Specialized has built a wind tunnel a block away from its headquarters in Morgan Hill, Calif. It is a full sized facility designed and created specifically to test cyclists and cycling gear. It boasts features that will enable some tests that aren’t currently being conducted at other facilities. But it isn’t the technology itself that makes this wind tunnel so valuable to Specialized, and the entire cycling world.

Performing a wind tunnel test is exceptionally expensive and time intensive for a bike frame or component manufacturer. Not only does conducting a test involve paying for the wind tunnel time (ranging from about $400 an hour to about $850), but weeks or even months must be spent creating prototypes, running CFD simulations and coordinating logistics before sending a crew of engineers and product developers to a remote facility. The expense and time involved severely limits the amount of actually testing and the improvements to designs that come from those data collected in a wind tunnel. The difficulty involved in conducting any aero test, whether using CFD software, a wind tunnel or an on-road test, is one of the factors limiting the progression of cycling technology.

While the Specialized wind tunnel is an incredible technical feat, the opportunity it creates will be its lasting impact. By constructing this facility literally around the corner from their headquarters, Specialized has taken the handcuffs off their product designers. Specialized road product manager (and MIT grad) Mark Cote said that they could now accomplish all the testing that went into designing the Shiv within a single week using this new facility. In reality, it took a year. Eliminating the logistical burden of schlepping to a remotely located wind tunnel facility is that important. Creating additional opportunities for Cote, aerodynamicist Chris Yu, product developer Chris D’Alusio and the rest of Specialized’s product designers to experiment with novel ideas is bound to result in genuine advancement. The progression of aerodynamic design that used to span years may now be compressed into a much shorter amount of time. Cote said that Specialized now has the capacity to go from an idea to a tested and refined prototype in a single week.

Building this facility had to be extremely expensive. Cote wouldn’t say exactly how much it took, but did say that finances didn’t impede the team who worked to build the wind tunnel. Specialized gave them the money it took to build the best wind tunnel they could. Although Specialized no doubt invested massively to get to this point, every successive test costs practically nothing. Cote estimated the fans powering the tunnel consume about $15 worth of electricity per hour when running at 30 miles per hour, meaning that Cote, Yu, D’Alusio and anyone else can test seemingly stupid, random, bizarre or frivolous ideas that otherwise wouldn’t make the cut when testing at a for-profit facility. No curiosity will have to be overlooked in the name of cost or time. Innovative and progressive ideas are likely to come from giving smart people this degree of creative freedom in a fully functional wind tunnel.

RELATED:
- Craig Alexander’s Kona Pro Bike: Specialized Shiv
- Photos: Craig Alexander In The Wind Tunnel

Monitor your training without the headache of complex electronics.

Quarq Elsa 10R
$1,995, Quarq.com

Power meters are the most accurate and reliable way to measure the intensity of a training session on the bike, and Quarq’s Elsa 10R might be the easiest to use yet.

Measuring power at the crank means wheels can be swapped without losing data. Moving the unit between bikes is simple, and takes about five minutes with a little practice. ANT+ transmission ensures easy pairing with a computer head unit. The battery—a common model found at drugstores—can be quickly replaced. Despite all the extra widgets in the crank, it weighs 50 grams less than Quarq’s Sram Red version.

Most power meters come with a significant functional caveat, but Elsa 10R is nearly as hassle-free as a standard crankset. Although it costs less than SRM’s comparable systems, the price tag is significant at $1,995. But if you’re willing to splurge to improve cycling and brick running performance, you can’t go wrong with the Elsa 10R.

RELATED – Power Trip: Four Power Meters Reviewed

Thanks to three victories at the Wildflower Long Course Triathlon, Jesse Thomas has gone from a relatively unknown pro to a Wildflower legend. Watch his post-Wildflower interview above.

Look for Thomas’ “Triathlife” column in every issue of Triathlete magazine.

RELATED:
- Pro Modifications: Jesse Thomas’ Bike Tech Solutions
- Thomas Three-Peats, Jackson Repeats
- Photos: 2013 Wildflower Long Course Triathlon

An expensive price doesn’t guarantee that one product is an upgrade over a more affordable option. Look for these key attributes next time you’re shopping for some “free speed.” Pick up the 2013 Triathlete Buyer’s Guide, on newsstands now, for more on these products. The page numbers where you can find each example are provided below.

