60 seconds to finish the Cascade 1200
Part IV: What makes a great randonneuring bike? Lets begin by discussing what doesn’t.
If you have been following this saga since the first installment, then you know that my Cascade 1200 experience was steeped in drama and excitement. But when it comes to the subject of bicycles, you won’t find any of that. If there was a calm center to the physical and psychological storms that swept over my ride, it was my bicycle. I did not experience one serious mechanical problem over the 762 mile course.
We certainly encountered enough road hazards to bring down the strongest bikes: chip seal, cattle guards, pot holes, rocks and gravel, radial tire-threads. With all this punishment, one would think that something would have snapped, loosened-up or fallen off. But it didn’t happen.
There is a three-part explanation for this: first and foremost are the frame and components. My Rivendell Atlantis is designed for touring, not road racing. True, touring frames and components are heavier. But they are also more durable and they deliver a more comfortable ride. Second, I do all of my own mechanical work, which means that I am familiar with every component and every adjustment. (This also saves me a great deal of money!) And third, because I commute to work on my randonneuring bike, I am continuously refining those adjustments, so when the day of the event comes, the only noise you will hear coming from my rig is the soft whir of the rubber hitting the road.
A faulty assumption some roadies make is that bicycles today are better machines than ones we rode 20 or even 30 years ago. With respect to total weight and control over the drive train, this may be true. But comfort and durability have been sacrificed for weight andc responsiveness. Think about it. Professional road racers are followed closely by support vehicles carrying parts and mechanics.
I love my racing bike. But when I committed to ride the Cascade 1200, I knew that was far from the ideal randonneuring bike. I chose the Litespeed Tuscany frame because it is the best of the Litespeed racing frames for long distance riding. I hand picked every component on that bike, optimizing it for hill climbing in the Willamette Valley and Cascade mountain passes. As much as I have come to enjoy the sport of randonneuring, I am not ready to abandon the type of riding that the Litespeed excels at.
Even if I were, retrofitting a Tuscany for Brevets just does not make sense. If you are wondering why a bike that is built to rock a Century ride would not do on a Brevet, I think you might find the table below interesting.
Does your bike share any of the following characteristics?
| Component | Make/Model | Strengths for club riding | Weakness for randonneuring |
|---|---|---|---|
| Frame Set | Litespeed Tuscany | Lightweight titanium. Relaxed head tube angle, short chain stays, yields more upright position, without sacrificing power-to-wheel transfer. | Frame material transmits road shock. No eyelets for fenders or racks. Limited clearance and short-reach brakes make fenders difficult/impossible to install. |
| SIS Brakes/Shifters | Shimano Ultegra | Ease of shifting. Increased safety. | Cables are difficult to service on the road. |
| Drive-train | Shimano Ultegra (Double) | 53-47 front chain ring pushes spin-out to well above 30mph. 14-34 rear cog-set provides extra low-gearing for seated climbing on steep grades. | Lack of triple crankest limits the range of gearing at the low-range. Derailleurs susceptible to misalignment; indexed shifter-adjustment is beyond my current skill level. |
| Wheel Set | Mavic Ksyrium Elite | Super light aero rims, aero spokes, 700C 110 pound tires combine for rapid acceleration, low rolling resistance and a super fast ride. | High-pressure tires transmit road shock. Aero spokes are vulnerable in the outback; wheels can ‘taco’ with a broken spoke. |
The bottom line I found on the subject of bicycles is, that I would need two: one for sport-rec riding and one for Brevets. Compromises are just that, and you should not make any on a bike you will be riding 100 miles from the nearest bike shop.
A 1200K is brutal on a bike, moreso than I could have imagined. I saw many top-of-the-line, lightweight road bikes with broken spokes, broken pedals, broken derailleurs, and broken chains.
All of this confirmed my decision to ride the Atlantis. Despite the weight of its lugged-steel frame and 32-spoke wheels, I was drawn to the elegance and the simplicity of the Rivendell line. I admit I was equally taken by the culture that surrounds these bikes, and I love the parts and equipment catalog that supports it. But now, after witnessing first hand how it handled the world’s most punishing Brevet, it would be hard to find a bike that is more durable.
In the next installment, I will share a parts-level view of my Atlantis, and some thoughts on why it has become my favorite bike to ride, whether I am on a Brevet or not.
Miss an installment? Read Part I, Part II, Part III, Part IV, Part V, Commercial Break.
