FOUND IT - WHAT A RELIEF!

After nearly four months of searching, I have found it. It started out as an irritating creak. Then it went away, then it came back - louder, then it went away. My Scott Spark had developed a terrible creak and I took it to numerous bike mechanics to get it sorted out. All failed! As a first timer on a carbon bike, I was simply not used to creaks on carbon. They tend to resonate and are difficult to track down. Here's how it went:

1) Its the BB: It was my first experience with PF30 BB's and this was an XX one. I tried everything with the BB and for months was convinced this was the problem. I started cursing Scott and had got to the point where I was going to approach the distributors!

2) Its the Pedals: I started to eliminate all other possibilities. I found an issue on my XTR pedals and swopped them out. New pedals and the creak stopped - for a few days anyway. Then it was back!

3) Its the drop outs: I looked at the drop outs, greased them and cleaned everything. Creak stayed.

4) Its the seat: Stripped it down, cleaned it and tried a new seat. No change.

5) Its the bloody cluster: Then this morning, riding around Central, the penny dropped. On the smallest (11) cog on the rear, the squeak disappeared. I whipped the cluster off. It was not tightened properly. I cleaned it, stuck it back on, tightened it properly, and hey presto - the Squeak was gone.

The most irritating and frustrating thing about my whole Scott career thus far was sorted out.

Hallelujah! I went for a three hour ride and grinned all the way!

STONEHOUSE CAPITAL - ZUURBERG MTB CHALLENGE

The second Zuurberg Mtb Challenge was held on a fantastic course at Bushbuck Lodge on 28 August 2011. The race is a corporate charity event where teams of four riders (two riding 20km and two riding 50km) try and post the best combined time. In the past, I have ridden both the Herald and Mondi sponsored annual races at Addo and on every occasion have found it hard and boring - not a great recipe for upping yourself in the popularity stakes. Both races are basically long open roads with rare highlights of single track. I have also believed, that neither the Mondi or Herald are good representatives of the mountain biking potential in the area.

Well, the Stonehouse Capital Zuurberg Mtb Challenge has changed all that. When Mark Ward from Grinaker Lta offered a ride on their team, I was initially reluctant. Mark Willamott convinced me that it would be a great ride and promised a good course.

The race was hosted on the farm of Trevor and Rob Hayter, Bushbuck Lodge. The farm is picturesquely situated at the foot of the Zuurberg pass. Few people know the centrality of this area in the historical development of the Eastern Cape. Around 1860, Port Elizabeth was the dominant economy in South Africa. Exports, imports and tax revenue from Port Elizabeth, were ahead of Cape Town by a healthy margin (see statistics hereunder from an 1880 Parliamentary "Select Committee to consider Plans for the Improvement of Port Elizabeth harbour").


Much of the growth was fueled by a road network which enabled competitive logistics (based on the Ox Wagon) between the wool farms of the interior and Port Elizabeth. The Stonehouse Capital Zuurberg race was going over the exact same road which gave Port Elizabeth its economic dominance for that brief period. The Eastern Cape lost its economic edge when Cape Town outwitted the Eastern Cape and established its rail infrastructure into the diamond and gold fields, killing the ox wagon trade and ushering in a new economic era.

The race started straight up the Zuurberg pass with Andrew Briggs nailing the pace from the outset. No chance to warm up - simply on the hammer. Five of us went off the front, and then Briggs gassed it with Kevin Taljaard in tow. I lagged off the back of the ever strong Louis De Villiers and a resurgent Mark Willamott and simply did not have the lungs going up the pass (and I think I know the reasons for that). The Zuurberg pass is a great place to reflect, and left me with some nice ideas on the old Ox Wagon routes of the Eastern Cape and my current state of health!

Coming off Camp Fig Tree, I closed down Mark and Louis who had stopped for a mechanical. I rode with them for a while, but, my bike handling was strangely off song. There was no flow and my Scott Spark was not on rails like normal. On the hardpack clay and dewy grass of the Zuurberg slopes, I was slipping and sliding all over the place and feeling decidedly uncomfortable. Either my Continental tires were not up to the game, or I was rusty, probably the latter.

The terrain was absolutely stunning. The Southern slopes of the Zuurberg are covered with Valley Bushveld or Mesic Subtropical Thicket. The entire route was a healthy mix of dirt road, jeep track and twisty game paths with lots of thorn to keep one honest. In contrast to the Herald and Mondi, the Stonehouse Capital route flowed and had a mix distinctly biased towards jeep track and single track.

At a water point, I battled to get my race nutrition (GU's and PowerBar) and lost contact with Louis and Mark, preferring to let them go as I wanted to ride alone to enjoy the flowing jeep track and to regain my singletrack Mojo.

The Mojo came back in the last 10km as I managed to get the Scott Spark to flow and from then it was pure Single Track grin. Andrew Briggs ripped his sidewall and I stopped to pass him a bomb. Clearly Schwalbe Rocket Ron's and Addo thicket don't mix very well. I topped up with Stans sealant just before the ride and did not have a problem with my full UST Continental tyres. They are very heavy and I have been considering a lighter tire, though I am still looking around. It is difficult to find the right mix for Eastern Cape conditions. At this stage my UST Contis are strong, but, too heavy. I was also disappointed by how the tires were slipping out on the riding surfaces of Addo. However, in all honesty, I don't know whether it was my Mojo, fitness or tires - or perhaps all three. Nonetheless, there is sufficient doubt, to warrant exploration of fresh rubber.

3km from the end I managed to close down Louis, but, lost out to him when I moved on him too early and he comprehensively outsprinted me. Congratulations to Mark Willamott on a great ride to take the win and tough luck to Andrew Briggs who was the strongest rider on the day.