Wetsuit
Thin rubber on the upper body is often more flexible than thicker rubber, but also less buoyant. 2XU’s X:3 (page 24) combines both key benefits by using stretchable neoprene on the shoulders and aerated panels on the chest. Fit is still king, and this suit is tailored for trim, athletic physiques.

Tri cycling shoes
Strapping shoes on in T1 then clanking out of transition on cleats is slow. Tri shoes can slip on easily while rolling down the road after a flying mount. They should also be light and have a stiff sole. Not every upgrade has to be expensive; the Louis Garneau Tri Lites (page 54) meet all those requirements and they cost half the price of some top-end shoes.

Comfortable saddle
If a rider’s position isn’t right, the saddle won’t feel comfortable, and the reverse is also true. The ISM Attack (page 66) is perfect for getting into an aero tuck and staying there. Try a few saddles until you find one that agrees with your anatomy.

Goggles
Regardless of lens quality, gasket size or any other feature, if a goggle doesn’t seal reliably, it sucks. The TYR Special Ops (page 16) forms a gentle yet solid bond and is color customizable.

Knowing how to ride a bike is one thing, but having the ability to comfortably and safely share the road with other cyclists requires another level of skill. These basic handling techniques will help you enjoy the transition from bike rider to full-blown cyclist, and, as an added bonus, can help save a little time on race day.

Hold a straight line

Whether riding on an open road or in a race, always look over your shoulder before swinging from one side of the road to the other. Before carving through a corner, always check your blind spot, especially in a race since the noise created by fellow cyclists isn’t always enough to alert you of their presence.

Braking

Despite the chorus of concerned mothers teaching their children not to use the front brake, lest they flip over their handlebars, relying primarily on the front brake is the best way to slow your bike. It’s substantially more powerful than the rear. Don’t be afraid to squeeze the front brake with some gusto but, like moms say, don’t go crazy. Scoot back on the saddle when braking particularly hard so your weight rocks forward into the bike rather than forward and past the bike.

When to brake

As racecar video games have taught a generation of kids, tires have a limited amount of traction that can be used to corner, brake or accelerate. So, if you brake while turning, less traction is left over to stick you to the road. Slowing your bike before entering a corner then releasing the brakes when entering the turn will allow you to corner faster, safer and with more confidence.

RELATED – Become A Better Cyclist: Ride Like A Roadie

Control through the corners

Body position and weight balance on the bike greatly impact balance, stability and traction when cornering. To create a solid foundation, turn the outside pedal to the lowest position and press hard through it with your foot. Use your inside hand to lean the bike toward the corner by pressing down on the bar. Rather than watching your front wheel, look 5-10 meters around the corner. The bike will follow your line of sight. If you ride a road bike, lean over into the drops for extra leverage on the brake levers and improved balance between the two wheels.

Two-by-two

When riding with other people outside of a race, either line yourself up side-by-side or completely in front of or behind your partners. Don’t allow your front wheel to partially overlap another rider’s rear (an unsafe position known as half-wheeling). The rider in front probably doesn’t know you’re there and can take you down with even a soft bump against your front wheel.

Shift before you stop

Downshift to an easier gear before slowing or stopping—whether for a red light or an aid station—so the bike is in the right gear when you start reaccelerating.

Steady bottle grab

Learn how to reach your water bottles without taking your eyes off the road. Even a quick break in concentration can cause your bike to swerve erratically, so practice pulling a bottle without looking down.

New to the sport? Our partner, the TriRock Triathlon series, offers eight races across the country featuring a fun atmosphere for triathletes of all levels. Learn more at Trirockseries.com.

Photos: Aaron Hersh

Americans Jesse Thomas and Heather Jackson once again proved their ability to destroy the Wildflower Long Course Triathlon by taking the victories again. Read the race recap.

Photos and captions by Aaron Hersh.

Cannondale, Heather Jackson’s bike sponsor, has a new aero frame named the Slice RS, but Jackson is still racing the original Slice at the Wildflower Long Course Triathlon. She just received her new frame and hasn’t had enough time to acclimate before this event. As a result, she is on the frame Chrissie Wellington rode to multiple IM world titles, the original Slice covered with a unique paint scheme.

Aerobar

A Zipp VukaBull basebar with a 40mm drop from stem clamp to the brake grip is paired with the Vuka Alumina clip-ons and Zipp’s up-turned carbon extensions. Jackson has her extensions configured in the lowest possible position, with the extensions clamped below the basebar.

