Rather than pitting one against the other, smart riders now combine indoor control with outdoor variety to optimise performance, consistency, and enjoyment.

Whether you’re chasing race results, building endurance, or just trying to stay on track through winter, each setting offers unique benefits.

According to cycling coach Paul Mill of Elitecycling the keys are balance and flexibility. By structuring your week to include both targeted indoor sessions and skill-building outdoor rides, you can maximise gains while keeping motivation high and burnout at bay.

The perfect balance for peak performance

The debate around indoor versus outdoor cycling has evolved beyond ‘which is better, to how do I use both to get better?’. “The smartest riders strike a balance,” says Mill. “One that fits their goals, lifestyle, and environment.”

For committed cyclists fitting training around work, family, and social life, Mill recommends a flexible and realistic training structure every week.

• 2–3 indoor sessions: focused, high-intensity, and time-efficient
• 1–2 outdoor sessions: longer, lower-intensity, and skill-oriented

This split allows riders to hit their performance targets while making the most of their available time - and keeping motivation high through variety. “Flexibility really is the key,” says Mill. “You get the physiological quality indoors and the emotional and technical benefits outdoors.”

Indoor cycling's superpowers

Indoor cycling workouts are great for structure and control. Sessions like high-intensity intervals - VO2 max or anaerobic efforts - benefit from the lack of interruptions. You can lock into exact wattages, hold precise cadence, and stick to recovery periods without worrying about traffic lights or terrain. Ideal indoor sessions include:

• VO2 max and anaerobic intervals: Riding indoors gives you maximum control and intensity
• Threshold workouts: It's easier to hold consistent power targets for 10-60 minutes indoors
• Cadence drills: Isolating and monitoring your technique is simpler without distraction
• Structured intervals: Riding indoors helps you to be more precise with your work-rest ratios
• Race simulations: Taking part in an indoor event like those in the MyWhoosh Sunday Race Club provides you with a high intensity workout, indoor unpredictability, and race-readiness

Outdoor riding's rewards

Outdoor riding is still essential - especially for building endurance and road skills. “There’s no substitute for the mental and physical variety that comes with real terrain, weather, and the dynamics of riding in a group,” insists Mill. Best outdoor sessions include:

• Endurance rides: Longer, steady rides that build aerobic capacity are – for many – easier to do IRL
• Group rides: You can, of course, ride in a huge group in an immersive indoor world but tactics, positioning, drafting and even etiquette are best learned on the opened road
• Technical skills: Cornering, descending, riding in crosswinds, avoiding potholes – you simply can't get better at mastering these skills in front of a screen
• Hill reps: Real, highly variable, gradients challenge your technique and strength differently than simulated climbs

Outdoor hills are worth repeating

“Outdoor hills offer the best training for real-world climbing,” insists Mill. Riders engage more muscles, adapt to changing conditions, and refine technique - standing vs. seated, power delivery, and pacing.

“Outdoors is also better for neuromuscular coordination and handling torque,” Mill adds. “But indoors can work if you’re short on time, daylight, or local terrain.”

For indoor hill simulations, Mill recommends smart trainers paired with rocker plates and gradient simulators to replicate the feel of climbing. “Sure, the latest iteration of cycle training apps add visual immersion - but real-world rides still provide the most full-body engagement.”

The greater outdoors?

The psychological impact of training location can’t be ignored. Riding outdoors offers a powerful mental reset. The exposure to light, nature, and open space boosts mood, the exploration of new routes keeps cycling engaging while the real-world variables – other road users, potholes, force 9 gales and the like – develop mental adaptability and tactical thinking.

On the other hand, indoor training is more efficient in that there’s no faffing with kit, no dealing with traffic, no major mechanicals to stop you in your tracks. Indoor training is – usually – quite laser-focused. (As in the controlled environment helps you hit training targets). There are no issues around sticking to your plan even in the depths of winter either, and thanks to virtual races and group rides there’s no lack of motivation. “Mixing both avoids burnout,” says Mill. “You stay physically sharp and mentally fresh.”

Indoor reality checks

Modern indoor training platforms offer an impressively close simulation of outdoor cycling. Riders can race, climb, and train with precision. But there are still some limits.

That’s why Mill advises blending both styles. “Use indoor training for control and intensity, use outdoor riding to build technical skills, experience real-world conditions, and reconnect with why you ride in the first place.”

It’s not really a question of indoor versus outdoor these days. It’s how to use each to maximum effect. Structured intensity indoors, long steady work and skill-building outdoors, and a training plan that respects your time, weather, and mental energy. “Get the best of both worlds,” says Paul Mill. “The gains come when you combine the control of indoor with the adaptability of outdoor. That’s real training.”

The result: a torn hamstring. So torn, in fact, that, at one point, the black-purple bruise extended from the bottom of my ass to the top of my ankle.

Gone were the half-dozen cross races I was hoping to do last autumn, the mountain bike races, weekly BMX events that my seven-year-old son and I compete in together, and the track races and training at our nearby velodrome. Gone were my beloved Saturday morning rides, which, at minimum, tick around 100 kilometers.

I was off the bike for the foreseeable future and, the doctor promised, whenever I did return, it would be a long time before I could make any real power; power that was, at the time, gave me an FTP (Functional Treshold Power) of 340 watts.

Somewhere in those dark, fitness-free months, a publicist working with the online training app Rouvy contacted me. Might I be interested in trying out the app, specifically the training plan created by Dutch uber team Visma-Lease a Bike, to see how it might impact my fitness, he wondered.

And so began my sixteen-session, six-week training plan.

While Rouvy's training sessions are intended to be done on your indoor trainer, they can easily be complemented with outdoor rides, especially those focused on longer, more sustained, and endurance-building zone-two efforts.

During my Visma Lease-a-Bike training block, I still stuck to my regular Saturday metric century, a three-ish hour ride which averages around 20mph at 230 watts.

Training plan kick off

The plan started, as all training blocks should, with an FTP test. I chose the 40-minute ramp test which, after a solid warmup, kicked up the resistance by twenty watts every minute. The idea is to hold on and keep pedaling for as long as possible.

The results shocked me, owing no doubt to the fact that I was staying as fit as possible during my recovery with regular HIIT workouts (avoiding any squats, deadlifts, or explosive lower movements), plenty of walking, and more yoga than usual. I notched a 315w FTP, a five-minute power output of 371w, and one-minute output of 552.

At around 255 pounds (or 116kg), I was average at best, capable of 2.7 watts/kilo. Still, going into the FTP test, I thought I was going to be in much worse shape than 315w.

But, every fitness journey has to begin somewhere. Once I had all of my base metrics, I jumped in, clicking on the first session the next morning.

Training was easy, which is one thing I love about virtual riding. For my road rides, I have to kit up, prep my bike, ride (or drive) to the start of the ride, BS with my riding buddies for five or ten or fifteen minutes before finally setting off for the ride. With virtual training, all I need are bibs, socks, and two bottles of water. Everything that needs to happen happens twenty feet away from my bedroom, in my basement pain cave-slash-bike shop. Given the ease of bite-sized, forty-ish minute sessions, I had no problem fitting the routine into my daily life.

Notice how I said “training” was easy. Not “the training.” Because, while the process of training—the act of getting on the bike and into the workout—was easy, the training itself was anything but.

The brutal reality

The Rouvy workouts were no doubt tailored for the working-class cyclist; for the person who doesn’t have five daily hours to commit to training rides. Surely, Sepp Kuss’s training rides aren’t exactly the thirty-eight-minute VO2 max ride I did in my basement. However, the principals were the same, taken from Sepp or Matteo Jorgenson or Wout van Aert and shrunken down to suit the average Joe, the weekend warrior and his 2.7 w/kg. And man, were they brutal.

“The virtual training sessions are quite similar to the real-life training our pro riders do in preparation for events,” said Visma Lease-a-Bike coach Mathieu Heijboer. “While our riders train on a variety of terrains, the goal is the same: building endurance, strength, and FTP.”

Heijboer added that the key to increasing FTP is a combination of consistency and progressive overload, which was clear as I made my way through the training block’s sixteen workouts. Week one, while tough, was nowhere near as taxing as week two. Week three put them both to shame and by week four, I was glad to be nearing the finish. Of course, of that is to say that week one was easy. But the knowledge that my strength was, in theory, increasing helped ease the pain of training.

By the end of each of the block’s sessions, which averaged around forty minutes, I was toast. A glistening puddle of sweat pooled beneath my bike, my bibs and shirt were soaked, and my legs screamed for mercy. Pound-for-pound, second-for-second, these were some of the most intense workouts I’ve done on a bicycle.

But were they working?

Halfway through the sixteen-session block, it was hard to say, owing in large part to the versatility of the workouts.

The workouts ticked all of the notes in a cyclist’s toolbox. There was cadence work and VO2 max rides, climbing efforts, endurance rides, and anerobic workouts.

Some, like Simon Yates’s thirty-four-minute spin up ride, which focused on the all-important cadence work, felt almost like a hard warmup.

While others, like Steven Kruijswijk’s eighty-minute tempo workout, had me producing 85% of my FTP for four eight-minute blocks with just 90 seconds of rest between (that one had me, an avowed atheist, seeing Jesus).

Most of them were somewhere in between, though closer to Kruijswijk’s hell session than Yates’s easy day.

Given the consistent inconsistency of the workouts and the fact that I felt absolutely drained after most of the sessions, I wouldn’t know if my overall fitness, the all-important FTP, was being impacted. But, according to Heijboer, so long as I stayed consistent and followed the plan, my strength should increase.

“This process trains your body to handle and clear lactate more effectively, which ultimately lets you sustain harder efforts for longer,” he said. “So, it’s not just about doing hard sessions; it’s about doing them in a way that your body can adapt to over time. Consistency is crucial.”

After sixteen blocks of training, I climbed back on my trainer to see what, if any, impact training like a Visma Lease-a-Bike rider had on me.

Before my second FTP test, I revisited my interview with Heijboer, who outlined what seemed like a huge jump for me.

“For someone newer to structured training or coming back after some time off, a 5-10% increase over 6 weeks is a solid target,” he said.

The results are in

I’m hardly new to structured training. However, those four months that found me off the bike, tending to my torn and healing hamstring, meant I was looking for as much as a 10% gain in FTP. Could my FTP have jumped from 315 to 346 in just six weeks?

Maybe. To quote the great Greg LeMond, “It doesn’t get easier. You just get faster.”

And that couldn’t be more true than during the soul-crushing FTP ramp test. Because in those 40 mintues, I suffered more than I did on Kruijswijck’s tempo ride, more than I did on Mattteo Jorgenson’s Vo2 max HIIT ride, more than I did on Jonas Vingegaard’s climb ride.

But, in the end, true to Heijboer’s promise, I got stronger. Though I didn’t quite see the 10% increase of 31 watts, the result was a 6%, 19-watt jump, from 315 to 334, six watts shy of my pre-injury 340 mark. My five-minute power increased 5% from 371 to 390, as did my one-minute output, which went from 552 to 580w.

So, can I expect another 6% increase if I spend the next six weeks training “with” Visma Lease-a-Bike?