The involvement of Stonehouse Capital in this race is good news for the Eastern Cape. I believe it will open some eyes as to the potential that the area holds for a quality mountain bike event with top class riding terrain. As pointed out in the past, we should be using race events for people to come back to an area on a sustained basis. The way the Mondi and Herald events are currently run, they only serve to put people off the area. Thanks Stonehouse and everybody else involved - you've breathed new life into a stale riding area! Special thanks to Mark Ward and Grinaker Lta for the invite to ride on their team which eventually ended up finishing in third place!

GARMIN EDGE 305 BIKE MOUNT FIX

Sick and tired of replacing the bike mounts for your Garmin Edge? Well I think I may just have found a solution - albeit cumbersome.

If you've Google'd this page, you already know that broken Garmin Edge Bike Mounts are more common than a smelly shammy. Everyone complains about them and Garmin now have a policy to not replace them under warranty (well in South Africa anyway).

Use a sharp scribe or nail to push a hole through the plastic cross bracket, exactly where it aligns with the notch on the Garmin unit as per picture hereunder.



The hole must be the same diameter as a derailleur cable end cap. Fit the Edge unit to the plastic cross and then push a derailleur cable end cap through the hole. You can trim the cap so that it fits flush against the plastic and engages the clip so the Garmin unit and plastic cross are firmly held together.



You can now attach the rubber backing and zip tie the mount and unit to the bar or stem. Obviously, the drawback is that you have to cut and reattach the zip ties everytime you move the unit from one bike to another. While its a bit of an inconvenience, you can buy one heck of a lot of zip ties for the price of one bike mount.

The end cap is soft aluminium. If you trim it to the right length it wont damage either your stem or unit, and it will hold the Garmin unit firmly in place - much like a flywheel key on a motor!

In South Africa five Big Macs will get you one bike mount. In the USA, it will cost you two Big Macs!

Shame on you Garmin South Africa for providing such poor support for items which are clearly manufacturing defects!

MARKETING MUPPET

Sometimes the marketing muppets just get it plain wrong. I have been mulling over the idea of a 29'er, but, would probably opt for a frameset and build components over. The Specialized Stumpjumper 29'er is on my list so I took at look at their website. Interesting how they position themselves as a product for the discerning buyer, by stating that:

If you're particular about your bike spec right down to the quick releases, start with the ultimate 29er hardtail frameset (barely 1kg) and build it precisely to your liking.

Someone should tell Specialized that a frameset is the frame, front fork, seatpost, seat binder and headset. If that weighs under 1kg, I will eat the frameset. My guess is that its more like 2.5 kg.

KOUGA MTB RACE (24/07/2011) - DRESSED FOR SUCCESS

The 2011 Kouga Mtb race was held on 24 July 2011 (click the above image for my Garmin race ride). The weatherman was forecasting 23mm of rain for the day, so instead of using my Scott Spark RC, I opted for my Specialized Stumpjumper M5 HT. The Stumpy had last seen serious work on the Cape Epic 2010 and is now being used for my Coega Daily Commute (CDC). The bike has not had a major rebuild since the 2010 CE so I figured lets trash it in the rain and rebuild after the race.

The race venue was in a stunning setting just outside Oyster Bay with a great Bar and Fireplace - just the ticket for a wet race. It's not often we get to ride in wet conditions in South Africa and the drought which we had been experiencing over the last few years was broken by heavy falls of rain about two weeks ago. The raceday rain was falling on waterlogged impervious surfaces and in a catchment where one dam was already overflowing. The rain would provide a unique opportunity to see the Krom river in flood - what better way than to see it on a Mtb.

If this race was at Longmore or Kabouga, I would not have got out of bed. Longmore forestry roads have a high clay content and Kabouga has the typical clay which underlies Subtropical thicket. It cakes up everything and makes riding impossible. In contrast, the Kouga race would be over Cape folded sandstone and in fynbos. Though it would be wet, it still remains stunningly rideable, particularly in the fynbos areas, and more so in the wet, with the rain bringing out the most vivid of colours.

At the start, I indicated to the Race Commissar, Louis Rossouw, that I did not think the 135km race was on, due to the wet conditions. He seemed to agree, but, it appears the organizers were intent on holding the 135km race as they were expecting the rain to stop and riders were very keen to get in the training for the upcoming Baviaans. The Race Commissar agreed to allow the race to proceed, on condition that support vehicles were available to riders if they wanted to pull out.

At the start line I checked out how the competition was dressed and confidently predicted that the the Best dressed rider would win the day - and I was the Style man! I had come well prepared with: full length Addidas leggings; Assos shorts; Velocast winter race jersey; Scott RC jacket; arm warmers; undershirt and; a heavy duty Addidas gillet. I topped off the whole package with some full Neoprene Dutch cycling booties and a Pearl izumi rain jacket. In contrast, most of the opposition were lined up in cycling shorts, shirts and rather flimsy looking rain jackets which seemed more water resistant than water proof. Akin to taking a chop stick to a gun fight!

Feeling a bit like a polar bear amongst skinny dippers, the race started at a fast pace. At about the 40km mark, Johan Britz broke his frame and that left me riding with Craig Tunstead. In the valleys going down into the Kromme river my brakes faded and I backed off to conserve energy and for safety reasons. In wet conditions, you simply must start with fresh pads, and mine had seen a Cape Epic and regular commutes to work.