Hydration

There isn’t a single bottle cage on Jackson’s bike. Instead, she has a Speedfil Standard mounted to her frame. A hose runs from the 40-ounce refillable tank up and around her aerobars and sits directly in front of Jackson’s face while she rides. It’s zip-tied to her rear brake housing for stability. A bite valve allows her to suck off the straw without lifting her hands from the bars. With just 40oz on her bike, Jackson will be fairly dependent on aid stations during the ride to stay hydrated.

Gears

Wildflower is famous for one long, steady climb called Nasty Grade, but’s its unrelenting terrain is really what makes the classic course so difficult. Easy climbing gears are a necessity. Jackson is riding with a very large 55/40 chainring combination and a much more uphill-friendly RAM Red 11-28 cassette.

Wheels and tires

In addition to the unrelenting slopes, Wildflower’s pavement is extremely rough. Almost none of the road is smooth and it’s littered with potholes and small ledges. Tire selection and pressure is key to navigating the ride. Pump them up too high or select tires that are too narrow and they will bounce roughly across the road. Run them without enough pressure and pinch flats are likely. Jackson rides a Zipp Firecrest 404/808 Carbon Clincher wheelset with 23c Zipp Tangente Tires. While the tires are average in width, her Zipp Firecrest rims are quite broad, which effectively makes the tire bigger by spreading the bead hooks wider than most wheels.

Components

SRAM Red 10-speed components are spec’d on Jackson’s Slice. The Chicago-based component manufacturer just released 11-speed parts last month, and Jackson hasn’t yet made the switch. She is riding Look Keo Blade Aero pedals, which have a little carbon fairing covering the pedal body.

She wisely has an in-line barrel adjuster between her left shifter and front derailleur to help dial her chainring shift performance. The rear derailleur has one built in, but the front requires this often overlooked widget.

Jackson relies on a SRM power meter paired to a SRM Power Control VII computer.

The defending Wildflower champ sits on an ISM Adamo Podium with a custom covering featuring the motto of Vermont, her home state.

RELATED – Video: Heather Jackson Finds Her Racing Confidence

Fuji will officially unveil their newest tri bike this weekend in Boulder, Colo., but a pair of pros are already riding and racing the new frame. These spy shots taken of Cam Dye and Matt Reed at the St. Anthony’s Triathlon this past weekend give the first real glimpses of the mysterious bike named Norcom Straight.

Bars
Fuji is continuing the trend of semi-integration by equipping the Norcom Straight with a standard steerer tube-and-stem aerobar attachment system. Instead of forcing a specific stem upon the bike, this machine will accept any 1-1/8^th inch stem. Seemingly any standard aerobar can be mounted to the bike. This will also allow the bars to be elevated using spacers, permitting simple fit adjustment and a wide positioning range. While it lacks the seamless integration of a bike such as the Trek Speed Concept 9 Series, the Norcom Straight’s toptube extends above the top of the head tube, creating a partial extension of the stem and erasing the gap behind the steerer tube.

Fit
Although speculating on fit based on photos of two riders is tricky, the aerobar setups employed by Dye and Reed do reveal a change between the fit of Fuji’s D-6 frame and the Norcom Straight.

Due to his lanky 6’5” frame, Reed always used very tall spacer stacks to find his ideal fit on the Fuji D-6 (see the last image above). As recently as Ironman California 70.3 just last month, he raced that bike with many centimeters of risers beneath the elbow pads to get his bars to the correct height. This was partly due to the fact that the D-6’s stack height didn’t increase enough in the very large frame sizes intended to fit athletes such as Reed.

The Norcom Straight appears to make Reed’s fit much easier to achieve. While he still uses elbow pad spacers on his Profile Design Aeria bar, the total stack height above the headtube appears shorter on this bike than his old one—very good news for tall athletes or those riding more conservative positions.

Dye’s stem is slammed into the lowest possible position. Only the headset top cover separates the bearing from his bar.

Judging by these two fuzzy pieces of evidence, this bike appears to be designed to fit tri positions that could be classified as more realistic for most age groupers instead of a time trial-style geometry scheme better suited to athletes that don’t have to get off the bike and run.