Unlikely. “As you get fitter, progress tends to slow down and diminishing returns usually start when you’ve already made significant progress, Heijboer said. “After the first few training blocks, you might see big improvements, maybe 5 points. But as you get fitter, those gains will naturally start to decrease."

"Plateaus are normal and happen when your body has adapted to the current training load. That’s when you need to get creative. Change up the type of efforts, increase volume, or vary the intensity to continue progressing. FTP gains are rarely linear.”

Whatever. After four months sidelined with an injury, it felt great to just be on a bike. Getting stronger is just icing on the cake.

At first Monger used a mountain bike dropper seatpost on his road bike, allowing him to stay seated and lower the seatpost at stops. But when training for the 2024 Ironman World Championships in Kona, Hawaii, he needed a more efficient solution. The breakthrough came with a magnetic cleat. “It enabled me to attach and detach quickly and made a huge difference,” he says. “After an hour of practice in a car park, we found a technique whereby I could start and stop safely.” The next day, he rode solo for over an hour without issues. “That’s when I knew I could do it.”

Monger rides three to four times a week, mostly focusing on steady Zone 2 endurance rides. “About 90% of my training for Kona was in Zone 2, with higher-intensity intervals. No matter how much I train, my left leg will never match my right in terms of power output – but the key was improving my overall strength as a cyclist.”

The power imbalance means cycling won’t ever be his strongest event. “I’m a pretty decent swimmer but then I get overtaken a lot on the 90k bike ride. That was demoralising at first, but then I found myself overtaking on the descents – I guess the motor racing driver in me made me a bit braver.”

What I’ve learned: “Getting outside, feeling the fresh air, and taking in the scenery – training can be tough, but there’s something special about just being out there on the road.”

If I could change one thing: “There’s still a stigma around cyclists, and sometimes the way we’re treated on the road can put people off from even trying. I just wish we could get to a point where all cyclists – whether able-bodied or para-athletes – are given more space and respect.”

Jaco van Gass

Jaco van Gass was serving with the British Army in Afghanistan in 2009 when a rocket-propelled grenade attack resulted in the loss of his left lower arm. Inspired by London 2012, he pursued paracycling, refining his prosthetics with coach John Hewitt, to create an innovative ‘wing’ prosthetic.

The ‘wing’ was controversially banned on the eve of the Tokyo 2020 Paralympics, in which Van Gass won two golds. “We still got the result, but there’s a resistance to advancements in upper-limb prosthetics among those governing the sport.”

Van Gass also won double gold at Paris 2024 with a locked-in prosthetic he uses for track and time trials. “Because it’s locked in I have to generate my power from a seated position which is really tough.”

On the road, the 38-year-old switches to a longer prosthetic that enables him to rise out the saddle to generate torque. Van Gass’s approach to training off the bike has developed over time too. “I use my ‘gym arm’ – a multifunctional prosthetic with a ratcheted grip and a lockable elbow – to lift heavy weights.” He trains six days a week, with the training tailored toward whichever event is up next. “In the off-season I work on weak spots and ways to improve any deficiencies.”

What I’ve learned: “Cycling isn’t just about getting on a bike and riding. It’s the hours in the saddle, the time spent training in all weather conditions, the strength and conditioning work off the bike – and for para-cyclists we’re constantly looking for ways to maximise performance within our own limitations.”

If I could change one thing: “More integration with able-bodied events. Ask someone to name WorldTour riders, they could probably do a dozen without thinking. But ask them to name para-cyclists and they can’t. That’s not because we don’t have the talent – it’s because we don’t have the same exposure.”

Daphne Schrager

Like Van Gass, Daphne Schrager, 24, took inspiration from London 2012 and tried out for para-canoeing, rowing and cycling. “I couldn’t balance in the canoe and was too short for rowing – so cycling got me.” Watersports’ loss has been para-cycling’s gain, with Schrager now one to watch in the C2 category thanks to a silver medal won in the women’s pursuit at Paris 2024.

Schrager has cerebral palsy (CP), suffering bouts of poor muscle coordination, stiff or weak muscles, neural lapses and tremors. “At the moment I have a lot of double training days as we're focused on a big strength-building drive. I have an issue that’s quite common among athletes with CP whereby some muscle fibres fire better than others – in my case, I can't recruit my hamstrings.”

To combat this, Schrager does hyperoxic sprints on a stationary bike – breathing a higher oxygen concentration than normal air to improve endurance and reduce muscle fatigue. She says having strong glutes and calves helps her compensate for the lack of hamstring strength. “I’m doing a lot of leg presses now as well as banded exercises, glute bridges, Bulgarian squats – we hate those – and Nordic curls which really help engage and develop my hamstrings.”

Bike adjustments are helping too. “On the bike, we’ve fitted shorter cranks which means the turnover is shorter so I don’t have to recruit the muscles as much at the bottom of the turn. Also, my handlebar ends turn inwards because I can’t clasp my hands very well. The developments are neverending.”

What I’ve learned: “I sometimes have neural dips where I can’t coordinate or control the bike. I’ve learnt to look out for the warning signs and ease up on training when they strike.”

If I could change one thing: “I wish people weren’t afraid to ask questions. Kids do – it’s natural curiosity – but adults often shy away, fearing offence. If people asked instead of assuming, we’d break down so many awkward barriers.”

Fin Graham

Fin Graham grew up in the Borders of Scotland, drawn to mountain biking from an early age. Despite having been born with bilateral club feet, meaning he has barely any calf muscle and little ankle movement, he managed to develop his off-road riding skills while wearing special splints supporting the ankle and calf area. In 2016, he transitioned to road and track cycling through the para-cycling pathway. “The biggest difference? Lycra and shaving my legs!” says the 25-year-old. “Coming from mountain biking, that was a shock. The first time I tried, I looked like I’d been attacked by an animal!”

Graham adapted quickly, winning seven world championship golds alongside his Paralympic title from Paris. “When I started my para-cycling journey, I had further assessments by neurologists, who discovered I have spinal muscular atrophy with lower-limb involvement. But I’m fortunate in that I don’t need any major adaptations like brake-splitters to the bike, as some para-cyclists do. I can pretty much jump on any bike and make it work.”

Since Paris, Graham has focused on building muscle. “I was around 63kg but I don’t need to be that light. Extra weight helps with power on the track, and in para-cycling, there aren’t Alpine climbs where being ultralight is crucial.”

He prioritises three gym sessions, emphasising deadlifts, leg presses, and upper body work. “Afterward, I’ll spin the legs for a couple of hours, but right now, strength is the focus, then it’s warm-weather road training in Calpe, Spain, before the season begins.”

What I’ve learned: “Recovery is under-rated. When I started, I was commuting from Scotland to Manchester Velodrome while working to fund myself. Recovery wasn’t a priority. Now, I can rest properly, refuel, and get quality sleep - it’s made a huge difference.”

If I could change one thing: “The myth that para-sport is easier. We train just as hard, sometimes harder - yet our achievements rarely get the recognition they deserve.”

Lizzi Jordan

Lizzi Jordan was midway through a psychology degree when, in 2017, severe food poisoning from a takeaway meal robbed her of her sight. After three months in a coma due to an E. coli-triggered immune response, she awoke weakened but alive, thanks to a last-resort antibody treatment.

A keen horse rider, she switched to cycling after a 2020 talent ID programme and won three golds at the Rio World Championships, plus Paris 2024 gold with partner Danni Khan. “Tandem cycling is about trust, communication, and adapting to challenges,” says the 27-year-old. Jordan trains solo and with pilots, balancing turbo sessions with real-world rides. Living in Surrey, while Khan is in Birmingham, they meet in Manchester before competitions. She trains five days a week on a stationary bike and joins her local cycling club on weekends.

For any cyclist, turbo training can be monotonous, but for Jordan, it presents additional challenges. "I use Zwift like most cyclists do, but because I can’t read the numbers on the screen, I need someone to sit next to me and read them out," she explains. "Zwift does have an erg mode, where I can set a certain wattage for a set time, and it makes a noise when shifting power zones. That helps with basic endurance training, but for more specific workouts, I need assistance.” Jordan has been advocating for audio prompts to be added to Zwift and other virtual cycling platforms. "It’s not just a para-cycling thing – even sighted cyclists would benefit. When you're in the middle of a hard effort, the last thing you want to do is look up at tiny numbers on a screen!"

Out on the road, Jordan’s not fussy about her pilot’s fitness levels – what’s crucial is competency and safety. “I need someone who can handle the tandem well, communicates loud and clear, then I – as the stoker – can put the power through the pedals." To generate that power, Jordan dedicates time to strength and conditioning. "In the gym I’ve got a great personal trainer who helps me execute strength drills which I need to have explained to me rather than demonstrated. My trainer says that my form is often better than others because I focus intently on listening to instructions.”

What I’ve learned: "On the tandem, you’re relying entirely on your pilot, so you have to trust them completely. It’s all about working together, being clear with each other, and anticipating what’s ahead."

If I could change one thing: “People don’t realise how much teamwork goes into it. It’s not just the stoker putting in the power or the pilot steering – it’s about perfect synchronisation. When everything clicks, it’s amazing."

Credits: Thanks to the Great Britain Cycling Team. Billy Monger is supporting comicrelief.com

For this I blame Jean Francois Bernard, a cyclist who in the late 1980s - along with Laurent Fignon - had a fair go at replacing Bernard Hinault as the darling of French cycling. I can still recall his Mont Ventoux time trial at the Tour de France in 1987 – a race against the clock he won in searing heat with spectators half a dozen deep urging him to the summit.

Fortunately we had our own Mont Ventoux just down the end of the road. It was at least 100 metres long and the gradient maxed out at a heady 1.8%, but for us it was equal in stature to the Giant of Provence, handily tucked away in a leafy corner of Surrey.

My brother on his Dawes, my neighbours on their Raleigh Burner and Peugeot City Express, we all had designs on becoming the next Sean Yates or Malcolm Elliott - and given the speeds we thundered up this incline a career in pro cycling surely beckoned.

*Record scratch*.....

20 years on the booze

Then my 12th birthday rolled around, and as is customary for a pubescent chap, I seamlessly morphed into a spotty, snarling oik, who couldn’t careless about cycling, or anything other than staying in bed with the curtains drawn feeling perpetually pissed off.

Cycling? Who cared about cycling. It was a daft sport anyway. And look at the clothing they wear. You’d have to be some sort of weirdo to knock about in those threads. I was despondent, bored, angry, and listening to Nirvana at full volume.

And so began a 20-year period during which I became heavily embroiled in the cigarette and alcohol scene. Yes, a dogged campaign to rid myself of as many brain cells as possible was embarked upon, perhaps while invoking a little cardio respiratory disease to boot. You know, just to add the finishing touches to my die-as-young-as-humanly-possible project.

I alighted from my twenties in woeful shape - my stomach had its own time zone and I was in possession of a pair of lungs that were as useful as boobs on a boar. Operation death was moving along swiftly.

Operation 'get fit'

Then my children arrived and it was a bit like waking from a two-decade long fever dream. For the first time since those halcyon days on our own private Mont Ventoux, I was struck by clarity of thought. I looked at my newborns and decided the best way to approach the future was to not be dead. Operation fitness began.

While I had been enjoying my extended sabbatical from reality, James, my brother, had continued cycling, having negotiated his teenage years in a slightly less idiotic fashion.