You can follow any responses to this entry through the RSS 2.0 feed.
You can leave a response, or trackback from your own site.
4 Responses to
“Why I decided to leave my Litespeed at home”
Alberto
August 14th, 2006 at 4:27 pmAnother very interesting analysis, David. I’m looking forward to your insight into details… equipment: what worked, what didn’t for yourself and others� And all the other good stuff.
You make a fine point on the virtues of the Atlantis, which you�ve mentioned before. I think my next bike will probably be a roady, but your comments got me thinking again. I guess I have to examine my needs, yet again. I guess a roady would be cool for training and riding with the guys. (There are very few pure touring bikes here in Spain.)
At any rate please keep the good work coming.
———————————————–
You got that right – on both counts, Alberto. Best case – you have two bikes – one for those sport rides, and one for the rambles through the country.
I’ve got the next installment in the mixer, hope to have it baked and out of the oven in a day or two. Stay tuned – I appreciate your interest.
-dr
David
August 14th, 2006 at 6:56 pmYou got that right – on both counts, Alberto. Best case – you have two bikes – one for those sport rides, and one for the rambles through the country.
I’ve got the next installment in the mixer, hope to have it baked and out of the oven in a day or two. Stay tuned – I appreciate your interest.
Jim Gustafson
November 14th, 2006 at 9:18 pmVery interesting comments. I’m going to do my first double century this next year and have been reading a lot from the SIR group in Seattle. Your comments about the Atlantis tell me that my commute bike would probably be better for a 600 or 1200 than my Lemond Zurich. The only drawback I can see is the weight: 30 lbs (with rack and equipment) versus 19 lbs. How much does your Rivendell weigh for the Cascade 1200? I converted a Jamis Coda Sport from flat bars, to drops, bar-end shifters, switched the crank and chain rings and seat. Much nicer now for commuting. Any thoughts would be appreciated.
Thanks for the insights!
———————————————————————-
My Riv weighed in about as much as your Jamis. I am concerned about weight, but as I point out in this piece, the frame is a small part of total weight. It is the components, especially the wheels, that add grams. It is your load. You have to find a balance between your budget, and your tolerance for risk. I was a boy scout and that is the good news and the bad news. I generally do not experience mechanical problems, and I usually have the tools to help those that do.
If you are riding a well-supported double-century near your home, you will not need to carry much in the way of spare parts and tools, and the food will be provided at the rest stops. If you break down you can call home for help. If you are riding a Brevet, and you have traveled hundred miles to reach the start, you will want to carry enough to make sure you can get around the course and back to you car, no matter what. You are too far from home to call for help, and the ride organizers are technically probhibited from providing it to you.
That said, I am thinking about ways to reduce the weight of the Atlantis for next season. So far I am thinking new wheels – going to Mavic Open Pros, and one bag, and handlebar bag up front. That means I will not be able to prepare for the worst, but it is a trade-off I am more willing to make because I know that bike is rock solid.
-dr
Jim Gustafson
March 27th, 2007 at 4:23 pmHi David,
I just finished the Cayucos 200k and 300k on my Lemond Zurich. It was a great experience and told me a lot about myself. Kevin the RBA called me afterward about it and that was nice. He thought the Zurich was good, however suggested that I trade my wheels for something more ordinary, like some Mavic Open Pros. I did and also got some Ruffy Tuffy’s from Rivendell. They worked very well. My problem is that my legs are very sore from the 300k and realized from talking with other experienced riders that my style not steady enough and my nutrition is very lacking, I’m not hydrating well enough and not getting enough calories. Hopefully, I can get strong for another ride.
Thanks for the tips!
Jim
——————–
Jim,
First, congrats on a great accomplishment! The 300K is my favorite Brevet distance. Regarding your LeMond Zurich and the wheels, I do think the move to the Mavic Open Pro is a great suggestion; you’re wheels are a key factor in ride comfort, but to serviceability on the road. Break a spoke on those Bontrager aeros and you’re done. With respect to your legs, did you cramp up? Soreness is to be expected after a long ride. Cramping during the ride is usually due to dehydration and a lack of electrolytes. I have been experimenting with Hammer Fuels since I began training in January. So far, so good. I’m using a combination of Perpetuem, Endurolytes, and Gel. But even with that, getting enough water is critical. About one 24-ounce bottle per hour is a good benchmark.
Thanks for stopping by, and keep the pedals turnin’
dr