RELATED – 2013 Triathlete Buyer’s Guide: Bikes

Brakes
The front brake sits behind the fork crown just in front of the downtube. It appears to be a TRP TTV brake. This brake sits cleanly behind the fork blades and has performed acceptably well on several other bikes I’ve tested in the past. The front of the fork is completely free of obstructions.

Although it is almost entirely hidden by the drivetrain in these images, the rear brake is clearly positioned beneath the bottom bracket. Its brake shoes barely protrude into one of the images. We’ll have to wait until the weekend for more detail on this one. I wouldn’t be surprised if the TRP TTV is also used in the rear.

Routing
Both Dye and Reed had electronic drivetrains on their bikes at St. Anthony’s and almost no wiring was exposed. A tiny sliver seems to poke just above Dye’s stem, and it routes back into the frame centimeters back from the stem. Wires emerge in sensible locations for both the front and rear derailleurs.

The brake housing is also quite concealed. Fuji’s D-6 hid the front brake cable through the headtube. It’s unclear where the brake cables route on this bike, but they are hidden very effectively.

PHOTOS: 2013 St. Anthony’s Triathlon

Camping at the race venue is a fun, relaxing way to take some of the financial sting away from traveling to a race. These eight tips will help you make the most of the Wildflower Festival weekend. Load up the car and hit the road!

Don’t forget the details
Double-check the pre-race checklist. Spending the night before the race at a campsite means that basic necessities like water may not be readily available. Have a plan for every meal leading up to the race…and bring a toothbrush.

Be ready for minor bike emergencies
Basic tools and supplies like screwdrivers, allen wrenches and a pump can turn a catastrophe into a minor inconvenience. Bring supplies.

Bring a few portable luxuries
The coffee machine doesn’t have to be left at home since pre-race camping is almost always done with a car near by. A sleeping pad and pillow make crashing on the ground a lot more pleasant.

Set the alarm
Many campsites do not have electricity so make sure your alarm (or phone) has enough juice to wake you on race morning.

Bring post-race refreshments
Pack some coals and fire up the grill. Take the opportunity to enjoy the things that may have been scarce during training. Delicacies—like a beer and a burger—never taste better than after a race.

Make friends
Share your sense of accomplishment with the other racers hanging around the venue.

Take in the scenery
Spending a day hiking around the woods is a great way to recover, both physically and mentally, after an exhausting race. Ask a local to recommend a trail.

Enjoy a shower
Camping is great fun but dirt can start to accumulate after a few days. Savor your first shower after returning to civilization.

More Wildflower tips.

Headed to the Wildflower Triathlon Festival this weekend? Join Triathlete for our annual bonfire party on Saturday from 5-8 p.m. The festivities will take place at our campsite at the C-Loop in spaces 9 and 10. Details here.

Photos: Aaron Hersh

After a day of qualifying, the top finishers (and those who met the pre-qualification standard) battled it out in the A Finals of the Fearless Pro Triathlon. The race was a double super sprint format, featuring a 375-meter swim, a 6K five-lap bike and a 1.5K two-lap run raced twice through back-to-back. Aaron Royle (AUS) pulled away on the 1.5K run for the win, followed by Laurent Vidal (FRA) for second and Ivan Vasiliev (RUS) for third. Read the race recap.

Photos: Aaron Hersh

On the heels of a seventh-place finish at the ITU World Triathlon San Diego, American Sarah Groff won the Fearless Pro super sprint triathlon. The race was a double super sprint format, featuring a 375-meter swim, a 6K five-lap bike and a 1.5K two-lap run raced twice through back-to-back. Read the race recap.

Five steps to following the world’s fastest triathletes this weekend in San Diego.

The two athletes who fought for the Olympic gold medal just eight months ago are going head-to-head again at the Omegawave ITU World Triathlon San Diego on Saturday. Although their breed—the ITU athlete—gets less attention and respect than their long course brethren here in the US, make no mistake—the ITU WTS series makes up the most competitive triathlons in the world. You have only one chance this year to watch them do battle on this side of the Atlantic. Whether you’re an Ironman die-hard or a sprint-distance first timer, this simple five-step guide will help you follow these incredible races.

Why does the ITU matter?