I knocked on his door, cap in hand, and asked if I could borrow one of his myriad bicycles. After assuring him I wasn’t going to sell it, he wheeled out a Gary Fisher mountain bike and off I rode. And rode and rode and rode.

Things got very Forest Gump - I could not stop riding that bike. I wasn’t going fast, not by any stretch, but I was riding it consistently and I was riding it far. My legs, even on the merest suggestion of a rise in the road, quivered under the pressure – I had no real leg muscle to call upon – and my lungs were still reeling from the gargantuan walloping they’d received by Messrs Benson and Hedges. Yet, I kept riding. I found it hugely therapeutic, incomparably satisfying

A few months after I began cycling, my wife took the children to see her family, meaning I had a week or so to really break in the Genesis cyclo-cross bike I’d recently bought.

I decided to use this opportunity to ride from Land’s End to John o’ Groats… in a pair of trainers and a tracksuit. A few months on from this I rode from the bottom of France to the top, along the mostly flat Avenue Vert.

The seed had officially been sown. My love of riding a bike had been rekindled. I rode without purpose – purely for the love of it – for the following few years. I never really considered my level of physical fitness, this was for my mental health only.

Next however, followed a sequence of events that conspired to make me not only the fittest I’d ever been, but, from an objective point of view, in a pretty high percentile of nationwide fitness levels. Bear with me, I shall explain.

Watt's up

My daughters were around five and six years old at this stage and my wife had gone back to work, meaning daddy day care was front and centre. No long distance cycling sojourns for me then.

But it wasn’t long before I came across what I now consider a sacred pairing – namely, the Wattbike Atom and Zwift. Getting my indoor set-up nailed allowed me to ‘look after the kids’ and ride at the same time, it was perfect. Training with power, though, introduced a level of competition - not necessarily with other people, but as a number to try and beat.

Of course I’d take note of average speeds during outings on the road, but there’s a host of factors at play that make this a highly subjective barometer of how well you're going. Watts however are watts. A pure measure that, on a smart bike, is down to you and you alone. They became a fixation.

To date I have cycled 32,000km on Zwift via races and interval sessions and the all-important power reading at the top of the screen has kept rising. I’m now breathing some pretty rare air, with a 400 plus watt FTP.

It's never too late

For a feature I’ve been researching for the magazine I recently had to undergo a series of fitness tests, ascertaining lung function, VO2 max, bone density and body fat percentages. Had I done this 18 years ago I would’ve been told to go straight to A&E, don’t pass go - you’re falling apart, mate. Seek immediate help.

Now however, the physician was able to reveal a much rosier picture. My bone density was as it should be for a 48 year old and my body fat was 17%. So far, so normal. It was only when I’d pushed myself to the point of absolute exhaustion during the Vo2 Max test that the full extent of my fitness regime was unearthed.

A relative VO2 Max of 60 was recorded with an absolute VO2 Max of 5.2 ml/min - the former putting me in the superior category for my age group with the latter bordering on elite.

Far from trying to blow smoke up my own backside here - although if I don’t do it, nobody else will– this heavily potted version of my road back to a fairly well functioning member of society pays testament to the resilience of the human body.

Regardless of your current situation, whether you’re obese, suffering with ill health or injury or indeed battling a substance addiction, I suspect it’s very rarely too late to flip your lifestyle and take control of your destiny again no matter what your age is. After all, age really is just a number and becoming the best possible version of yourself is just a couple of habit changes away.

Now if you’ll excuse me I’ve got a date with Mont Ventoux… not the real one of course, there’s another one at the end of my road. And you’re never too old to pretend to be Jean Franccois Bernard.

It has the ring of your favourite ice cream parlour, rather than the sort of workout that might leave you aching and exhausted. Very different to the clinical 'VO2 max intervals', or the alarming 'back to back over/unders' or, perhaps worst of all, '20 minutes max power test'. (I'll make my excuses now, if you don't mind).

However, that is the beauty of sweet spot – or SST, to which it's often abbreviated – done right, it doesn't actually feel that awful and, theoretically, you can get up the following day and do it again.

It's widely touted as the best bang-for-buck workout you can do, racking up the TSS (training stress score) like little else. Does that mean it piles on your real-world riding form in the same way? No, is the short answer to that, says coach Andy Turner of ATP Performance Cycle Coaching.

He says: "For those who chase fitness scores and the build-up of TSS [on virtual riding platforms, for example], it's effective at doing that, but that doesn't necessarily mean it's effective at making you actually physiologically faster."

Defined by Frank Overton and developed with Dr Andy Coggan, sweet spot has become an extremely popular way to pass the time, particularly on the indoor trainer, where blocks of 10 minutes upwards form the bedrock of numerous training plans set by platforms such as TrainerRoad and Zwift.

Measured as a percentage of functional threshold power (FTP), there are numerous definitions of sweet spot but, according to the Fascat Coaching website – run by Overton himself – it falls between 84% and 97% of FTP.

Turner elaborates: "It's the sort of upper end of higher intensity that you can sustain for longer durations – it's that principle of getting as much work done in a shorter period of time. So you can do an hour of sweet spot comfortably, but an hour of threshold is incredibly uncomfortable, even if there's maybe only 20 watts difference between those two numbers."

Part of the attraction of sweet spot training, Turner says, is psychological. It can quickly start to feel easier, and wattage gains at sweet spot intensity can also ramp up, especially at first.

"It's a bit like your classic tempo smash sesh with your mates," he says – "where you just try and do as high an average speed for 90 minutes as possible. It's not very good training for getting fitter, but you can see that that session is now easier."

However, the mid-range intensity level of sweet spot means missing out on the key gains in mitochondrial density and capillarisation that low-intensity riding offers, as well as the boost to raw power and other aerobic fitness benefits induced by training at higher intensities like VO2 max. These are all key, and are essentially what aerobic fitness is built on.

No magic bullets

"I think that there is a place for it, but it's limited in its application," says Turner. "Everyone likes one magic bullet to solve all of their problems, whatever it is. In reality, it's always a mix of things for the individual and their goals.

"Sweet spot can be useful, but then once you've been doing it for a while, you need to change the training stimulus and implement something new. And that's where polarised training starts to become where you see more of the gains."

Turner says he regularly has clients come to him with the same sweet-spot-related issue: "They just say, "I've hit a training plateau, I just can't go any harder; or, on group rides I'm strong on the flats, but then we get to these short, sharp, punchy climbs, and I just can't go any harder. That's quite a common occurrence, and what needs to change is the training stimulus."

Polarised training isn't a new term by any means, and the concept itself is an approach that has been taken by performance cyclists for decades – essentially, it involves mixing low-intensity riding with high-intensity riding, and little in-between.

An example could be a weekly diet of five to 10 hours of riding in zones one and two – your 'all-day' pace – ideally with one of those rides pushed out to four hours or so (or as long as your calendar will let you), with one or two high-intensity interval sessions thrown in. The classic VO2max sessions uses work intervals of three to five minutes (usually the longest you can sustain this intensity for), with at least equal rest intervals.

It doesn't sound very cosy – not like sweet spot. And it doesn't feel it either: "VO2max, frankly, are really unpleasant sessions to do," says Turner, adding that you need to be well rested to do them right.

This is where we swing back around to sweet spot. There's no 'getting in the zone' or sick buckets required, it helps us stay acquainted with the somewhat harder effort levels, and it's easy to recover from.

As such, it's an intensity unlikely to be going anywhere soon. But you see that basket marked SST? Perhaps don't put all your eggs in it. Spread them around a bit and see the benefits.

As ever, if you are new to hard training, or returning to cycling after a long layoff, do err on the side of caution and get clearance from your doctor.

It's not just Olympians who, after years of having a clear reason to get up in the morning, find themselves dejectedly hitting the snooze button. "Whenever someone's sense of identity, confidence and personal power is dependent on their success in a sport, the transition away from it can be tough," says sports psychologist Peter Hudson.

"Even at an amateur level, the quest for fitness and PBs and the team camaraderie can become a major part of one's waking hours. Retiring from all that can be very challenging." Kenny compares his experience of quitting cycling to that of a teenager heading off to university. "At 17 or 18, these kids leave home and try to figure out their place in the world.

But in sport I'd never had to do that. My place in the world had been dictated, from an early age, by my place on the squad and my finishing performance. I didn't start working out my place in the world [beyond cycling] until I was 33."

Kenny's words may help others from that 2012 Olympics golden generation, such as Geraint Thomas, who is due to retire at the end of this year. "There's an initial fear when you quit," adds Kenny. "Even if you're moving to a great job, it's a massive life decision as your whole world's been based around riding a bike."

He explains that, while his stepping away from competition has been relatively smooth, having taken on a sprint coach role with British Cycling, some of his peers have struggled to adapt to life after pro cycling.

Traumatic transition

Psychologist Hudson outlines why the change in lifestyle can be difficult. "The way that the pro peloton works these days - the sponsorship, number of races and level that riders have to perform at - has made it a much more demanding sport.

When suddenly that comes to an end, it's like having the rug pulled from under your feet. You have all this unstructured time and the adjustment to that can be very, very difficult." That difficulty is reflected in the number of former athletes affected by mental health issues since quitting their chosen sport.

A 2023 study, published in the journal Advances in Psychiatry and Behavioural Health, found that up to 20% of athletes experience anxiety, depression and even post-traumatic stress disorder after leaving competitive sport.

"The sudden loss of routine and identity so closely associated with their sport is one thing. Money, or the lack of it, can make retirement from elite cycling especially tough," adds Hudson. Despite his incredible achievements in the saddle, Bradley Wiggins has famously struggled with that lost sense of identity and purpose, as well as financial problems, after leaving the sport.

He recently told the Telegraph: "Within three years of retiring in 2016, I was a drug addict." Wiggins's plight is not as unusual as you might think. "Research suggests that up to 50% of professional cyclists are in financial distress or face bankruptcy within five years of retirement," says Jamie Anderson, a professor of leadership and strategy who mentors former pro riders.

"It's tough, and many cyclists may not have the financial literacy necessary to manage their earnings wisely. A lack of guidance or mentorship during their careers compounds the problem." Anderson, who resides in Belgium, believes that a rider's family background, and what he calls the "bubble of sanity" surrounding them, can play a part in how they fare after they quit.

"I see a lot of the young riders here [in Belgium], from working-class backgrounds, who are spotted at 14 and from that point on they're never encouraged to think about life after cycling.

Their families don't always have the capabilities or the foresight to help with financial planning, either." Anderson believes that teams should provide more financial and educational support, and that former pros should be encouraged to become mentors.

For some riders, the decision to quit is taken out of their hands. "As a rider, you feel it coming," explains 38-year-old Belgian Ben Hermans, who announced his retirement in January after failing to secure a new contract with Cofidis. "Because I still loved to race my bike, I was always hoping to continue."

"But it was the first time in my 16-year career that I was ready to continue - and also ready to stop." Hermans believes his performances in the summer of 2024 had been good enough to merit a new contract. "But if you are getting to 38 years old and your team is not renewing your contract, you are in a very difficult situation." Duty of care?

Where a rider has had greater control over their decision to quit, the transition is often smoother, as Kenny's move from racing to coaching confirms. Athletes forced to retire through injury have higher rates of anxiety and depression when compared to the general population.