Up front, the leader took a wrong turn, and that put me into the lead for about 10km or so. I have always viewed a Race Commissar as someone with power issues. Now I understand why they are so neccesary in an event. They're there to ensure that the race is safe and fair. I know what its like taking a wrong turn and then fighting back to make up lost ground - thats just the way it is - a mistake has been made (either by the rider, or by the organizers) and theres only one way to get back into the race - on your own steam. The Kouga organizers had a different approach to sorting out a wrong turn - put the rider in a car and take him back up to the head of the field. I now know why Race Commissar's take the stand that they do - ie a time penalty or disqualification. There is nothing more disheartening than slogging away for 10 kms or more and then having your competition roaring up in a car and being dropped off next to you! In past races I have forfeited prizes to compensate a sore looser who took a wrong turn and have learnt that it solves nothing. Real mountain bikers must simply take it on the chin and learn to look for those visual cues (in this case the sign was down but the sign posts still clearly indicated the way). I am sure the organizers thought they were doing the right and fair thing and I feel sorry for the affected rider - being placed in such an unenviable position. However, one must take the cue from the rules. Kevin Evans lost SA titles this way and Bart Brentjens lost stages on the Epic this way. In the 2011 Cape Epic, Eva Lechner and Nathalie Schneitter, despite being the best riders, lost the womens title for taking a water bottle outside of a feed zone and in 2009 Burry Stander lost the Cape Epic for accepting a wheel via outside assistance. Sh&% happens and its all about how you recover and not about the setback itself.

I let the freshly dropped off rider (who was clearly not entirely comfortable with the race organizers decision) go, swallowed the anger, and started a slow methodical chase. I had warmth and food in my favour. I was fully stocked with energy bars and gu's and my polar bear outfit was holding up well. As the kilometers ticked off, I noticed how the leading riders tracks were becoming more erratic and I caught and passed him at about the 80km mark. I felt warm and strong, albeit without brakes, and was looking forward to the run in to the finish.

At this stage, the organizers stopped the race, in line with the Race Commisars ruling. Support vehicles could no longer support riders as roads were now flooded and inaccessible. Johan Britz took the picture hereunder which shows the extent of the flooding.

Johan's account of what happened makes for fascinating reading:
After my frame snapped I walked for about an hour (in cold, wind & driving rains) before I was picked up. As luck would have it I had to sit in the canopy driven by a guy with no sense of going slow on washed out gravel roads..... We went down this random gravel road with another bakkie coming up. The driver apparently held his hand up. Obviously in the "STOP, don't even try it" position. My driver read that as "Oh hello you, hellooooo, wavy wavy". So the driver gets to the water, and goes, ag, even though I can't see where the water actually ends around the next bend, I'm going to make it. Here we go... Water eventually raises to over the wheels. Soon the water is level with the doors and thus level with the "bakkie" section where I am. Driver keeps flooring it. Soon we stop. Not because he stopped, because now we are floating. We float about 2 meters to the left to where I think some branches stops the bakkie. Ja lekker, what now? (trying to very civil here). By now water is coming in everywhere, gushing in through every hinge and badly fitted canopy spot. Soon feet are under water. Grab cellphone and prepare to go for an unplanned dip. Open the capony flap (that was luckily not locked!). Guys open the doors in the front and get into the icy water. Seconds later I'm also in the water to just under your arms. Lekker slow watery walk to the side we went in soon follows. Next follows ANOTHER 45 minute walk (just a windy, but now allot colder cause you are properly soaked), to where the next rescue vehicle comes. Long story short, we get the dead bakkie towed out with my bike is aquaplaning in the back. Back 'n forth, back 'n forth, jumping between bakkies I eventually get back to the start/finish about 2 hours later, freezing and very gatvol.

So what about the status of the race? Well, the race was stopped after 87km, finishers medals were handed out and the person who was in the lead at the time won (I guess thats me). The race was stopped as per the Commisars ruling - to ensure the safety of riders who had pulled out.

I see there has been some criticism of the race, but, I beg to differ. This was a very well organized event - just unusual weather conspired to make this event difficult. The format which the organizers have is a potential winner. While there are long open gravel sections, there are also stunning sections through the Krom river valley. For me it was mission accomplished and it had nothing to do with winning. I got to see nature replenishing Port Elizabeth's water supply. It gave me a new appreciation of the beauty of the Krom area and let me know that a mountain bike is still the finest way to get around. Weather is not an issue, its really how well prepared you are. Just like you should never expect to cross an ocean comfortably in a life boat, you must be prepared to accept what nature throws at you and be prepared for it. Treat it lightly, and you will come off second best. Respect it, work with it, and with the right gear, and you will love it. So HTFU and roll on the 2012 Kouga challenge!

You can also take a look at Johan Britz's take on this race on the hub

MARIN SINGLE SPEED - 1994

Over the past few months I have been returning my old faithful Marin Eldridge Grade to service. I bought it new in Moab in 1994. It was a classic steel hard tail with no suspension. Over the years it got painted, a Manitou fork was added and then finally removed. The bike went through hell with both the seat post and stem rusted to the frame and fork. Craig Dixon at Plastic Rebuilders did a great paint job on the frame. I went back to gun metal gray and added all the bits that I had lying around at home. I am now looking for a fork hanger for the old style V brakes to finish the job. Sunday night I was out on some test runs and it its certainly eye catching and quick. I think I must take it round the Marine soon.

SA ROAD CHAMPS - A VIEW FROM THE SIDELINES

Like most Port Elizabethans, I was stunned and disgusted by the shocking disorganization of the SA Road Champs held in February 2011. The event was organized by Cycling SA, and in their wisdom, they decided to hold some events on a weekday, in rush hour, along some of Port Elizabeth's main arterial routes. The Thursday and Friday events were an absolute disaster, but, the Saturday event proved one thing. The route has stunning potential and provided a great canvas for the most exciting SA Road Champs ever.

In their wisdom, Cycling SA appointed an Attorney to conduct an inquiry. You can find his conclusions released on 08 June 2011 in Part A and Part B

What the inquiry, which has apparently led to the resignation of CSA CEO Barry Mocke, clearly shows is the complete ineptitude in Cycling SA. While, the inquiry places the blame at the door of all concerned, it is clear that the local organizers were not to blame. Rather, it seems, that Cycling SA was trying to impose its will on how events are run.