The athletes racing the ITU WTS circuit form the most talented group of triathletes in the world, without exception, and they are the only triathletes who can compete for Olympic medals. Leanda Cave, Craig Alexander, Chris McCormack, Mirinda Carfrae, Andy Potts, Andreas Raelert and many more Ironman studs all cut their teeth racing in the ITU. Many of them graduated from short-course without ever cracking into the upper echelon. Of that ultra-elite group of long-distance triathletes, only McCormack and Cave had the horsepower to win the world title. Crowie and Carfrae never came close. While the best Ironman athletes are arguably just as impressive as the best draft-legal short-course stars, the ITU boasts a deeper pool of premier athletes.

The ITU circuit is the feeder system for longer distances. Many of the best Ironman athletes five years from now are racing this weekend at ITU WTS San Diego—we just don’t know which athletes will make the jump.

RELATED: Train Like An Olympic Triathlete

Take a quick spin on a mountain bike equipped with modern hydraulic disc brakes and you’ll immediately realize that road cyclists have gotten a raw deal. Although cable-actuated rim brakes have gotten really good, even the very best feel genuinely archaic in comparison with a hydraulic disc setup. After a long wait, road bikes are about to catch up.

SRAM has created two types of hydraulic brake specifically for road. We triathletes, however, will have to wait before racing with SRAM’s hydraulic stoppers—they don’t yet have a version compatible with aero brake levers.

Anatomy of a hydraulic brake

Hydraulic brakes push fluid to actuate the caliper instead of pulling a cable. Pulling the brake lever drives a plunger into a line filled with fluid that connects to the caliper. Moving that fluid through the lever moves the brake pads. The details vary between each design, but swapping a cable for this fluid-filled connection is the fundamental difference between a traditional road brake and hydraulics.

What’s the point of a hydraulic brake?

The reason to switch to hydraulic brakes (especially hydraulic disc brakes) is pretty simple—they work better than cable-powered brakes in every possible way. Hydraulics allow the rider to apply greater and precise braking force to the wheel using less hand force. Braking quality doesn’t degrade in the months after they are initially set up because the line that connects the lever and caliper is sealed. Road gunk accumulates in cable housing, which prevents the cable from sliding smoothly.

The options

SRAM has two different types of hydraulic stoppers. The first is a hydraulic rim brake SRAM has named Hyrdo R Rim, or HRR. While the mechanism that actuates the brake has changed, this version has a rim caliper that bolts to any road frame with standard brake mounts.

The second version is a hydraulic disc brake named HRD. Instead of pressing against the rim, this brake squeezes a disc mounted to the hub.

Both brakes are actuated using the same shifter, which contains the master cylinder that actuates the brake as well as SRAM’s typical Double Tap shift internals. Sadly—almost tragically—they do not have a brake lever that is compatible with an aero bike. These brakes will be limited to road bikes for now.

What about us?

As is often the case, triathletes will have to wait until SRAM releases the next batch of technology before we get to equip aero bikes with these phenomenal brakes. When asked if there is a tri-specific version coming soon, SRAM’s hydraulics category manager Paul Kantor responded by saying “we are always working on something new.” Basically, Sram is planning to makes a tri-specific version but it isn’t ready yet. Margura’s RT 8TT and RT 6TT hydraulically driven rim brakes are still the only aero-equipped hydro brakes, for now.

Initial ride impressions

Hydraulic Road Disc
These brakes are simultaneously the most powerful and precise stoppers I’ve ever experienced on a road bike.

Jam hard on the brakes and they can stop a bike as quickly as the tires will allow. (Expect these brakes to advance the trend to broader tires.)

They scrub a little speed without grabbing the rim and jerking the bike forward. Feather the lever to find the perfect amount of stopping power the HRD brakes predictably increase and decrease the stopping power.

In short, they feel incredible. I may never buy a road frame without disc mounts again. These brakes (and the promise they show) are that good.

Hydraulic Road Rim
Switching from a cable-driven SRAM Red brake to the hydraulically powered rim stopper gives the feeling that your hands have gotten exponentially stronger. Maximizing the stopping power of each rim-and-pad combination is easy when using these brakes.

When the brake first contacts the rim to scrub a little speed, it doesn’t grab or catch. The stopping force increases gradually and predictably. The sensation while braking lightly is very familiar.

Ask the brakes from a little more stopping power and they ratchet up the force with a gentle squeeze of the lever. Instead of clamping down with your fingers, a gentle tug is all it takes to rapidly slow the bike. There is no need to switch hand position from the hoods to the drops to get full stopping power out of the bike.