A number of ex-pros believe that cycling's administrators have a duty to ensure riders are better prepared for a life after competition but aren't facing up to that responsibility. Former Katusha-Alpecin pro Marcel Kittel is among those who have spoken out about the need to provide a smoother transition into retirement for elite riders. Former Irish road race champion Imogen Cotter quit cycling in April 2024 owing to the lingering psychological impact of a near-fatal collision with a van while training in Spain in 2022. She returned to the peloton after the crash, but struggled to rediscover her championship- winning form of 2021.

"I was hitting numbers better than my pre-crash levels," says the 31-year-old. "In many ways, it was the comeback I had only dreamed of - but racing had lost its importance to me. I'd be at races where people would stress over tiny details, and all I could think was, 'We could all die - why does this even matter?"

What does Cotter think makes quitting cycling so difficult for many riders? "A lot of cyclists attach a lot of their identity to the sport," she says. "Quitting is a really scary leap to take. At some professional outfits, they have a performance team around you to guide you with decisions like this.

Towards the end of my time with [Fenix Deceuninck] there was no performance team advising me as such; I was just doing everything on my own. I was left to make the leap with no real advice as to how I should do it." Cotter is thankful that, as a relative latecomer to the sport, having started at 24, she was better equipped for life post-cycling.

"My identity wasn't solely wrapped up in the sport - I'd also gone to university, worked full-time and lived outside of cycling before," she explains. "That said, I used to look at retired cyclists and imagine that it must be a bit miserable having nothing to work towards. But when it came to giving it up, I had no regrets.

I won the National Championships, and fought my way back after the crash - I'm proud of that. It just didn't fit my life anymore." As Kenny points out, while some organisations, including British Cycling, have support in place for cyclists looking to move on, much of the emphasis is on the rider to find their feet independently.

"We have a form of performance lifestyle support that links riders to various companies and universities when they want to get into other roles," says Kenny, "but it tends to be led by the rider. I think it should be a little bit more structured - and compulsory for development cyclists, so that they're more prepared to quit when the time comes." Amateurs not immune Struggling to adjust to life after competitive cycling isn't only a problem for pro riders.

"Amateurs can find themselves lost if they step away or are forced away from the structure, the training sessions and the unofficial support network of the cycling community," Hudson outlines the psychological hurdles. One rider who found himself in exactly this situation is 47-year-old American Josh Ross. "Stepping away from cycling did impact my mental health," he explains. "My social circle had become the cycling community. Not only the local races but also online, from Strava to following riders on social media."

The former amateur racer from North Dakota, USA, was prescribed cycling by his doctor in 2018 as a means of staying fit without putting too much impact on his injured knees. "After about two weeks, I was hooked. After three months of riding, I'd bought a trainer and followed a programme from Wahoo. By early May - just a few months after taking it up - I did my first real race."

Ross was just discovering the highs of competitive road and gravel cycling when Covid-19 hit. "I used the time to improve my nutrition, downloaded all the apps, tuned into podcasts and bought more bikes, including a new road machine with aero bars. Everything was about riding faster, and when the restrictions were lifted, I was showing up to all the local races in the five-state area."

Just as Ross was becoming more successful in his newfound passion, the flame began to flicker. "Race fees started to increase dramatically to cover insurance and prize money, and bike parts jumped in price.

I realised most of my discretionary spending was going toward cycling. Even our vacations were centred around races." Ross's cycling compulsion was affecting his health too. "My teeth began to form cavities, thanks in no small part to the carb solutions I'd drink on long rides.

And I was having back problems from spending hours in an aero position." His tall, 6ft 4in frame meant his weight was higher than he desired, even when fit and lean.

"I would 'peak' for a race and place high, but feel tired and unhealthy off the bike." The catalyst for Ross came when he started a new business venture. "I was training less regularly. I stopped hitting PBs, my motivation was crushed, the weight crept back on.

When I showed up to a local ride, another rider literally poked me in the gut and asked, 'What is that?" Eventually Ross decided to quit altogether - and now, despite the ribbing, misses his cycling network.

"The social interaction either ceased or, in the case of online, didn't make sense to continue-there was no reason to follow and chat about the latest research or marginal gains." The demands of Ross's growing business prevents him from dwelling on his former life as a competitive cyclist. "I need to find a hobby that helps scratch my competitive itch," he says. "It just has to be more flexible than the 12-week training plans and long-distance travel for my A races."

How to quit: A psychologists advice

Elisabetta Borgia is a sports psychologist who works with Lidl-Trek's men's and women's teams. This is her advice on giving up racing... Some retired riders feel an immediate sense of relief and excitement, often describing the transition as a honeymoon phase. They enjoy freedoms they previously didn't have, such as eating what they want or skipping training.

Others, however, realise only after retiring how fortunate they were in their professional careers, with privileges like sponsored travel and financial stability. Many choose to stay in the sport in some capacity, whether as a coach, DS or analyst, but others prefer to explore entirely new career paths.

There is no right or wrong choice - what matters is that each rider finds a path that suits them personally and professionally. Borgia's top tips for a seamless retirement: Prepare for the identity shift: Cycling isn't just a job; it's a way of life. Without the structure of training and racing, many riders struggle with self-perception. Start exploring who you are beyond the sport before you retire. Plan your next steps:

Don't wait until your final season to think about what's next. Whether it's coaching, sports directing, or an entirely new career, having a roadmap will make the transition smoother. Build a support network: The loss of team camaraderie can be tough. Stay connected with former riders, seek mentorship or talk to a sports psychologist. Develop new routines and goals: Create a daily routine, set new fitness or professional goals, and keep pushing yourself in new ways.

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As both a nutritionist and a cyclist who's navigated the gluten-free landscape for years, I've seen firsthand how the right nutritional approach can transform performance for those with celiac disease or gluten sensitivity. The good news? You don't need wheat, barley or rye to power your rides effectively.

Many cyclists worry that cutting gluten means sacrificing carbohydrates, their primary fuel source. But with strategic food choices and meal timing, gluten-free athletes can perform just as strongly as their gluten-consuming counterparts. Let's break down what you need to know about fueling properly as a gluten-free cyclist.

What exactly is gluten?

Gluten is a group of proteins found in certain grains, primarily wheat, barley, and rye. For those with celiac disease (an autoimmune condition affecting approximately 1% of the population), consuming even small amounts of gluten can damage the small intestine and impair nutrient absorption. Many others experience non-celiac gluten sensitivity, with symptoms like bloating, fatigue and brain fog that can impact performance.

For cyclists, the digestive issues associated with gluten reactions can be particularly problematic during training and racing. Gastrointestinal distress is already common in endurance sports; add gluten sensitivity to the mix, and you're setting yourself up for mid-ride misery.

Where gluten hides: The surprising sources

As any gluten-free athlete knows, this protein complex lurks in more places than just the obvious bread and pasta. To truly fuel your cycling effectively, you need to know where gluten might be sneaking into your diet:

• Sports nutrition products: Many energy bars, gels, and recovery drinks contain wheat-based ingredients or are processed in facilities that handle gluten
• Sauces and condiments: Soy sauce, many salad dressings, marinades, and gravies often contain wheat as a thickener
• Processed meats: Some deli meats and sausages use wheat-based fillers
• Supplements: Protein powders and vitamin supplements sometimes include gluten-containing binders
• Beer: The traditional cyclist's recovery drink is typically made with barley
• Cross-contamination: Even naturally gluten-free foods like oats can be contaminated during processing unless they are certified gluten-free

These hidden sources can sabotage performance for cyclists without you realising the cause. Being vigilant about reading labels and understanding ingredient terminology becomes as important as tracking your training metrics.

Carb loading without the wheat

One of the biggest concerns for gluten-free cyclists is how to ingest sufficient carbs before big events. The traditional pasta dinner becomes challenging, but especially these days, effective alternatives abound:

• Rice-based options: Brown rice, white rice and rice noodles provide excellent carbohydrate sources that digest well
• Ancient grains: Certified gluten-free quinoa, amaranth and buckwheat (despite the name, it's not related to wheat) offer carbohydrates plus additional protein
• Root vegetables: Sweet potatoes, regular potatoes and other starchy vegetables provide quality carbohydrates with beneficial micronutrients
• Legumes: Beans and lentils deliver both carbohydrates and protein for sustained energy

The key is planning ahead and potentially increasing your intake of these alternatives to match the carbohydrate content you'd get from wheat-based products. Most gluten-free grains provide comparable energy – they just might require different preparation approaches.

On-bike nutrition strategies

During-ride fueling presents unique challenges for gluten-free cyclists. Traditional energy bars and many commercial products contain gluten or may have cross-contamination risks. Here's how to stay properly fueled on the road:

• Certified gluten-free energy bars: Brands like Bobo's, KIND, and Larabar offer certified gluten-free options
• Rice cakes: Homemade portable rice cakes with sweet or savoury fillings provide easily digestible energy
• Fruit: Bananas and dried fruits like dates offer natural sugars that digest quickly
• Potato-based options: Baby potatoes with salt make excellent mid-ride fuel
• Gluten-free energy gels: Many major brands now offer certified gluten-free options
• Homemade energy balls: Combinations of dates, nuts, and certified gluten-free oats can be customised to your taste and nutritional needs

Remember to test these alternatives during training rides before relying on them for important events. Your digestive system needs time to adapt to new fueling strategies, especially during high-intensity efforts.

Recovery nutrition without gluten

Post-ride recovery nutrition is critical for training adaptations and preparing for your next session. Without traditional wheat-based recovery meals, focus on these alternatives:

• Rice-based meals: Brown rice bowls with protein and vegetables provide carbohydrates for glycogen replenishment alongside recovery protein
• Smoothies: Fruit smoothies with gluten-free protein powder deliver fast-absorbing nutrition
• Gluten-free oats: Certified gluten-free oatmeal with protein powder, fruit, and honey makes an excellent recovery meal
• Corn tortillas: Quick post-ride tacos or quesadillas with protein filling provide fast, tasty refuelling
• Quinoa bowls: This complete-protein grain serves as an excellent base for recovery meals

The ideal ratio of carbohydrates to protein (roughly 3:1 or 4:1) remains the same whether or not you're consuming gluten. The key is ensuring adequate overall intake to support your training load.

Practical tips for gluten-free cyclists

Plan ahead: The gluten-free cyclist's mantra. Always travel with safe snacks and research food options before trips.

Read ALL labels: Manufacturers change ingredients frequently. What was safe last month might contain gluten now.

Communicate clearly: When eating out, explain your needs clearly to restaurant staff, mentioning cross-contamination concerns.

Batch cook staples: Prepare gluten-free grains and snacks in batches to ensure you always have fuel ready.

Focus on nutrient density: Without many fortified wheat products, ensure you get B vitamins, iron, and other nutrients from alternative sources.

The bottom line

Cycling while avoiding gluten requires more planning and awareness, but it doesn't need to limit your performance or enjoyment of the sport. By focusing on naturally gluten-free whole foods, carefully selected certified products, and proper timing of nutrition, you can fuel effectively for everything from casual rides to competitive events.

