finishes with the double-header of Hardknott and Wrynose. The whole route demands respect but the most feared and highly anticipated section comes at 98 miles. A line of riders snaking up the pass highlights what lies ahead, an average gradient of 13 percent doesn’t fool anyone, this climb is a beast and the early ramps of 25 percent sap the energy. If you make it past the first set of corners the gradient eases for a while before you are soon climbing sections well over 30 percent. Head down and pushing on up the FW climbs. “The sheer gradient forced me to adopt a strange position on the bike,” remembers Michael, “trying to stop the front wheel leaving the road but as others will attest; you do whatever works for you to get to the top.” “There was no settling into a rhythm or routine, it was just simply a case of dragging myself up whichever way I could and it certainly wasn’t pretty!” contemplates Nick. “I got to one hairpin and I thought, ‘That’s it, I can’t do anymore, just get off and walk’ but then heard someone shout, ‘Come on, this is the last hard part’, which gave me such a fantastic boost of confidence that I dug deep and continued.” Once over Hardknott, the challenge is not over as Wrynose awaits the weary riders. This is the easier side of the Wrynose climb and compared to what has just passed it is something of a respite. However, there is little time to recover and your legs certainly won’t thank you for another ascent. A relaxed post-ride atmosphere in Grasmere. The Fred Whitton Challenge is a special event, the atmosphere at the start/finish in Grasmere is relaxed and friendly with a very down-to-earth feel. No hype or over-the-top theatrics are needed. The location and route speak for themselves. The locals have taken the event to their hearts with shouts of encouragement and support from 6am until the last riders are finished some 11 hours later. Cheering crowds on the climbs, supportive marshals at every turn and even car drivers waving in support. It is going to take something very special to top that as a weekend of cycling. The support from locals for riders is astonishing. Immediate Media

Most of the Les Gets 2019 World Cup DH course is high speed and devoid of line choice. However, there are a couple of corners that are worth a closer look and Ben Cathro was on track to give us the lowdown.( Photos: 1 )

Les Gets, the famous French resort in the Portes du Soleil district, returns to host a UCI DH World Cup competition after a 15 years hiatus since its last spectacular World Cup event in 2004. For the occasion, an almost entirely new track was created – it is mostly fast, on open spaces and littered with jumps, and a couple of sections in the forest, one of which is particularly technical and demanding. On this track there is very much an old school vibe and in full alpine style it was the six athletes leading the circuit to take the first six positions in the qualifying heat. Amaury Pierron set the benchmark time for tomorrow’s final, followed by Loic Bruni and Troy Brosnan. Training buddies Bernard Kerr and Connor Fearon had good results in 7th and 8th accordingly. Luca Shaw and Dak Norton held it down for Team USA in 12 and 13th. The female category has fallen victim to numerous important absences including Rachel Atherton injured yesterday and both Tahnée Seagrave and Miriam Nicole still in recovery phase from prior injuries. Therefore, Tracey Hannah did not have too many obstacles in getting the best time in qualifying. Marine Cabirou and Mariana Salazar follow her in second place on her return. Thibaut Daprela continues his series of first places among the Junior category. Valentina Höll, continues to dominate chased by Anne Newkirk who is increasingly reducing the gap. Complete results Qualifications Les Gets – Elite Men Complete results Les Gets Qualifications – Elite Women Complete results Les Gets Qualifications – Junior Men Complete results Les Gets Qualifications – Junior Women Tomorrow the final round will be played with on live stream via Red Bull TV.

Michael and Alex begin the climb up © Henning Angerer The team rendezvoused again, this time in Caldaro in the South Tyrol region of Italy © Henning Angerer Marie-Louise approaching the peaks with trepidation © Henning Angerer Confident: Nick mid descent © Henning Angerer Alex imparts some pro knowledge © Henning Angerer Leaving Caldaro for the Mendel Pass © Henning Angerer Alex imparts some pro knowledge © Henning Angerer Alex coaches Marie-Louise on the ascent © Henning Angerer Before the bend, use your front brake to kill your speed to a controllable level © Henning Angerer Feather the rear brake to kill more speed if needed © Henning Angerer Ensure you have enough speed © Henning Angerer Brake, release, glide… and repeat! © Henning Angerer Brake, release, glide… and repeat! © Henning Angerer After last month’s meet and greet in Germany, the team rendezvoused again, this time in Caldaro in the South Tyrol region of Italy, close to the Austrian border. Barely a metre of road was pedalled in anger in Bielefeld, but that’d be more than rectified this time, with the riders subsisting on a week-long diet of long climbs. Part 1: Meet the Team Alpecin riders training to take on L’Etape du Tour 2019 With two big climb-heavy events coming up this summer, in the shape of the Fred Whitton Challenge and l’Etape du Tour, our three riders needed the conditioning. However, what goes up must come down and for some, therein lies the true fear of the mountains. Reaching speeds north of 70km/h on long, switchback-filled descents either fills you with joy or dread. It’s an emotional business with few sitting on the fence. For Marie-Louise Kertzman, she falls very much on the side of dread. While some riders revel in high speeds, getting a kick out of pushing their equipment to the limits, others lack the skills and confidence to squeeze any enjoyment out of what should be a respite from all that effort expended on the way up. I had to admit I wasn’t just a slow descender. I was fearful too For such riders, the valley can’t come soon enough. This isn’t something that bedevils amateurs – plenty of pro riders who do this for a living baulk at the speed of some of the most-skilled pros. Teams have been known to work with downhill coaches in recent years, realising this is an untapped area for improvement. Take someone like Thibaut Pinot who, having worked hard on his descending, went from one of the more nervous riders in the peloton, to someone who can win the hilly Monument Giro di Lombardia. Best road bike: how to choose the right one for you Marie-Louise approaching the peaks with trepidation. © Henning Angerer For Marie-Louise, her fear is built on sturdy foundations that are hard to crack, such as a lack of control at high speeds, and taking the wrong line around a corner and hurtling off the side of the mountain. “I always thought I was simply a slow