The HRR brakes are so strong that learning the right amount of forces takes a little acclimation. I occasionally reverted to old habits and squeezed too hard, causing the rear brake pads to skid against the rims. After rapidly slowing for tight corners on a couple technical descents, I quickly learned to depend on my front brake even more than normal. The HRR brake caliper is so powerful that I could use even less rear brake than with a normal cable-driven caliper.

Aero application

One of the biggest difference between a triathlon bike and a time trial bike is that a tri bike is the athlete’s primary bike, the one used most often, while a TT bike is a rarely used tool for select road racers. Because a typical triathlete logs so many more hours in the aero position than the average cyclist, braking performance is really important. But tri bike brakes also have to be aerodynamic. While some sources have said that disc brakes do not create a significant aero penalty, conclusive evidence has yet to be made public. In order for the HRD brakes to be genuinely applicable on tri bikes (when SRAM eventually does make an aero brake lever), they must be equal or almost equal in the wind tunnel to rim brakes.

The HRR (rim) brakes, however, seem like a nearly ideal solution to aero braking. Not only are they incredibly strong and functional, but small as well. The caliper is substantially narrower than a typical Sram or Shimano brake and should fit in front of many forks without jutting out to the sides.

Also, passing a hydraulic line through the twisted routing pattern required by some aerobars and frames does not denigrate stopping performance. A looping path that would turn a cable brake into a sticky, gummy mess wouldn’t be a problem for SRAM’s HRR calipers. For these two reasons, the hydraulic rim brake seems likely to be the most applicable for aero bikes.

What this means for the future

Allow me to speculate. Just as carbon frames have pushed aluminum frames into obsolescence at the mid to high price ranges and electronic drivetrains are poised to do the same for shift components, I fully expect hydraulic braking to become the standard for road and tri bikes in the near future. Other than the very high price, which hopefully should fall rapidly, there is no functional reason cable brakes should beat hydraulics in the long run. The move happened with mountain bikes, and it will happen again with road bikes.

Cable brakes will always have a place on mid to entry-level bikes, but hydraulic stoppers will become the new standard at the stratospheric price points.

Why so late?

Adapting disc brake technology for road bikes took many years, and heat management was the biggest hold-up. Continuously applying moderate brake force puts more heat into the brake pads and surface than periodically braking very hard. Ride a disc brake for too long and the hydraulic fluid, in this case DOT fluid, gets hotter and hotter before eventually boiling. When that happens, the brake looses the power until the fluid cools. SRAM’s hydraulics guru Paul Kantor says it takes roughly 30 seconds for boiled DOT fluid to return to normal functioning temperature.

So, a rider who descends a long mountain pass without letting go of the brakes runs a greater risk of boiling their brake fluid and losing stopping power than does a person who lets their speed build on that same descent then braking hard before each corner.

Since road riders often build more momentum (much less rolling resistance) over longer descents than mountain bikers typically ride, the brake boiling issue was a bigger problem for adapting disc brakes for the road.

Through testing in the European high mountains and in the lab, Kantor found that the HRD brakes can apply 800 watts of stopping power for 12 minutes before boiling while the tire on a rim brakes reached unsafe temperatures after creating 550 watts of stopping power for just five minutes.

Logistics

SRAM is offering two levels of both the HRR rim brakes and HRD disc brakes. The top level Red 22 HRD shift/brake levers with all the necessary parts cost $1,403 for a set. Drop down a step to S-700 levers and the price becomes $1,080. Weight, materials and appearance are the only difference between the two systems. Also, those wheels you’ve collected over the years won’t do you any good. Only wheels build with disc-specific hubs are compatible.

A Red 22 HRR setup will run $1,196 and the S-700 version will go for $800 and any road wheel is compatible.

RELATED – Hydraulic Power: Magura RT 8TT

Turbocharge your stride with technique tips from reigning Ironman world champion Pete Jacobs.

Pete Jacobs didn’t become the fastest runner in Ironman by simply getting fitter than his rivals—he also became more economical by carefully examining his mechanics. “When I read the book Born to Run I realized there was a more efficient way of running,” says the Ironman world champion. Motivated by the book, Jacobs started a yearlong process of pondering running philosophy and evaluating his own form. “One of my good mates and I would chat about it for hours while we were running, and that was how we developed our own sense of what good technique is and how we could improve the way we ran.” They came away with three conclusions that helped Jacobs develop into a Kona champion.