The most important takeaway? Experiment during training to discover what works best for your body. Every cyclist is different, and finding your personal optimal fueling strategy takes time and attention, but the performance benefits make it worthwhile.

For many athletes with celiac disease or gluten sensitivity, removing gluten actually improves performance by resolving underlying digestive and inflammatory issues. By embracing the right alternatives and timing, you might find yourself riding stronger than ever on your gluten-free fueling plan.

We spoke to Dan Guillemette, specialist cycling physiotherapist at Marylebone Health and head physiotherapist at Jayco Alula. Guillemette has overseen injury management Tour de France winners, and Olympic champions.

Should I choose ice or heat?

Yes, generally, ice should be used in the first 24-72 hours after a soft- tissue injury, when the aim is to minimise the effects of swelling and inflammation. It also provides some pain relief. The application of heat tends to be preferred for a chronic injury, or when the complaint is due to joint stiffness or a muscle spasm.

What physiological effects do ice and heat have on the body

The pain gate theory describes how ice and heat produce sensory stimulation that relieves pain by competing with its pathways in the nervous system. Essentially, when you experience pain - for example, banging your elbow - rubbing the area can reduce discomfort by sending competing signals to the brain. Similarly, applying ice or heat can provide pain relief by interfering with pain pathways. The effectiveness of each depends on when they are used after an injury.

How important is the timing?

Very. In the early stages, ice helps minimise swelling by numbing the site of injury and reducing blood flow by constricting the blood vessels. Ice is therefore widely used as an immediate treatment to stem the flow and provide short-term relief. It's also a more convenient immediate treatment. In the longer term, applying heat to an area is very effective for dealing with pain associated with chronic injuries, such as muscle spasm and joint stiffness, as it encourages blood flow and decreases muscle stiffness, promoting relaxation. It also reduces the pain signals associated with joint stiffness.

How long should each treatment be applied for?

In the first 24-72 hours after a soft-tissue injury, ice can be applied for 15-20 minutes maximum, repeated every couple of hours. ¹⁵ If you are using an ice pack, you should avoid direct contact with the skin, to avoid ice burn. ¹⁶ Heat should be applied twice or three times daily for 15-30 minutes. ¹⁷ You can use a heat pad or even just a simple hot water bottle but it is important to wrap it in a towel or something protective so that you do not burn the skin. ¹⁸ Heat should be avoided on acute swelling for 48-72 hours post-injury, when the aim is to reduce the amount of blood flow to the area and minimise swelling.

Is there good evidence for the effectiveness of heat and ice?

Both treatments can play an important role, though there is limited clinical evidence as to the long-term benefits of ice. ²¹ Though ice can be an effective immediate treatment and remains the go-to choice for an acute injury, the evidence is conflicting. ²² Thus, ice should be used sparingly and only for the short term. ²³ This is because it can blunt the signal sent by the natural inflammatory process that kickstarts tissue repair, thereby delaying the healing process. ²⁴

Are there any important precautions?

For those with open wounds, ill health, circulation issues or any nerve-related altered sensations, ice and heat may not be suitable. ²⁶ Also, individuals with underlying health and circulation issues, such as diabetes, Raynaud's disease or peripheral vascular conditions should take extra care, as impaired circulation can affect the body's ability to regulate temperature and heal properly.

Hot and cold treatment options

• Contrast therapy: Alternating between heat and ice can be an effective way of dealing with some chronic muscle injuries
• NSAIDs: Topical non-steroidal anti- inflammatories such as BioFreeze and Voltaren can help reduce inflammation and provide temporary pain relief.
• Gels and sprays: Options like Deep Freeze gel/spray or Physicool can help numb pain and reduce swelling.
• Heat patches & balms: Deep Heat Patches, Tiger Balm, and Voltarol heat patches can help relax stiff muscles and improve blood flow.
• Epsom salts & magnesium sprays: Soaking in an Epsom salt bath or using magnesium sprays may help ease muscle tension and cramping.
• Arnica creams & gels: Natural anti- inflammatory creams such as Arnica gels can support bruise healing and pain relief.

One of the most common mistakes in a situation like this, and one I have made many times, is to go straight into panic training thinking that hammering out long and hard rides would be the ticket to fitness. To keep my panic in check I enlisted the help of Paul Vousden from Mapdec Cycle Works to help with a plan, which started with a fitness test, “You need to know where you are right now so we know what we are working with” was Vousden’s ominous introduction.

One red-faced and vomit-inducing VO2max test later revealed that while my VO2max - the measurement of a person’s maximum rate of oxygen consumption during intense exercise - was still very good and I was delivering oxygen to my muscles, the muscles themselves weren’t using it efficiently and my power output was quite frankly minuscule.

“You’ve still got the raw material but we need to wake up your muscle fibres and get them working again,” was the conclusion. The prescription was to focus on just three sessions a week and make only one of them an interval workout with very short, but very intense efforts to help sharpen up and generate explosive power, the other two sessions were steady rides of 1-3 hours.

Shorter sessions as these HIIT workouts are a good choice when time is limited, they don’t take long to do and while they produce enough training stress for your body to adapt and get stronger they don’t leave you fatigued which was Paul’s key concern given that I only had six weeks to go from zero to hero with no space for injuries or illnesses. His other recommendation was to add some strength training in the gym to help fire up power-producing muscle fibres and add some all-body conditioning to help with balance and mobility in the saddle.

Being comfortable on the bike is key

One of the greatest challenges of the trip wouldn’t be fitness but a body not used to sitting in the saddle for many hours every day. Vicki Farrington at Strength2Speed, a gym for endurance athletes in Kendal put together a programme of simple but effective exercises using whole-body compound moves, like squats and bear crawls to work on flexibility, coordination and strength.

Farrington explained the benefits of compound movements, “you’ll get massive benefits from lifting weights in waking up muscle fibres but it is the small movements, improving control and coordination which will help most in terms of comfort on the bike, particularly off-road.” Part of riding off-road is being able to move around on the bike more dynamically and absorb bumps and impacts from the trail, these gym sessions certainly helped.

One of my favourites was to hold a weight in front of me and squat just low enough to touch the seat of a chair before standing up again. This simple move made a noticeable difference to the quad and glute strength when hovering out of the saddle over rutted or rooty sections.

Having accepted there was a limited amount that I could do to push the needle on my fitness I looked around for other ways to compensate. I chose to ride a 3T Racemax, designed to look and feel like an aero-road bike but with the clearance necessary for gravel tyres. Whilst there is the option of a single ring version I went double with SRAM Rival to maximise the spread of gears.

I certainly didn’t regret my choice as the route was littered with very steep climbs where the huge rear cassette made everything rideable, while still allowing a big enough gear to pedal the long descents and pick up as much speed as possible. The fit was absolutely spot-on for me, it tackled slower technical sections with agility, gripped through the fast, loose gravel roads and felt balanced at speed on some really rough, pot-holed descents.

I spoke to Matt Hart, founder of sports nutrition company Torq Fitness, who was also riding at the event for his tips on what I could do. “Sports nutrition is the biggest hack there is” he replied positively, going on to explain, “you can have a Ferrari with an enormous engine but half a fuel tank, and when the fuel runs out you have an amazing engine with amazing potential that’s not going anywhere."

"Or you can have a Citroen 2CV with a full fuel tank and a trailer full of fuel and it’s going to outperform the Ferrari.” Possibly not the most flattering comparison I’ve received but sound advice, “you may not have had a chance to tune your engine up but you can give yourself plenty of fuel.”

“Most people can manage 60g of carb an hour, though elite people can manage 90g or even 120g,” Hard explained, adding that all Torq products come in 30g servings to take the maths out of the equation.

With distances on some days of over 100km - which could mean six hours or more in the saddle - that equates to a lot of fuel, with the added challenge of it being a multi-day event, “you are eating today for tomorrow. If you keep fuelling all day, you not only feel good to the end of the day but feel good day after day”, Hard said.

Fuelling is only part of the equation when it comes to cycling in a tropical climate, “the heat and humidity have been interesting for me,” explained Hart, “you could tell on the first day that the sweat rate was going to be really high. Not only do you need to get your fuel in, you need to be really on top of hydration so my recommendation to people has been to drink your calories.

An isotonic energy drink is 30g of carb in 500ml so if you drink a litre of that an hour you don’t need to take on any additional energy.” All of this fuel required made the race hydration vest from Restrap invaluable, given I had no bottle on the down tube where it ran the risk of being splattered by muddy water or even elephant poo (yes really).

Putting it all into action

Sri Lanka is a truly special place to visit, despite being only 656sq kilometres the landscape is incredibly varied. Our route took us from sandy beaches to the cool, high-altitude tea plantations, through steamy rice fields and vast open plains.

The 400km of riding and nearly 7000m of climbing provided a huge return on the riding investment. Route designer Phil Evans from MTB-worldwide has a nose for gravel, linking together a vast network of trails that could be easily missed but always led to spectacular scenery and interesting, even if there were times when I longed for some buttery smooth tarmac instead.

The first full day of the trip was 75miles with 2500ft of climbing, I managed a moving time of 5.50 hours. The joy of riding somewhere new, in warm weather carried my through the first feed stations and timed section but the last 20km was a struggle. The gym conditioning may have helped my muscles but nothing but long hours in the saddle can condition how your backside feels.

Despite riding in Q36.5 adventure shoes, the most comfortable off-road shoes I have ever owned there were a few days when the heat, humidity and constant need to put pressure on the pedals meant that my feet became sore and swollen. At the same time, my backside which had become as soft as a baby’s bottom through months of sitting on nothing harder than an office chair was also protesting.

I couldn’t stand to take the pressure off my backside because my feet were in agony or sit to take the pressure off my feet. Thankfully as I literally ‘toughened up’ these problems were resolved.

One of the toughest days featured a 7-mile climb, the average gradient of 6% didn’t tell the full story as several pitches were well over 10% for long sections. I was thankful this came in the second part of the trip as by then I was a bit more mentally as well as physically able to cope with the discomfort of riding at my upper limit for a long time.

As the days progressed I was much more able to sustain my early morning freshness and speed to the end of the day. By the final day I was enjoying trying to hang in with faster moving riders and trying to hold my place in a pace line. Both body and brain had woken up and remembered what it felt like to ride bikes again!

The fitter you are going into an event the faster you recover and the more able you are to enjoy every moment to the full without compromise. During the evenings, we were treated with gin cocktails in a mango swamp, traditional dance performances on the beach and afternoon tea in a tea plantation.

I certainly didn’t want to miss out on post-ride beer, cool dips in the pool or the chance to explore somewhere new in favour of resting in my hotel room, however sensible that might have been. Adventurous trips such as Ride SriLankan are a careful balancing act of making the most of your time on and off the bike and that is another good reason to start training earlier next time.

It's never too early to start planning for next year

While I made Ride SriLankan far harder for myself than needed, it didn’t prevent me from enjoying (almost) every minute of the ride, except one particularly steep and stabby climb which drew a mouthful of expletives. Starting on 28^th February Ride SriLankan 2026 is a whole ten months away so you can start training now and not make any of my mistakes or excuses. Entries are not yet open but you can register your interest to hear about it first. Watch the video of the 2025 event.