Anybody who attended the Saturday racing will attest to the great spirit out on the course and it all conspired to a great event. CSA let us down badly, by insisting on things which were clearly unworkable to anyone who knows the cycling conditions in Port Elizabeth.

However, the Saturday event proved that PE has the best road racing course in the country. Its a place where, when sensibly done, the racing can be taken to the people.

CSA should not bury this report, but, get their house in order and do their job as Cycling Administrators, not prove to us that they are bad Race Organizers.

SCOTT SPARK 2012 29er

There have been first glimpses of the long awaited 2012 Scott Spark 29er, and Wow - is it a stunner. At first glimpse, it seems to be a Specialized Epic rip-off, with an offset seat tube and swept top tube. However, the big changes are at the rear suspension. Whereas the Specialized shock linkages are on the downtube, the Spark does not drift far from its roots on the top tube.

Scott 29er Linkage

Over the past five years, Specialized have experimented with a whole range of linkages, some working better than other. The June 2011 edition of Mountain Bike Action touts the Specialized Epic as the best mountain bike ever. Judging by these pics, I cant see the throne staying long on the Sinyard head.

Specialized Epic 29er Linkage

Based on the differences between the linkage designs, it seems that the 2012 Spark 29er shifts the linkage with the view to stiffening up the rear end even further. This can be seen in the comparison with the 2011 Spark 26er linkage pictured below.

2011 Spark 26er Linkage


Scott's shock linkage has not drifted far from the roots of its past five years. It seems the Scott approach is based on what works, and in my experience, the 5 year old Spark design has excelled from 2006 to 2011. The only reason Scott would move to a modified design is considerable performance benefits.

Compare that to the way in which the Specialized Epic design has changed over the years. Pictured below is the Epic shock link of 2006. Its radically different from the 2011 Epic design and it appears that over the past five years the Epic design of 2011 has moved considerably closer to the design of the Scott than vice versa.

Specialized Epic 2006 Linkage


2006 Scott Spark linkage



Up front, Scott has moved to the Rock Shox DNA system. As indicated in a previous post, the DT Swiss XC100 is a great XC fork, but, struggles with rides beyond two hours. The move to Rock Shox adds a little weight, but turns the Spark into a more versatile Marathon and XC race machine, while still retaining its sublime XC performance.

Far to many manufacturers boast about bike weight. The Specialized Epic boasts that its under 10kgs. Scott prefers to tell you about frame weight - 1890 grams for the 29er. There's no hiding when you talk frame weight. You can have a light bike with a heavy frame, but, it wont be race ready. A really light bike will never be shy about the weight of its frame, and the Spark is probably a good 400 grams lighter than the Epic.

Here is a list of references where you can find news on the new Scott Spark 29er

Q2 Bikers Online
Bike Rumour
Bike Germany

So where to now - is my 2010 vintage 26er Spark going to be pensioned off? Its a bike that served me brilliantly on the Cape Epic, but, I would certainly love to ride the 29er - just for comparative purposes. I remain unconvinced on the benefits of the 29er format as there will always be a weight penalty. But, based on the carpark 29er rides I have had, there may well be advantages, provided one can keep the weight under control. On the other hand, my 26er Scott Spark is such a great bike, I would find it hard to part with it.

LOERIE RACE REPORT: BIG WHEELS OR BIG BELLY?

The Loerie Mini Marathon was held on Sunday 05 June 2011. Advertized as a non technical event, the reality was very different. The event was run over three laps of 15km and my Garmin log can be seen here. Andrew Briggs established the initial pace, and off the start, I knew I would have problems. The Epic legs have deserted me, and I have picked up a few Kgs from the Winter feast sessions.

The most interesting thing was riding behind the 29" Cannondale Flash of Andrew Briggs. He was dropping me on the downhills and even though I set the fastest lap of the day and held the lead after lap 1, I had burnt all my matches. I spent the rest of the race trying to work out:
1) Was it the Big wheels
2) Was it my Big Belly
3) Was he just the better rider

My conclusion is to marvel at the marketing appeal of the 29" format. First reaction is invariably that the 29er is a better bike for this sort of terrain. But, the reality is - nothing comes easy. Blaming it on the 29er is avoidance, avoidance of the need to train hard and watch my fuels.

From the above graphic, you can see I bonked badly on the third lap. I remain unconvinced on the Big Wheels / Talent combo and more convinced by the handicap of my big belly. In the context, I'll take the third placed that I bonked to.

Mtb racing is not about the competition, but, assessing where you are in relation to your genetic ability. For me its clear - I am still way short of where I could be.

RACE REPORT: SA NATIONAL XC ROUND 2: 07 MAY 2011

Round 2 of the South African National MTB Cross Country Championships was held in Port Elizabeh's Baakens river valley on Saturday 07 May 2011. Fat Tracks Club members put in a huge amount of work to cut new single track to ensure a national level course in the Baakens valley. The net result, was a significant increase in the number of trails in the valley.

I have not been doing much riding since the 2011 Cape Epic, but at the start of the Vets race it was quickly apparent that I had carried over some form. XC lap racing is the purist form of MTB and its very much like school work. If you have done your homework (training), you know your results once you've seen the question paper (the first few minutes of the race). Thereafter its just a case of answering all the questions (the race) and getting to the finish.


Charl Joubert set the pace with Chris Nel in hot pursuit. I found that I was easily able to keep the pace being set and picked off Chris Nel on the first major climb. As a race strategy, I decided to gradually close the gap which Charl had built up figuring that I would put in a hard charge on the last lap. After the first lap Charl had a lead of 15 seconds, which I closed down to 7 seconds after lap 2. Unfortunately, Charl dropped a chain on lap three and then flatted, thereby ending a race which was turning into a great contest. By then we had opened a large gap on Chris Nel and I cruised to the finish.