descender,” she says, “but after a couple of days on this training camp, where the long Italian descents dwarfed anything in the UK, I quickly realised it was more than that. The amazing views and glorious sweeping descents are ruined as soon as I pick up any speed. The first time I had to do it, I was shaking like a leaf and holding back tears, and I held my brakes the whole way down. I had to admit I wasn’t just a slow descender. I was fearful too.” If you’re already fit, the gains you can make in your time spent climbing will be small compared to descending gains Sound familiar? Anyone who has experienced this feeling will know what a vicious circle it can create. The nerves rise, the tension builds in your shoulders, spreading through your body. You’re jumpier on the brakes, your turning is like an oil tanker. It can be a thoroughly distressing situation. “It came to a head on an admittedly tough descent,” she continues. “It was 14 percent in places with technical bends of every description. I found myself losing my nerve completely, screeching into a layby, sobbing and inconsolable.” As we’ve already written, if you’re already fit, the gains you can make in your time spent climbing will be small compared to descending gains. It’s often an area that people overlook, sitting up on the descent and recovering from climbing exertions. But there’s huge potential in working on this weakness. Feather the rear brake to kill more speed if needed. © Henning Angerer Team Alpecin spent a whole day focusing on descending, with the lesson led by no less than Grand Tour stage winner and former Hour Record holder Alex Dowsett of Team Katusha-Alpecin. The location? The Mendel Pass, which climbs out of Caldaro, with an 8 percent average slope over its 14km. That’s pretty steep and, with a bunch of cracking switchbacks, it makes a perfect training ground to build technique and confidence. There was just one problem: the weather wasn’t playing ball. The falling rain drained away with the confidence. “Waking up to see the rain and a daunting lack of visibility was overwhelming” recalls Marie-Louise. “Taking the grown-up solution, I cried some more, hid in my bedroom and sent a text saying I wouldn’t be joining. Luckily for me, I have teammates who don’t take no for an answer and after much coaxing I made it outside, looking apprehensive on my bike, on the wheel of a pro, contemplating how I would survive the coming hours. “During the climb Alex explained the mechanics of a steep hairpin, how you take the line wide and come into the apex, ‘straightening’ out the curve. Alex coaches Marie-Louise on the ascent. © Henning Angerer “He showed how and when to use each brake and finally when to let go completely. It was then possible to glide round the bend in an efficient, controlled and safe way. He guided me through the bend countless times, increasing the speed by tiny levels every time until, finally, I felt like I could take a bend without looking or feeling like Bambi on ice.” For a nervy descender like Marie-Louise, following a pro through the correct line was invaluable and improvement was fast. “It was definitely a breakthrough. But it’s one thing having a pro on your shoulder, in whose experience you know you can trust to get you down safely. On my own? That was a different question altogether.” Practice makes perfect, though, so the following day the team set off up the Mendel Pass again to hone their new-found skills. Brake, release, glide… and repeat! © Henning Angerer “At the top of the climb I replayed what I’d learnt throughout the week, reminding myself how this time, technique and skill was going to override fear. With that, I clipped in, pressed forward and was off. I let the others go in front – I was under no illusions that I would suddenly be fast! “Control, confidence and a lack of fear was the goal. A teammate kindly waited, reminding me that this whole entire saga had been full of support and kind words. “Coming into the first hairpin, something clicked. Brake, release, glide. Brake, release, glide. I was off. I may have spoken to myself sternly all the way down. I may have broken no records. But I was in control, and I was enjoying it! Twenty minutes later, I spun into the hotel, joyous and ecstatic. There were even tears. But this time it was happiness, not fear.” Alex Dowsett breaks the corner down into three simple sections… Zone 1 Before the bend, use your front brake to kill your speed to a controllable level. © Henning Angerer You want to be out as wide as possible on the road, make sure you are in a gear that allows you to leave the corner at an appropriate cadence. Before the bend, use your front brake to kill your speed to a controllable level. Zone 2 Feather the rear brake to kill more speed if needed. © Henning Angerer Aiming for the apex of the corner, you should be off the brakes and leaning the bike over, and your weight should be on the outside pedal. Try pushing down ever so slightly through the pedal so that the chamois on your bib shorts expands as you take the pressure off the saddle. At this point you can feather the rear brake to kill more speed if needed. Zone 3 Ensure you have enough speed © Henning Angerer Leave the corner with enough speed that you are pushed out to the opposite side of the lane. The riders on descending Name: Michael Rammell Age: 31 Michael Rammell © Henning Angerer Embracing the descent and enjoying a smooth ride “I’ve never had any issues with descending. It’s an area of riding I enjoy and look forward to. Having said that I’ve never had any technique training and I lapped up the chance to improve my skill and speed. Alex shared a tip that his dad – who was a successful racing driver in his own right – shared with him. “The idea being that smooth cornering is a friend of speed: imagine that there is a pint balanced on the centre of your handlebars. The objective is to spill as little of that pint as possible and so a smooth corner is a fast corner. Sudden braking on entry to the corner or braking harshly during a corner will only disrupt that smoothness. “That same excessive braking shows that you didn’t approach the corner and adjust your speed accordingly to start with. This late and harsh braking is more likely to lock up tyres, which won’t only slow you down but could also cause you to lose control and crash.” Name: Nick Mayer Age: 39 Nick Mayer © Henning Angerer Happier on descent than ascent “I would describe myself as a cautious descender; confident, but I’m not exactly a thrill seeker. But I do enjoy the downhill sections much more than climbs. “Having dedicated time to focus on one area of riding really has helped improve my technique and encouraged me to push harder in the corners. Maintaining speed through the corners, leaning the bike over further and trusting the grip. “I feel more confident and relaxed, now I just need to do the same for my climbing ability!”