Cycling longer distances generally translates to increased energy expenditure simply because more time is spent exercising. According to the American Council on Exercise, moderate cycling burns approximately 7 calories per minute for individuals weighing around 155 pounds (about 70 kg).

Consequently, a longer ride, even at a moderate pace, can accumulate substantial calories burned. But that's if you have the time available to do long rides. On the other hand, cycling faster increases caloric burn per minute because of higher intensity, but high-intensity exercise can be thigh and lung-burningly uncomfortable.

Then you have to consider the body burns different fuels at different intensities. At low intensity the body can fuel exercise by burning fat. Of which even the slimmest person has enough to keep them going for hours.

At higher intensities, the body needs fuel to be delivered to the muscles quicker, so it uses Glycogen, which is how carbohydrates are stored in your body. Without topping these up, most people have enough stored Glycogen to keep them going for one to two hours.

But despite the fact that slower riding burns fat, it's not so simple to say that's the best way to lose weight. In fact, this is a question that has had coaches and exercise scientists scratching their heads.

A study by Trapp et. al (2008) aimed to answer the question of which type of exercise is better for fat loss. The study explored how a 15-week program of high-intensity intermittent exercise (HIIE) affects body fat and insulin resistance in young women.

The participants were divided into three groups: one performing high-intensity intermittent exercise consisting of eight seconds of sprinting and 12 seconds of turning the pedals over slowly for 20 minutes, another doing steady-state exercise for 40 minutes. Both exercise groups saw improvements in cardiovascular fitness, but only the high-intensity intermittent exercise group experienced significant reductions in overall body weight, fat mass, and trunk fat, along with lower fasting insulin levels.

The study also found that fat loss was more pronounced in the legs than arms for the high-intensity intermittent exercise group. Researchers concluded that high-intensity intermittent exercise was more effective than steady-state endurance exercise in reducing body fat and insulin resistance.

But why, when that form of riding should be burning stored glycogen, which doesn't affect body fat? High-intensity cycling elevates heart rate and induces a greater afterburn effect, formally known as excess post-exercise oxygen consumption (EPOC).

This means the body continues to burn calories at an elevated rate even after the exercise has finished—something particularly advantageous for individuals with time constraints.

When high intensity interval training was compared with continuous steady state exercise, the post-exercise calorie burn was higher for the group doing interval training, The researchers concluded that “interval exercise may be more effective than continuous exercise in reducing body fat”

For improved cycling performance, not just fat loss, the results are not too dissimilar. A study by Burgomaster et.al 2007 looked at sprint versus endurance training from the perspective of improving muscle metabolism and how muscles use oxygen during exercise.

This study explored how two different types of exercise training—short, intense workouts (sprint-interval training ) and longer, steady workouts (endurance training )—affect the metabolism of muscles. While sprint interval training involved very intense but brief cycling sessions totalling about one hour per week, endurance training involved longer sessions, adding up to about 4.5 hours per week. Despite the significant difference in time commitment and overall training volume, both groups showed similar improvements in fitness levels and muscle metabolism.

The study concluded that short-interval training, despite being shorter and less time-consuming, is just as effective as endurance training in improving muscle metabolism, one aspect of cycling fitness.

When considering whether to ride longer distances or at a faster pace for weight loss, it's not about choosing one over the other; it's about knowing how each fits into a well-rounded exercise plan. Both methods offer unique advantages. Incorporating both into your routine can boost your cycling fitness and encourage fat loss.

Before settling on a weight-loss strategy, think about your circumstances. If you're new to cycling, longer and slower rides might be more manageable. On the other hand, experienced cyclists may relish the challenge of faster, more intense sessions. It's also worth considering your main goal: are you aiming to become a more capable cyclist, or is losing body weight your priority?

Another key factor is the amount of time you have for cycling. If your schedule is tight, high-intensity interval training (HIIT) or sprint workouts can be more effective, burning more calories and providing a longer post-exercise calorie burn as your body recovers. However, if you have plenty of time, longer endurance rides present their own set of benefits.

Long-distance endurance cycling enhances cardiovascular health by improving the heart's efficiency and increasing stamina, while also promoting the use of fat as a primary energy source. This form of cycling helps build muscle endurance and supports the development of a robust aerobic base, which is essential for overall fitness.

No matter what approach you choose, make sure it's realistic for your lifestyle and enjoyable, as you're more likely to stick with a routine that's fun, ultimately leading to sustained weight loss.

Remember, if weight loss is your goal, you can’t out-train a bad diet. Whether you opt for further or faster, you need to ensure that you are fuelling your training sessions properly, which means having the energy to complete the session whilst not over-fuelling and taking on more calories than needed. Nailing the basics of cycling nutrition will help maximise your results and get you closer to your fitness and weight-loss goals.

(Please tell me it's not just me?).

But stop right there, because unless you're also giving plenty of thought to what happens in-between all that time spent in the saddle – ie, the vast majority of your life – you're going to progress about as far as a slug on a treadmill, according to the guest on the latest edition of Cycling Weekly's Going Long podcast.

Admittedly she didn't use quite those words but, says endurance nutritionist Jill Mooney: "You don't really progress when you train. Training just provides a load, a stress to the body. The progression happens when you recover and adapt to that load, and that is driven by nutrition, primarily.

"The training science obviously has evolved. What is now equally important is the interface between the training load and nutrition," she says. "And it's so much more than supplements or gels or the marketing of sports products. It is a whole platform of health and lifestyle."

She adds: "You need to be a healthy person before you can be a high-performing athlete and, you know, there's no hack around that."

As the wife and nutritionist of veteran endurance super-athlete Joe Barr – as well as nutrition coach more widely – Mooney knows a thing or two about this stuff, and she tells Going Long all about it over the course of a fascinating hour-long episode.

From how to organise your daily diet – "it's simple stuff" – to what and what not to eat on the bike in events – and, of course, afterwards.

Mooney also talks about the crucial difference between fuel and nutrition, and the different types of ride recovery and why they matter.

There are plenty of surprises, including good news for anyone who enjoys croissants, butter, and pizza. And of course in what is fast becoming a Going Long tradition, the thorny 'McDonalds Question' is also dealt with.

You can listen to the full conversation, and many more, at Cycling Weekly Going Long. Out now.

REDs occurs when an athlete fails to eat enough to fuel their training and everyday life. The condition presents an array of symptoms. Some of the most common are extreme fatigue, frequent illness and injury, poor performance or decreased adaptation to training, depression or anxiety, sleep issues and menstrual cycle dysfunction or, in men, fewer morning erections. The prevalence of REDs is unknown, with studies reporting a range of 23-80% in females and 15-70% in males. In an attempt to tighten the research, a 2023 IOC REDs consensus subgroup published a paper standardising REDs research methods.

Understanding REDs requires an appreciation of how the body allocates fuel. When energy is running low, the body prioritises movement. This makes sense from an evolutionary standpoint. If you are being chased by a tiger, running away is top priority! The calories left over after exercise represent your ‘energy availability’ (EA).

If they are insufficient, you are said to be in low energy availability (LEA). If you are persistently in LEA, you develop REDs. The body ‘turns down’ biological processes to save energy, causing REDs symptoms. A common consequence of REDs is a loss of bone density and subsequent increased fracture risk. One of the first low energy adaptations is decreased bone turnover. Our bodies should be constantly rebuilding bone, but this gets deprioritised in an energy deficit. As bone density decreases, it’s first classified as osteopenia and then osteoporosis.

Varied symptoms

One of the challenges of identifying REDs is that there isn’t a single tell-tale symptom. REDs presents differently in different bodies. The best guess is that the pattern reflects a person’s unique genetics. Loss of menstrual periods in women and fewer morning erections in men can be telltale signs of REDs. These symptoms have been emphasised in REDs education because they are so obvious. However, it’s important not to over-rely on these symptoms.

Women who are using hormonal birth control do not have true menstrual bleeds, only a withdrawal bleed. This bleed cannot be used to assess hormonal health. Likewise, it’s possible for women to bleed monthly while experiencing subclinical ovulatory disturbance (SOD). These are cycles where ovulation may or may not occur, but critically, progesterone does not rise adequately during the luteal phase (second half of cycle). SOD can be the result of LEA. Dr Nicky Keay is a medical doctor and hormones specialist. “Loss of period may be just the tip of the iceberg when it comes to adaptive change to low energy availability.” She suggests basal body temperature tracking as a non-invasive means of monitoring hormone health.

Williams’s REDs was marked by the loss of her periods, a condition called hypothalamic amenorrhea (HA). She first brought this up to a doctor in 2014, when she came off the pill and her periods did not return. The doctor told her this was normal for athletes, which was incorrect, as HA is not normal or healthy for anyone. “I was like, if the doctor is telling me it’s fine, it must be fine,” said Williams. Eventually, in 2018, while preparing for the Commonwealth Games, she underwent medical testing with her federation, reporting that she hadn’t had a period in “a few years”. The doctor suggested a bone-density scan, which found osteoporosis and osteopenia in Williams’s lower spine and hips. Even so, she was cleared to compete, and even won a silver medal, but the doctor stayed in touch.

“I had a really good season on the road. I was racing really well, but this doctor kept reaching out to me,” said Williams. “He kept saying, ‘You need to get your period back. Your bones are not good.’ I was just sort of brushing it off. I felt fine.” Then came the crash. “I realised, if just slipping on a corner fractures three bones, my bones are obviously not good,” Williams recalled. “What are they going to be like when I’m 60?”

While Williams’s REDs presentation was fairly typical for a woman, mine wasn’t. I never lost my period. I had several REDs symptoms: extreme fatigue, anxiety and panic, hot flushes, night sweats, frequent bonking and hypoglycaemia episodes, poor circulation, and GI issues. When I lost a lot of weight, friends worried, but we were all reassured by my period, as we assumed menstruation was a guarantor of health. In fact, I had REDs for six years. As Keay explained, I likely had subclinical ovulatory disturbance, which negatively affects one’s lipid profile.

REDs symptoms

The cycling community urgently needs to increase our awareness of REDs. Coaches and physios ought to be able to recite REDs symptoms by heart. Not all athletes with REDs present the classic symptoms – so it can be hard to spot.

Familiarise yourself with these warning signs: Menstrual dysfunction in women, decreased frequency of morning erections in men, fatigue, decreased libido, anxiety/depression, frequent illness, GI dysfunction, frequent injuries, reduced performance/ training adaptation, impaired neurocognitive function, sleep disturbances

REDs and women

REDs can affect anyone who underfuels: riders at all levels – professional, amateur, junior, elite and Masters – men and women. However, research and clinical experience suggest that REDs disproportionately affects women. Performance nutritionist Rachel Chesters is a PhD researcher at the University of Birmingham specialising in low energy availability and REDs. “Females seem to be more sensitive to low energy availability,” said Chesters. “One theory is that reproduction is more energetically taxing on a female body. It makes sense for women’s reproductive systems to be compromised by LEA. If you don’t have enough energy to sustain yourself, it’s going to be really challenging to grow, carry and feed a baby as well.’

Women are physiologically more vulnerable and we experience greater societal pressure to be weight conscious. Consider the teenage boy who during his growth spurt eats vast quantities of food. His parents laugh and add more food to the grocery trolley. Meanwhile, most girls are taught, mother-to-daughter, to eat in moderation and avoid weight gain.