As far as choice of weapons, the 26er Scott Spark was an absolute winner. Charl had been riding a GT hardtail 26er and the first lap showed that the full suspension Spark would get better as the race progressed. I could clearly see the hardtail was battering Charl and that I would probably have the edge as long as I could stay in striking distance. As for the 29ers, well there were very few around. Chris Nel rode one, and I could see that the short stabbing climbs definitely gave the advantage to the 26er.


Support from spectators was phenomenal. Despite the rain, PE's MTB crowd were out in force. Having Mike, my Cape Epic partner shouting support, together with lots of old MTB friends, was great.

The full results of the days racing can be downloaded from the Cycling SA website and the press coverage of the event can be seen at the Mountain Biker website It would seem that my Powercote kit is fast maturing as my lucky charm. In my Powercote kit, Day 8 of the Cape Epic was a great ride and it did the same for me at this race.


You can view images of the race at Picasa

POWERCOTE - CAPE EPIC 2011 SPONSOR

Powercote is a Cape Town based construction company which supported us for the Cape Epic in 2011. The kit which they provided were top class Bibs and Tops and certainly stood out amongst the Epic participants.


For Mike, it was particularly significant kit as he qualified for Amabubesi in it. Riders that have finished the Cape Epic three times are awarded membership of Adidas Amabubesi – The Absa Cape Epic Finisher Club. "Amabubesi" means "pack of lions" in Zulu - an excellent description for mountain bikers that return year after year to ride the Absa Cape Epic. In many respects the Epic has achieved cult status, with a large number of riders continually coming back each year. 15 riders have ridden all 7 events with about 230 riders having completed 3 events. It speaks volumes about the popularity of this event, that so many riders come back every year, at considerable expense to do the race.

For me it was significant as this time my children were there to see us finish. Nothing can quite match the glow of happiness coming from ones childrens faces as you see them for the first time in over a week.


The start of the last day is always great as all the riders are generally in high spirits and very relaxed. The finish is only 60km away and by this stage of the race the battle for honours has normally been settled.


A big thank you to Powercote for all the support received.


You can download high resolution images of these photos here

TRAINING FOR THE CAPE EPIC

It is useful to compare my training for 2010 with the hours put in for the 2011 edition of the ABSA Cape Epic. Hereunder, is a graphic summary of the training hourse per week, starting around the end of October of each year and running through to the end of the race.


The number of hours when totalled up is also illuminating. Looking at the plain bottom line, it appears that I only did seven hours more for the 2011 race. However, it was the distribution of training which made all the difference. The big weeks were done from weeks 7 to 10 which was over the Christmas period. Those three weeks on the trot seemed to have made the difference between a very difficult 2010 Epic and a comfortable 2011 ride. While 300 odd hours may seem alot, it actually averages out to about 2 hours per day. Not alot of time when one considers the health and fitness benefits of preparing for a race like the Epic. My drive commute is about an hour per day, which means that I actually spent about 1 hour per day preparing for the Epic. Thats less time than many peoples daily time pondering the meaning of life on the toilet!

PERSONAL PROTECTION

My personal toolkit has been updated from my post of 2010 There have not been many changes, but just a quick recap. I now carry tools in two spots.

JERSEY TOOLS (ON THE BODY)

I carry the body tools in a small neoprene bag which I stick in the jersey pocket, while the Scott minipump also goes into the jersey pocket. The following tools are kept in the bag:
-Spare Plugs
-Bomb & Attachment
-Glue
-Derailler cable
-Zip ties
-Stans 2 oz bottle
-Lezyne Multi Tool
-Money (R100 note can be used as a gator)
-Continental Tyre Lever
-Park Tyre Boot
-Toughie tyre boot
-Park Glueless patches
-No Tubes valve remover
-Stans Valve core
-Stans Valve stem
-Scott Derailler Hanger bracket
-Leatherman mini knife

On shorter rides I drop the Stans, leatherman and hanger bracket to save a bit of weight. However, most rides I simply go with what I have and that normally means all of the above, less the Stans, which is a pain to carrry around.

-Scott Mini pump

ON THE BIKE
-Barplug: Tire tool & plug loaded in handlebar (see my post on this great tool)
-Tube

The derailler cable saved the event for us in the 2011 Cape Epic. Mike's freehub popped after 40km on Stage 2 and we used the derailler cable to tie the cassette to the spokes. The makeshift repair which turned the bike into a fixie, lasted for 70km!

The barplag is the most effective tool and I have used it on a number of occassions. Its simply the best trick around!

CAPE EPIC 2011 - THE 29'er DEBATE

The one certainty is that 29'ers have gone mainstream. All the top contenders at the Epic were on 29'ers and the Cape Epic / Cycle Lab have issued a fact sheet recommending 29'ers for use in the Epic.

However, whether there are actual performance benefits from a 29'er, is dependent on a number of variables.

1) Marketing: Lets not kid ourselves, 29'ers are good for the bike industry. In the beginning, we all one bike for XC, Marathons, Downhills, Dual Slalom and even commuting. Today, the enthusiast has a quiver of bikes: 6" travel downhill; hard tail cross country bike; commuting bike; road bike for training; all resulting in a garage full of bikes which have added significantly to the bottom line of bike companies (still a bargain compared to the price of a car!). The lure of profits will generate growth in the 29'er section and every company will bring one to the market - be they good, bad, or downright ugly.

2) Parking lot experiments: I had a chance to roll around on a few 29ers at trail heads. I have tried the Cannondale Flash, Specialized Epic, Fisher Superfly and a steel On One. They roll wonderfully and are very smooth. In the parking lot, they're winners.