Video: Pete Jacobs Talks Running Technique

Posture

“You’ve got to stand tall, run proud with your chest up and feel as if something is pulling you up into the air,” Pete says. “If you drop your hips back, you slow down a lot.”

Foot strike

Pete says, “The foot should land underneath you with the heel and forefoot landing at the same time.”

Cadence

“The arms drive cadence,” he says. “Just having really good arm carry with them close and relaxed, moving with a short choppy motion keeps the [foot] cadence high.”

Jacobs relies on two strategies to execute his keys to running form: relaxation and core support. To stay loose, he is constantly thinking about relaxing every muscle in his upper body, except the core. “I can feel the muscles jiggling that don’t need to be working,” he says. “I’m thinking about a systems check constantly while I run. The only muscles that are working are at my core.”

Five Dynamic Drills

To activate this key muscle group, Jacobs repeats the following five dynamic drills before or during workouts.

Watch Jacobs demonstrate the drills with this video and see the descriptions below:

Lunge with a twist: Drop down until the leading thigh is parallel to the ground. Twist the upper body toward the elevated knee. Do 5–10 reps on each leg.

Deep lunge: Lunge forward and put both hands on the ground. Lift up by straightening the lead leg, then drop back down and reach for the ground with your elbows inside the front leg. Return to standing to complete one rep. Do 5–10 reps on each leg.

Twisting grapevine: While performing the grapevine (aka carioca), twist the upper body into the leading foot while looking in the opposite direction. Take 5–10 steps in each direction.

Hamstring bowling: Bend one leg slightly and extend the other with your heel out in front. Lean forward and sweep one hand past the foot of the extended leg as you “walk,” alternating legs. Take 5–10 steps with each leg.

Stride-out: To bring everything together, do several 50-meter bursts building up to a near sprint then slowing gradually.

RELATED:
- Fast By The Numbers: Pete Jacobs’ Kona Power Data
- Pete Jacobs: “2:37 (Marathon) Is My Mark”
- Video: Pete Jacobs’ Endurance LIVE Acceptance Speech
- Jacobs, Cave Win 2012 Ironman World Championship
- Photos: 2012 Ironman World Championship
- Photos: On Location With Pete Jacobs

If you can only own one bike, this Trek might be the most versatile out there.

Trek Domane 4.0
$2,100, Trekbikes.com

Unless you’re planning to own multiple bikes, you’re going to have to decide between a triathlon-specific bike and a well-rounded road machine. The Trek Domane, however, offers a compromise.

This smooth-riding road bike is suited to finding the sweet spot between traditional road and tri positions. Slapping aerobars on a road bike often forces the rider into a scrunched position, resulting in a loss of power. The Domane’s geometry—handlebars higher above the ground and closer to the rider than many race-tuned road bikes—creates a conservative road position and facilitates an efficient aero position when coupled with clip-on aerobars.

RELATED: Can One Bike Do It All?

Check out the second photo gallery of our Ironman 70.3 California race coverage. (See race gallery #1 here.)

Photos by Aaron Hersh.

RELATED – Photos: Oceanside Gear Of The Pros

More from Oceanside.

Photos and captions by Aaron Hersh.

RELATED: Potts, Jackson Outrun The Competition In Oceanside

PHOTOS: 2013 Ironman 70.3 California

More from Oceanside.

Cut through the clutter to really understand the bike frame fit.

On a bike maker’s website you’ll find a schematic called a geometry chart for each of its models. These cluttered numeric diagrams outline all the dimensions of a frame—the length of the tubes and angles between them. Every piece of data is critical for building the bike, and many impact handling, but only a select few describe the bike’s fit characteristics. The rest are red herrings in the search for a well-fitting frame. After finding your desired position—whether it’s on your current bike or through a new fit—a few simple numbers can describe the frames that will match your dimensions. Here’s how to understand which coordinates to pay attention to and which to ignore.

Frame fit

Ignore: Seat tube length, top tube length, head tube length and frame sizes.

The lengths of these tubes only tell part of the story, and frame sizes are even less helpful. “Like buying a pair of shoes, different brands are going to fit very differently,” says J.T. Lyons, F.I.S.T. fit instructor and owner of Moment Cycle Sport in San Diego. “We have bikes with a size small that is the same length as another bike’s size large.” Three critical dimensions solve all these problems and are becoming the focus of a growing number of bike makers.