“We know there is a clear difference between men and women in the prevalence of disordered eating, which is a significant contributing factor to REDs,” said Chesters. However, the nutritionist suspects REDs is under-reported in men. “The symptoms are more obvious in women,’ said Chesters, “and it might be more culturally acceptable for women to say, ‘I am struggling with this’, because more female athletes are speaking about it.”

Disordered eating

REDs is divided into two categories: intentional, where an athlete restricts intake with the intent of losing weight, and unintentional, where an athlete inadvertently under-fuels, often as a result of miscalculating their caloric needs. Many athletes make the mistake of following nutritional advice aimed at less active people. “Think of guidance urging low sugar or no processed foods,” said Chesters. “[Some athletes] respond by eating a high-volume, high-fibre sort of diet. It keeps them really full, may cause stomach issues around training, and makes it difficult to eat enough overall.”

Williams’s descent into REDs was entirely without intent. “I thought what I was eating was fine,” she said. “Healthy food and vegetables, all really low-calorie – but it just wasn’t enough to supply the demands of training. I was never really underweight. My body was so stressed that it was probably holding onto what I did eat.” For an athlete in unintentional REDs, Chesters educates and addresses their misconceptions, helping them to change their eating habits, restore energy balance and recover.

In contrast to Williams’s, my REDs was caused by intentional calorie restriction. In 2018, I began working with a nutritionist who taught me ‘carbohydrate periodisation’ including how to lose weight by decreasing carbohydrates. I clustered all my carbohydrate intake before, during and after training, eating low-carb at all other times. The process, subsequent six-kilo weight loss, and temporary performance improvement proved addictive. For the better part of two years, I was consumed by my eating disorder. In 2020, I worked with a sports psychologist and toned down my disordered behaviours. However, I was not assessed for REDs. My metabolism having slowed, I returned to my original weight – but unknowingly I remained in REDs.

“Disordered eating behaviours include restrictive eating, fasting, self-inducing vomiting or limiting food groups, such as low-carb diets,” said Chesters. “In practice, disordered eating also involves more normalseeming food restrictions, whether that’s small portions, restricting foods believed to be ‘bad’ or too energydense, or so-called clean-eating.” It can be hard to distinguish between disciplined ‘athlete eating’ and disordered eating. “For me it’s about whether there is underlying pathology to the behavior,” said Chesters. “I look at the intent, frequency, duration and the impact of the behaviour on the athlete’s physical, mental and emotional health.”

The road to recovery

Finding qualified assistance is one of the greatest challenges of REDs recovery. It is a ‘young’ condition, first recognised by the IOC in 2014. Odds are, your GP has never heard of REDs. A REDs care team should include a physician, nutritionist and ideally a psychologist with experience in eating disorders. The best resource for locating REDs providers in the UK and US is ‘Project RED-S’ (red-s.com). They also provide an informative letter that athletes can take to their GP.

REDs recovery entails correcting the energy imbalance. The nutritionist helps the athlete with volume, food choices and timing. A doctor may track recovery via regular blood work. Athletes may take a break from training and/or racing, depending on their health and life circumstances. Coincidentally, Williams and I took a similar recovery approach. For three to four months, we didn’t race or do any intensity. We reduced volume, added rest days and massively scaled-up fuelling, especially around training.

Recovery from malnourishment or an eating disorder often involves temporary weight gain to above one’s healthy weight. Both Williams and I experienced this. “I gained weight as I knew I would, but from my research, I felt this was the fastest way to recover,” said Williams. “I had days where I felt really bad about my body and it was a struggle, but I just kept telling myself my health was more important than cycling.” This ‘overshoot’ weight usually returns to healthy weight within a year of recovery. “Initially, my climbing did suffer,” added Williams, “but I was still really strong on the flats. I had some really good races, and I still had really good power. I slowly lost the weight and could sustain the power.”

For Williams and me, REDs took a big part of our careers and our health. However, recovery yielded rewards. Williams raced five more years as a pro. I’ve gained a level of psychological health that I couldn’t have envisioned a couple years ago. I fully agree with Williams when she says: “Health is more important than cycling.”

This feature originally appeared in Cycling Weekly magazine. Subscribe now and never miss an issue.

How do you train for full-gas racing?

I’m a guy who needs to race my legs into shape. For example, before the Classics I rode the Volta ao Algarve where there were lots of small hills that took 90 seconds to two minutes, so I was pushing 500 watts a lot. Those frequent high VO2 max efforts in races really help make me stronger.

What special training do you do at home?

A big change in cycling has been heat training, and so twice a week I’ll have a hot 40°C bath immediately after training. For me, it’s the same benefit as riding on the rollers for 30 minutes with a winter jacket on.

What’s advice would you give an ambitious amateur?

I see a lot of guys copy everything at once from the pros, but they really have to take things one at a time and build up slowly, as the body has to react to each session. Also, it’s not only about power and numbers – listen to your body.

How did your training change when you moved from Bora-Hansgrohe to UAE in 2024?

I know what I need to do to get in good shape, and to be honest my training hasn’t changed a lot. But it is true that with this team I ride for longer and in the upper zones, but not as much in the VO2 max zones as people think.

The team is famous for its Zone 2 training. Do you like it?

I do, yes. We often ride in Zone 2 for anywhere between one to five hours, and I think it helps our race preparation. For sure, after a few hours in this zone it can get tiring and hard, but you have to get over it, and boredom is not a big problem for me.

Are you mentally switched on all year?

Nutrition has become so important in the cycling world and we have a nutrition app. Before the Tour de France, for example, I’m strict and follow it 100%, but while some guys can be like this all year, I need a bit of freedom, time to unblock myself and eat what I want.

How do you respond to setbacks?

Any injury is mentally hard, as you always want to get back a s fast as possible. Thankfully, there are many alternative things we can do to maintain fitness.

Quick fire round

Dream race to win: Paris-Roubaix. Last year I was fourth, but Mathieu van der Poel was super-strong. In 2019, I was second. Let’s see how my shape is this year.

Your nickname: Giraffe

Coffee stop snack: Strawberry cake

Guilty pleasure: Döner kebab. Or pizza. Can’t choose.

Favourite sport that’s not cycling: Fishing

What’s worse, saddle sore or bonking? Saddle sore

If your bike could talk, what would it say? Don’t put too much pressure on me.

Most competitive team-mate? It could be anyone on this team!

Go-to cycling proverb? If you don’t give fuel to the fire, it won’t burn. It’s the same on a bike – if you don’t fuel, you can’t keep riding fast.

This feature originally appeared in Cycling Weekly magazine. Subscribe now and never miss an issue.

Week in training

• The week: 30 December - 5 January
• Location: Zurich, Switzerland
• Training for: Tour Down Under

Monday: AM: Threshold efforts, PM: Heat training In the morning; I had a three-hour ride, interspersed with threshold efforts. These consisted of four blocks of 12 minutes at threshold pace, with 20-second seated or out-of-the-saddle accelerations every two minutes. The purpose of this was to simulate being on a climb in a race, following multiple attacks and being able to handle the changing rhythm. I then did an hour’s heat acclimatisation training in my living room, wearing lots of clothes: a rain jacket, winter bibs, and a hat. Total riding: 4hr

Tuesday: New Year’s Eve AM: Endurance and heat training PM: Gym; I had an endurance ride in the morning for three and a half hours, and then did another hour of heat training, as I was trying to prepare for the hot weather in Australia. In the afternoon I went to the gym and did some strength work and leg exercises including squats and deadlifts. I also did some jumping exercises to improve my explosivity. Total riding: 4hr 30min

Wednesday: New Year’s Day Rest day; Unfortunately, I didn’t have a New Year’s Eve party, and instead decided to start the year seriously, as I wanted to do well in Australia. I went into the sauna twice for 30 minutes to work on my heat acclimatisation. Total riding: 0hr

Thursday: AM: Over-unders PM: Heat training; My first ride of 2025 was an over-under session. Each set was two minutes at 90% of FTP, then one minute at 115% of FTP, repeated six times – so 18 minutes in total, and I did two blocks. I almost always do my intervals on climbs. When I got home, I did an hour’s heat training – it has a similar effect to altitude for me. Total riding: 4hr 45min

Friday AM: Endurance and heat PM: Gym; I began with an easy endurance ride for two-and-a-half hours, and though I do tend to prefer intensity days, it’s also nice to not have to press the lap button and instead just enjoy riding. I jumped back on the turbo for some more heat training later. And then finally I went to the gym for an hour. Total riding: 3hr 30min

Saturday: Threshold indoors and out; The weather was rubbish so after two hours 45 minutes, I came indoors to do three sets of 12-minute threshold turbo efforts and then another hour of heat training. I ride hard for 10 minutes, check my temperature after 15 minutes, and then ride easy for the remaining time. Total riding: 5hr 15min

Sunday Motor-pacing: A simple two-hour endurance ride followed by 90 minutes of motorpacing to replicate race accelerations. When I got home I went back on the turbo for an hour of heat training. My form was so good that I was doubting whether my power meter was correct, but it turned out, a few weeks later in Australia, that it definitely was. Total riding: 4hr 30min

TOTAL RIDING: 26hr 30min

Quick fire Q&A

What’s your cycling background? My father is a cyclist, and my older brother by five years [Timon] was also a pro cyclist. I raced my first cyclocross race aged 13 and fell in love with it.

How did cyclo-cross help you? I learned so many technical and bikehandling skills, but I think the explosivity and punch was the biggest thing I took from it.

How has your training changed in recent years? Since joining EF [in 2024] I’ve changed my coach and increased my volume and intensity. There’s a better plan now, with more focused goals during the season and build-up and rest periods. I’ve also added motor-pacing and heat training.

Tell us about your winning start at the Tour Down Under I had a good feeling going into it but my shape felt too good to be true. I messaged my coach Emma Trott before Willunga Hill and said I could win the stage – and I never say that, as normally I’m the one doubting things. But I did win it and it was the best feeling ever.

How do you thrive under pressure? One thing I learned especially at the Olympics is to ride and live in the moment. That could be positioning, relaxing, sitting back, eating and drinking, but always being focused on the here and now. I always used to be very nervous before races, but now I have techniques to deal with it and focus on the present.

How are you preparing for the Classics? By focusing on my sprint at the end of races, as well as continuing to work on my VO2 max, as the short and intensive stuff will be important, particularly in the Ardennes. I’ll do some motor-pacing too to get speed into my legs.

This feature originally appeared in Cycling Weekly magazine. Subscribe now and never miss an issue.

A month ago, however, as I swirled around the remnants of a cold glass of Chablis, I had a moment of clarity. Much as I adore a Chablis, or a Chardonnay, or indeed a five quid bottle of supermarket plonk, beyond making me fat, skint and sleepy it wasn’t actually serving any purpose in my life.

UK Government guidelines suggest 14 units of alcohol per week as a maximum, I was exceeding this by quite some way. It was time, then, to address the issue.

According to research from the ACSM Health and Fitness Journal, it takes between 18 and 254 days to break a habit. The disparity here could be attributed to how motivated you are to reign in a particular behaviour, or how ingrained in your lifestyle it has become. Fortunately my habit - for the most part - was very much an evening affair. So, moving my usual lunchtime smart trainer session to an evening spot filled the space that would otherwise be spent gawping at the TV with a beer in hand. Discovering nothing on the box was that good without booze, I followed the sweat sess with a good book, and so began my new routine.