3) On the trail: Here things get more complicated. Side by side on long open, often corrugated downhills of Longmore, they simply roll away from my 26er when coasting down a hill. But, the 29er pilots were big boys and gravity counts as well. When it comes to hills, be they short or long, the benefits fade. It seems you have to lay on more power to get them rolling and keep them rolling. Whether you have the legs and lungs to do that on a continual basis is dependent on each individual.


4) On the Epic: Lets be honest, even if Burry was on a BMX, he would still ride me off, and so would most of the factory pilots, paid to ride 29'ers. At my end of the field (in the 60 to 150 placed range) I came across alot of 29ers but also many 26ers. In contrast to my experience at Longmore, I could not see noticeable performance benefits. We rode with an Iron Deficient 29er clad Andrew MacLean and Paul Furbank for awhile. On a few occassions, MacLean lit the afterburner and got that motor going, but, we hung on. Later, we rode away from them, though its impossible to tell whether its because they stopped to take pictures, the benefits of the 26er, or our strength - probably the former. Not once over the eight days did I have a instance where I was absolutely convinced that the 29er had performance benefits. But, the lingering doubt remains, there could possibly be benefits and I will never know unless I race one.

5) Weight: Don't expect any 29'er to be magically faster. There is no ways that Burry Stander will ride a 29er unless its the same weight as his 26" bike. Rumour has it that Burry's 29er weights 8.6kg. My standard Scott Spark weighs 9.6kg and in race trim, probably about 10.4kg. I have no doubt that gram for gram, the 29er is a better bike. The reality, for mortal wallets, is that the equalization of weight is going to cost you plenty. The wheels are the most important, and 26" carbon wheels tip the scales at 1250 grams, while a similar 29er setup will come in at 1400 grams. You can skimp elsewhere to equalize, but, its going to cost.


6) Frames & other variables: I dont think aluminium framed 29ers work. You need components and frames which are equal to or better than 26" stuff. Its taken the mountain bike industry decades to optimize performance for 26", and there are still serious learning curves for 29ers. Some are just learning better and quicker than others.

So what would I do? Firstly, I would not touch a 29er which is anything other than high end. It would have to be the top of the line model. Anything less, and you are wasting your time. In most cases the wheels of even the top end 29ers would have to be replaced with a Stans or similar wheelset which is lighter or on par with the 26". Secondly, it depends on the type of riding. The majority of 29ers on the Epic were hard tails, and unless you were at the top of the field with a granite core, you were going to get hammered - and I saw plenty of 29er HT rides who disintegrated over the 8 days. For the full suspension crew, Burry Stander showed the benefits with his rig, but, I saw many mid field riders lumbering under the weight of their rather porky 29'ers.

So what would I choose. At the moment, the only bike I would consider is the Trek Fisher Superfly, but, I would have to customize it heavily, starting with the wheels. The other option is the Specialized Epic, but, I am not convinced that their current production model is robust or good enough. Even Willow Koerber's Trek Superfly HT weighs 9.6kg, so I am not convinced that the current offering of 29ers offer significant benefits over a standard 26" bike.


I think the best production 29ers are still under development or in production. Burry Standers 29er is one of those (I somehow doubt whether Burry's bike can be bought at this stage!). The other is the Scott Spark 29er which is apparently due for release in July 2011. I think the Spark 29er is going to be a bike which will shape the future of 29er racing and will provide the best out of the box performance benefits. Whether or not it will be affordable, is an entirely different matter.

CAPE EPIC 2011 - RACE REPORT

2011 saw the ABSA Cape Epic kicking off with a Prologue in Tokai forest on the slopes of Table Mountain. The 27km Prologue was a Cross Country dash with 700 meters of jeep track climbing and descents on sweeping technical powderdy single track. Coega participated in team kit supplied by Indawo, a Cape Town based company. The kit really stood out and seemed to be well known amongst the crowds who had packed the course.


The crowd support at the Prologue, and throughout the event, was an outstanding feature. For the first time ever, the event had live television coverage on the first and final day. It seemed that Cape Town had come out for a picnic and there was a Tour De France type of support at all the major action points (normally the most technical sections). Crowds willed the riders up tricky ascents and dared them to take on the treachearous descents. Our aim was a incident free ride with a time to place us in the first start group for Stage 1 at Tulbagh and we got precisely that in a time of 1 hr 25.

Stage 1 was the first serious business with a 89km stage around Tulbagh. We started strongly and had a fairly uneventful ride ending up in 77th overall. The route was marked by some treacherous technical descents, where I took a heavy fall into a Protea bush, emerging largely unscathed, except for bruising on the inner calf. Later, I was to learn that Kevin Evans had fallen in a similar spot, but, had broken his shoulder, bringing his Cape Epic challenge to an end. Mike and I were both on DT Swiss forks and after finishing the first stage we both agreed that the forks were just not up to the Epic. Mikes was locking up and mine went sloppy after two hours. The Supporters village is something to be experienced, with tech crews working through the night to prepare bikes for the following day.


The guys at SRAM sorted us out with Rock Shox XX SIDs and by Stage 2 we had broad grins from their performance. But, 40km into the ride, those grins turned to grimace. Mike's freehub in the rear cluster packed up and for the next 6km it was a case of run, push and pull. We realised that unless we could get it repaired, our chances of finishing as a team were bleak. I first tried zip ties to lock the cluster to the rear spokes, but, these ripped out in seconds. We then used a spare derailler cable to lace the cluster onto the spokes and that solution got us home.

We limped in at a fraction under 8 hours, loosing more than two hours on the day, but, we had survived the day albeit with our chances for a good overall finish in tatters. Fatigue was also a major issue as you not only loose time, but, also the energy of being in the saddle longer and less recovery time. The highlight of Stage 2 was undoubtedly the export grade apples of the Witzenberg valley. They are undoubtedly the sweetest and most unblemished ever, and must have been the apples which tempted Eve!