Heed:

1.  Stack height, the vertical distance between the bottom bracket and the top of the head tube.

2.  Reach, the horizontal distance between the bottom bracket and head tube.

3.  Seat tube angle, which determines saddle position.

These three simple measurements define a frame’s fit characteristics and should guide your bike choice. Compare your own measurements to different frames and sizes to track down a list of bikes that can accommodate your fit. Ignore the rest. Stack and reach dimensions within about 5mm of your ideal will work perfectly because components can be used to micro-adjust for these differences.

Component conundrum

Aerobar selection is the other big piece of the puzzle. “You’re not riding just a frame,” says Lyons. “You’re riding a frame plus a stem plus the bars plus the saddle.” The impact of those components is murkier than the frame because they are less easily quantified and are often adjustable. “Navigating aerobar fit is the biggest disconnecting point in bike fit right now,” Lyons says. Many adjustable bars can change fit even more than swapping frames. Using the same bar and stem is the best way to ensure your bike, not just your frame, matches your fit—although several options can match the same position. As for finding the right one, well, “to some extent, that’s what good fitters are for,” says Lyons.

Autopilot

Armed with bike fit data, you can make an educated decision on your next purchase by paying attention to the measurements listed here. If you want to take it a step further, both Retül and Cannondale offer systems where you simply plug in your fit numbers to compare bike frames and parts before your purchase.

RELATED – Tri Bike Basics: The Triathlon-Specific Bike Frame

Whether it was intentional or not, the fact that Andy Potts exited the swim with athletes right on his heels proved to work to his advantage. Will we see him take a similar strategy to Kona?

Andy Potts was a swimmer before he was a triathlete. He was a very good swimmer. He was an Olympic alternate and NCAA All-American. While he figured out years ago how to ride and run with the best over the 70.3 distance, he always relied on his magnificent swim stroke to earn an early advantage

Taking the lead from the gun as Potts has historically done is a burden. He has more time to finish the bike, but also has a more difficult ride to complete. The bulk of the contenders get to key off each other and benefit from a small (and usually legal) draft, but Potts has typically been left to fend for himself—at least until the group reels him in. This race was different. He came out of the water first, but was followed immediately by a gang including Tim O’Donnell and several others. Potts had company from the start of the ride.

His incredible strength over the half-iron distance has been enough to earn many 70.3 titles, including five at Ironman 70.3 California, but he hasn’t been able to consistently beat the best at the Ironman distance. Some people, including two-time Kona winner Tim DeBoom, have speculated that Potts may benefit from hanging back early during the ride to save that juice for later in the race. His win at Ironman 70.3 California proved that, at least, this strategy isn’t a total disaster.

Potts said after the race that he didn’t wait for the others in the swim—he was quick to compliment his competition for improving their swim ability and said they simply swam faster. Whatever the reason, Potts was able to bide his time during the ride instead of gassing it from the first pedal stroke. He was extremely cautious to avoid drafting from what I saw and was never far from the front. But he still benefited from cycling with the lead group instead of in front of it.

Whether this scenario was by design or caused by a shift in the swim hierarchy isn’t really important. The outcome is the same. Potts rode the entire bike course surrounded by his competition and came away victorious. If Ironman races, specifically Kona, play out in this way, Potts is likely to be closer to the front than ever before. It looks like DeBoom might get an answer to his question this October.

Two stars in the making

Both talented latecomers to the sport have won major races in the past—namely Wildflower, and Heather Jackson won Escape from Alcatraz last month—but neither proved their ability to win against the very top competition in 2012’s biggest races. Their performances at Ironman 70.3 California demonstrated they have crossed the threshold into the sport’s elite.

Thomas is gradually learning how to best use his All-American running ability, while sharpening his swim and bike.

Jackson solved her own formula for a great race. She backed off the aggression on the bike and replaced it with new-found foot speed and confidence in her ability to close.

Look for both Jackson and Thomas to make the leap in 2013 and start contending for victory at the biggest races throughout the summer.

RELATED:
- Andy Potts: “I Relied On My Experience”
- Video: Heather Jackson Finds Her Racing Confidence
- Potts, Jackson Outrun The Competition In Oceanside