Back in the Fall season, e*thirteen components expanded their tire lineup with a semi slick option in three different duty ratings: TRS, LG1 EN and LG1 DH. In run of the mill mountain bike verbiage, that translates roughly to Trail, Enduro and Downhill. There are varying levels of puncture resistance as well as a single compound “Plus” rubber and a dual compound “Race” rubber. In any case, that leaves a fair bit of crossover and options, but for the sake of this review, we’ll be looking specifically at the LG1 EN+ version, which sits right in the middle of the road, between trail and DH… Details 27.5″ or 29″ (tested) 2.35″ width Plus (tested) and Race compounds available 1 ply 120 tpi Apex side protection 1015 grams claimed – 1009 grams on our scale $69.95 The tread pattern on the SS doesn’t look to be a far cry from your average semi slick, although the corner knobs might not look quite as burly as some other offerings. The weight of the SS came in just under claimed weight, within a couple of grams once you factor in the rubber band. The LG1 SS has a folding bead in all configurations, but the single ply version is what you see here on test. If you look closely in the top right of the photo above, you can see that the side knobs are siped and ever so slightly scalloped in the corner opposite to where the knob initially bites into the ground. Those features seem to encourage some flex, which could be part of the reason for its cornering attributes… On the trail The Semi Slick tire arrived before an exceptionally wet winter here in Santa Cruz, so most of its testing occurred in recent months now that the trails have dried out a bit. Although it hardly needs mentioning, most riders don’t use semi slicks in muddy conditions, so we’re not focusing on that in this review. It also goes without saying that this tire is aimed at being run as a rear tire for 99% of the intents and purposes out there. Anyhow, onto performance…To be completely frank, in my opinion, I haven’t found a massive range in the ride quality and characteristics between the current crop of semi slicks available for mountain bikes. Schwalbe’s Rock Razor, Maxxis’ Minion SS and the Specialized Slaughter have all felt fairly similar, with mainly minor subtleties in how they feel when transitioning onto the side knobs, as well as when leaning hard into them. Some are better than others, but the LG1 SS was as surefooted, if not, slightly more so than many of the rest. On first glance, I assumed that the e*thirteen LG1 SS was going to offer less cornering support due to the slightly smaller, more broadly spaced side knobs. But despite their small stature, they worked out far better than I expected. I’m no engineer, but perhaps the larger spaces allow each individual sharp edge to better bite into terra firma. All in all, semi slicks make sense for some riders, on certain terrain and in the right conditions. The one thing I did notice was that its braking and climbing traction did seem slightly better than other options that I’ve tried over the years. With that in mind, I’d be lying if I said it was vastly different from other semi slicks out there. It is worth mentioning that I was riding the harder compound “Plus” version. Climbing would surely be even better with the “Race” compound and its softer, grabbier center knobs. In terms of puncture resistance, I didn’t suffer any flats despite riding on rougher, more rocky terrain than I typically ride in Santa Cruz. I think this lends creedence to using Aramid, a very tough and interesting material, as a protective layer. That said, I did spend some review time with the Cushcore XC inserts installed. While the findings of this test pertains to the single ply EN, if you’re more prone to flats, the dual ply DH casing is likely worth a look, tacking on just 120 additional grams. Overall In summary, outside of slightly better climbing traction than most and a better transition in the corners than some, I didn’t find the LG1 SS wildly different than many other options out there…There’s a time and a place for a Semi Slick tire, and it’s certainly worth a look if you’re in the market for an extra fast rolling rear tire. One thing is for certain – there are a very wide range of options in terms of casing, rubber and ratings available, so you won’t have a hard time finding something suitable. www.bythehive.com