Stage 3 was probably the hardest of the entire Epic, massive climbs, technical rocky descents, and sandy flats, switching between vineyard and mountain slopes. For me, this was one of the nicest days as it suited my riding style and Scott Spark perfectly. Whereas I normally struggle through thick sand, on the day, body, bike and tires were perfectly balanced, ripping through everything which Dr Evil could throw at us.


Stage 4 was the time trial at Worcester. This is undoubtedly, South Africa's secret Mtb Mecca, with endless miles of singletrack. We again stayed with Phil and Di, who had mobilized the Worcester community to support the Cape Epic. Many businesses and houses were decorated to welcome the Epic, and Phil's - probably the oldest home in Worcester - was the Pride of the Cape.

On the day, Phil has whipped up what seemed like the entire community of Worcester and covered the road leading to the climb of the day in chalk messages of encouragement. There was even one for Coega! A week later, the roads were still covered in chalk, with the Coega one still visible - Rachel was very impressed!

Stage 5 was the Queens stage - 143km - over the Groenlandberg to Oak Valley. On the 2010 Epic I had started to fade on this stage, my core having been pulverized by the Specialized M5 Aluminium hard tail. 2011 was a different story - I was thriving - the full suspension Scott Spark absorbing everything the terrain was throwing at it -leaving me to glow in its handling responses. On the single track running into Oak Valley, the bike was on rails and we rode away from everyone trying to stay with us.


Stage 6 has a monstrous 2700 meters of climbing, basically twice over the Groenlandberg. The single track of Lebanon was sublime, but, very familiar from 2010, and left me with the impression that Oak Valley will not be seeing the Epic in 2012. That night, we had a thorough sitting in the Oak Valley wine tasting tent, numbed with their stunning blends and glowing in the prospect of finishing the final day. Stage 7 followed the traditional route and finish to Lourensford. As usual, the portage over the Ox Wagon route, offered stunning vistas of the Mother City and coming into the Lourensford finish, I felt like turning back and doing the whole think in reverse! But, nothing can explain the feeling of finishing strong and seeing ones loved ones again.

The record shows our results as follows (our posistion in the Masters category is in brackets)

Prologue: 124 (27)
Stage 1: 77 (15)
Stage 2: 309 (93)
Stage 3: 98 (19)
Stage 4: 88 (17)
Stage 5: 92 (19)
Stage 6: 105 (21)
Stage 7: 111 (24)
Overall: 119 (25)

Our overall finish was worse than last year (104 overall and 17th in Masters), but, in many respects it was a far better race for me. The Scott Spark made the entire race an experience of Grins and not Grimaces. In 2010, the top 30 teams were basically Professionals. This year, it was the top 50 who were Pro's. Every year, the bar is being moved higher and higher as more Pro teams see the marketing benefits of this race. Like last year, I had a fantastic partner and I would love to do this race again. I had thought I was over the Epic flu, but, Im afraid its one of those viruses you never shake off!


It's tempting to rue the two hours lost on stage 2, which derailed a double digit finish. But, we could as easily been robbed of finishing through the mechanical failure of Stage 2, my unscathed fall of Stage 1, or Mikes near high speed endo on the rocky descents of Stage 3. Ultimately, unless you're contesting a podium, this event is about finishing, and finished in style and comfort!

CAPE EPIC 2011 - WEAPON REVIEW

My choice of weapon for the 2011 Cape Epic was a Scott Spark RC. I purchased the bike in May 2010 (see my blog post here) and have had some wild times with it ever since. Quite simply put, its the best bike I have ever had. Here are some points from my experience with the Scott in the ABSA Cape Epic 2011.

1) Spark frame: This frame has withstood the test of time. The Peter Denk design has remained largely unchanged since its launch in about 2006 and the changes from the 2011 model over the 2010 model are largely cosmetic. Most other companies change their frame designs on a very frequent basis. Stuff that works persist, and that's the reason the Spark is still around after so long. There have been minor changes since 2006, mostly related to increased strength and lower weight. The Spark was undoubtedly one of the most popular weapons of choice on the Epic. The proof of a frames success is how often people try and copy it. A look around the Epic Bike Park clearly indicates how many brands have copied the Spark design!


2) Tire choice: I tossed the stock Schwalbe Rocket Ron EVO 26 x 2.1 tires largely because I wanted to bling up my 1994 Marin Eldridge SS with them. I fitted 2.2 Continental Mountain King UST on the front and 2.2 Conti Race King UST on the rear. I initially experimented with a Race King on the front and non UST tires. On the slippery, marbled corners of Longmore, I quickly discovered that the small advantages in rolling resistance were not worth the loss of traction on the front and switched to the Mountain King. While non UST tires are lighter, I preferred the slight weight penalty and reliability of UST over non UST. Running tire pressures ranging between 1.8 and 2 bar, the tires chewed up the notoriously harsh Cape terrain without any hassles. Not a single plug, tire change, tube or patch required. I tossed a cupful of Stans in each tire and that ensured no leaks from the ever present goat head thorns in the apple orchards and vineyards of the Western Cape.


3) Forks: I used the stock DT Swiss XC100 for the Prologue and 1st Stage of the Cape Epic while my partner used the XRC100. I am a great fan of DT Swiss, but, can't say I am convinced by their forks. Perhaps its because they bought the British Pace fork company and rebranded it as DT Swiss? After 160 hours of use (service interval is 200 hours), I had to have the lock out mechanism on the fork replaced due to dirt and corrosion. Doug Patterson at DDP Tech did a great rebuild replacing the seals and lockout mechanism and the fork performed flawlessly on the prologue. However, after two hours on Stage 1, the fork started flopping around like an overcooked piece of spaghetti while my partners XRC started locking out. At Tulbagh, the SRAM tent sorted us out overnight with Rock Shox SID XX Team forks, ready for stage 2. These forks, while slightly heavier than the DT Swiss, performed flawlessly and were well worth the weight penalty. In defence of DT Swiss, it should be noted that the XC and XRC are cross country race forks and the duration of such races are 2 hours max. DT Swiss has the more robust, but heavier, XRM range designed specifically for marathons. However, the one fact that swung me in favour of Rock Shox was the availability of workshop manuals. Rock Shox provide a comprehensive manual for rebuilding the entire fork with no special tools. In contrast, it is impossible to find a rebuild manual for the DT Swiss as it must be serviced by the agent and special tools are required. I will probably never rebuild the Rock Shox myself, but, it gives great piece of mind to know the internals of your fork. The time and cost for a rebuild also weighs in Rock Shox's favour. Whereas the DT must be couriered to Joburg, the Rock Shox can be serviced locally and spares are easily available. I am still a great fan of DT Swiss as a brand, particularly of its hubs and spokes, but, I think they have some way to go to match the overall package of reliability, functionality and weight offered by Rock Shox.

4) Saddle: Saddles are highly personal choices and I switched the standard Ritchey WCS saddle to my road bike (largely for cosmetic reasons)and fitted a Fizik Gobi. This saddle, while heavier, is stunningly comfortable.

5) XX Components: I have heard various criticisms of the XX groupset. It is light, shaving 500 grams off the old XTR. XX is not for everybody. If you are even slightly over weight, you're going to be searching for a granny gear. The Avid brakes are not bombproof reliable and at the first opportunity I would switch to the new XTR's. They are difficult to service and do not have a great feel. Jan, from Kings Cycles swopped out the rear brake for a few stages and by Stage 5 SRAM had serviced the brake and thereafter it performed flawlessly, but, without the silkiness of Shimano. I have had regular issues with the BB30 bottom bracket as the bearings regularly fail and need to be replaced. I have not yet figured out what is going on here and need to invest in the bottom bracket tool and start doing this work myself.


6) Cockpit: I replaced the standard Ritchey 620mm WCS flat bar with the Ritchey Super Logic 660 mm rizer bar. The main reason was to ensure brake lever clearance over the top tube. I have seen far to many carbon frames trashed from a brake lever gouging the top tube due to inadequate clearance. The wider bar took a few rides to get used to, but, offers wonderful control. I like many others love the wider setup. I also fitted Ritchey WCS carbon bar ends and Serfas silicone grips which completed my cockpit setup. I am now considering a slightly longer stem and want to swop out the standard 90mm Ritchey WCS 4 Axis stem with a 130mm length.

7) Wheels: I love the stock Ritchey WCS wheels. The DT Swiss hubs are bullet proof and have a lovely resonance, while the rims have taken a pounding and are still running true and are tubeless ready. However, the use of alloy nipples is not a great idea. I weigh about 75kg and in the run up to the Epic was breaking nipples on every ride. Theuns Kotze from Cycle Service Centre rebuilt the wheels with DT revolution spokes and brass nipples, and the wheels have been running true ever since. There is a weight penalty of about 50 grams per wheel which is an acceptable trade-off for the reliability which I now have. In future, I would love to have the Ritchey Carbon wheels as I am thoroughly impressed with the reliability that Thomas Frischknecht has had from his pair.

8) Servicing: My race service was again provided by Kings Cycles. Jan is awesome and is there at the finish everyday waiting to sort out any issues. His shop is in Worcester, South Africa's answer to Moab. Whereas Moab has slick rock, crap beer and is unrideable for half the year, Worcester has a vast network of awesome single track, great beer, wonderful wine farms and hospitable people which easily matches and surpasses Moab. At home, in Port Elizabeth, my bike was serviced by Wayne and Roger from Wayne Pheiffer Cycles. They have provided wonderful service in both supplying and maintaining my Spark. Brandon and Robbie at ProBike, the Scott SA distributor, have also been extremely helpful in assisting with any issues which the Pheiffer's could not sort out. My long standing wrench, Theuns Kotze, also helped with specialist work on wheel rebuilds and I regard him as an outstandingly meticulous mechanic. Unfortunately, he is heavily involved with the Yster manne's bikes, so his time is limited and he requires long lead times.


9) Pedals: I fitted the 2011 XTR pedals for the Epic. I have never had sufficient confidence in systems such as those by Crank Brothers even though they weigh less and evidently work better. I have not had a great experience with XTR pedals and for a while used entry level Shimano pedals. The XTR pedals were great in terms of hold and feel, but difficult on entry. I was constantly lubing them to facilitate easy entry. Despite the fact that the tension was at its weakest, pedal entry remained the single most difficult thing I experienced on the Epic.

10) Drive Chain: XX Clusters are notoriously expensive and the best investment one can make is a chain wear tool. Make sure you replace chains as it reaches 0.75% wear, and you can use a cluster for years. Any wear beyond that, and you will have to replace the cluster. I use SRAM PC1091 chains and have gone through three chains since May 2010 - costing approximately R1200. Others I know have used one chain and one cluster - costing approximately R3400!

11) Performance: Simply put, the Scott Spark ran like it was on rails. The handling was awesome, the Conti's providing traction on the tightest turns and holding air over the gnarliest terrain. The wide riser bars provided great control, easing fatigue over long distances. The rear suspension soaked up everything switching effortlessly between full lockout, traction control and full travel.

The nett result was a reversal of my 2010 Cape Epic. In 2010 the weapon was an aluminium framed hard tail where I weakened as the race progressed, my core being hammered into submission. The Spark of 2011 translated into a well rested core, where I felt more comfortable and stronger as the race progressed.

Awesome Scott - Thank you!