It’s now been a full month - this is what I’ve found…

Restless legs, begone

For years, decades even, I’ve been kept awake by incessant bouts of Restless Leg Syndrome (RLS). To the uninitiated, it’s an uncomfortable feeling of crawling, usually around your glutes and quads, wherein the sufferer is compelled to move to mitigate the sensation - literally to scratch an itch that will not go away. I’ve suffered to the point where I am now on medication and take magnesium supplements after hearing RLS can be caused by a deficiency. Both have had little effect and I’ve more or less resigned myself to poor sleep hygiene.

After a week of abstaining from alcohol I woke up one morning feeling completely refreshed. I checked my watch to find I’d slept for nine solid hours. The following night I drifted into a blissful eight straight hours and suddenly my brain felt slightly less veiled. My sleep had improved to a level that I’d given up hope on and this was in large part due to my RLS symptoms having all but disappeared.

“Alcohol is its own macronutrient – it's seven calories per gram. So it's its own macronutrient,” Jill Mooney, head nutritionist at Barr Ultra, told me. “So that means whenever you drink, alcohol becomes the primary macronutrient that your body processes first. So you push everything out to the side [protein, et al]. So you're not sleeping and you're not recovering properly. And obviously it just simply depends on how much volume there is and the impact on your gut health because there's an impact on your organ and gut health over time.”

This is potentially why my Restless Leg Syndrome has become less pronounced. With alcohol essentially fuelling my sleep, the more important minerals and nutrients - such as magnesium - have been shunted to the side.

Booze-free and biking fresh

Out of the land of nod and onto the open road and it wasn’t long before I noticed a fresher pair of legs on the bike. The reasons for this are hardly surprising but well worth reiterating to those sitting on the fence.

As always, recovery is key: “To recover properly from exercise, it is important to replenish glycogen, stimulate muscle protein synthesis (MPS), and restore fluid balance. Alcohol and the behaviours associated with intoxication can interfere with many aspects of the recovery process,” the NSCA study reports.

Over the last few years, I’ve taken on some major endurance challenges - Land’s End to John O’ Groats, The Pennine Way, GB Escapades to name a few. Most of my longer events were celebrated with an unholy quotient of cold lager, so it’s probably fair to say I wasn’t optimising any gains that are made during the recovery phase – which is arguably the most important part of training.

Approaching things differently this year - and two weeks into my new sober mentality - I took on a 24 hour time trial in the Cotswolds. Amazingly, on completion, I simply wasn’t moved to reach for a post-race pint, although I wasn’t in the condition to reach for anything after just shy of 600km in the saddle.

Scaled down

The real pay-off, though, came at the end of the a full booze-free month. Having weighed in at 91kg after taking my last drink in mid February, I stepped on the scales and was rewarded with an 89kg reading. Two kilograms of weight lost and the only dietary or indeed lifestyle change was cutting out alcohol. I have now acquired a semblance of the body composition I’ve been chasing in vain for so long - and only one small habit stood in the way.

Having spent a month dry then - Parched March, we’ll call it - am eager to dash back to the boozer and make merry with a pint or four of Peroni? To be quite frank, yes I am. But after 30 days sober, the habit has been broken, and, after the benefits that have been laid bare for me to see and enjoy, it’s not one that I’ll be returning to in a hurry.

Well, let's dive in...

How can strength training improve cycling performance?

The benefits of strength training for cycling performance go beyond just improving muscle strength. One of the primary advantages is the enhancement of power output. By targeting muscle groups involved in pedalling – the quadriceps, hamstrings and glutes – strength training increases the force a cyclist can apply to the pedals, which directly contributes to higher peak and sustained power. This is especially valuable for sprinting, climbing and time-trial efforts.

Does it have other benefits too?

Yes, strength training also improves neuromuscular efficiency, allowing cyclists to recruit muscle motor units more effectively. This means better coordination and smoother transitions between muscle groups, which can reduce fatigue over long rides. Another critical benefit is injury prevention. Cycling is a repetitive-motion sport, and imbalances or weaknesses can eventually lead to overuse injuries. Strength training corrects these imbalances by strengthening stabilising muscles and improving joint integrity, particularly in the knees, hips and lower back. It also increases bone density, which is crucial for cyclists who might otherwise lose bone mass due to the non-weight-bearing nature of cycling.

What’s the best strength training for a cyclist?

Current evidence suggests we need at least two weekly sessions for strength gains and one session for maintenance. I would suggest two to three sessions per week during the first part of the season, and a single session during the competitive phase for maintenance. Focus on muscles directly involved in pedalling by doing squats, unilateral leg press and lunges. I would also suggest deadlifts, face-pulls, upper body rows and some concentric hip flexion exercises to counter the typical cycling posture and to work on stabilisers and antagonist muscles.

Are there any exercises cyclists should avoid?

Cyclists do better by avoiding plyometric and jumping exercises, which do not simulate cycling-type movements – I cannot imagine the mechanism by which they would enhance cycling performance.

What is the evidence that strength work improves cycling performance?

Most of the research done in this area has measured time-trial performance. For example, the work done by Norwegian sports scientist Bent Rønnestad where improved leg strength led to an increase of 4-7% in mean power output during five-minute and all-out efforts, while the group that did endurance training only showed no significant improvement. Strength training has also been found to improve cycling economy and pedalling technique, such as achieving peak torque earlier in the stroke.

What role can core training play in cycling performance?

The only study I’m aware of is one I directed several months ago. There’s no research that backs up core-specific exercises for injury prevention or performance enhancement. In fact, in my study, doing nothing performed equally to doing core exercises. As core muscles are already under heavy load during classical multi-articular exercises – squats, deadlifts, etc – use your time wisely and don’t waste it by doing planks or bridges. At least that’s my suggestion, based on current literature.

In an unveiling of Zwift's new season launches and updates at a press event in Mallorca, it was announced that data, complete with recorded metrics such as heart rate and power, will be imported into the brand’s Companion app, informing Training Status and Score.

Eric Min, Zwift co-founder and CEO, told Cycling Weekly that the new features give “a little taste of where we’re going”.

From the 8th April, Zwift subscribers using Wahoo or Garmin will be able to use the update, with Hammerhead compatibility expected later in the summer. For every kilometre recorded, five XP will be awarded (up to a cap of 200km). The lower conversion reflects the difference between riding indoor and outdoors, say Zwift.

“As we start investing more in training, it’s hard to ignore the activities that happen outdoors,” said Min, explaining that the updates will allow for better training recommendations. “If we want to deliver on the promise of helping [users] get fitter, stronger and faster, [then] we need to be more holistic about training … Indoors or outdoors, we need the full picture.”

Another major update for Zwift, and a move that will inevitably draw comparisons to Strava, is the ability to track fitness progress using the Zwift Companion app, that will also allow users to set weekly goals. These will include time, distance, calories, stress points, or kilojoules.

According to the California-based tech company, the significant update and new look to the app will be live from 8th April. Zwifters will also benefit from a training score, which averages recent training load over time into a single daily number, and will be able to access a training status that reflects current training load compared to long-term fitness (42 days) and short-term fatigue (seven days). The training score and training status will be further informed by pulling in outdoor cycling data, explained Zwift.

Additionally, a second update will roll out this summer, giving users the opportunity to dive deeper into historical trends for their training score, training status and weekly streak. Zwifters who complete a 4-week, 12-week and 24-week ‘streak flair’ will unlock Scottie the squirrel themed novelties, in an expansion of the popular feature, say Zwift, with outdoor riding counting towards keeping it going. According to the brand, 53% of active users have a 4-week streak or greater.

Feeding outdoor cycling data into the platform has been on the cards for years, Min shares, with various unspecified updates and additions in the pipeline. “It’s a little taste of where we’re going,” says Min. Ultimately, he explains, Zwift want riders to stay on the saddle year round, whether that be indoors or outdoors. Notably, the launch of riding streaks and now counting outdoor miles/kilometers, give users a greater incentive to keep their membership rolling throughout the summer months.

“I’ve seen it with my kids," says Min of tracking usage streaks on apps and the part they play in habit formation, plus tying into their outdoor riding integration. “Zwift is a way to get more people into cycling and then, of course, we’re going to do everything to keep you in the saddle, whether that’s indoor or outdoor. We just want to help you create that early habit.”

As has been seen with Zwift’s sponsorship of the Tour de France Femmes and Paris Roubaix-Femmes, the platform, which saw 2.3m solo workouts completed over the past 30 days alone, has big ambitions. “We want the association around cycling, so I think stepping into our customer experience being outdoors, it’s sort of a natural evolution,” says Min. “It’s like a whole new frontier for us,” he adds. “It creates a whole host of new opportunities for us.”

While Zwift’s latest updates will draw comparisons with other fitness tracking platforms, Min is confident that his company will find their niche. “We’re a little bit different from other providers who focus on just outdoor riding, so I think we have the opportunity to just kind of figure out how to bring the two [indoor and outdoor riding] together.” This will be done predominantly through investment in the Companion app, says Min.

Although the headline from Zwift’s latest announcement will centre around the indoor cycling platform embracing outdoor cycling data on its app, Min explains that the fitness tracker, weekly streaks and gamification also at play all mesh together to create that habit formation of getting on the bike more often. “It’s incredibly powerful, [people] want to chase the next thing, right?” he says, sharing that leaning into gamification of training, which Zwift are so well-known for, will play its part in outdoor riding.

Other updates this season on Zwift include new roads in France, hub updates and the ability to enable splits via the action bar, a popularly requested feature to make manual interval training simpler.

Call me antisocial misery guts if you wish, but, whilst I don’t quite detest cycling in the company of others, I do find it an infinitely less rewarding and therapeutic experience than riding alone. Going solo is the ultimate form of escapism.

Whilst I know that, for many cyclists, the sense of community and friendships forged on the bike are major perks of the sport, I'm just not one of them. Here’s why...

Leaving the chat

If I want to chat I go to the pub and do it, or phone up my Auntie Vera who could talk the hind legs off a donkey before polishing off its mates. Conversely, if I’m descending a country lane at 35 miles per hour, while I’m obviously delighted that the pan-fried sea bass with seasonal veg medley was an unmitigated hit at the dinner table last night, I’m currently doing all I can not to lose my bicycle down a pothole. This logic applies even more in an off-road setting, where there are roots and rocks to look out for.

Conversations and bike rides are simply not compatible, for me – my contribution to most exchanges are usually limited to “what?” “sorry?”and “can you repeat that?” before nodding and smiling in an apologetic way that hopefully conveys the fact that I shall be ignoring any further attempts to chat.

Although the smiling and nodding technique is a proven winner, it does come at the detriment of making me appear a) rude b) deaf c) slightly idiotic.

Back to my routes

Planning a route is almost as fun as riding it and, in some cases, takes just as long. I find an intense joy in plotting a course that will allow for exploration over specific terrain and a specific duration. If I’m looking for an on-bike strength session I’ll head for the hills and throw in a few reps of the steepest. If I want to ride fast I’ll find the flattest roads and build a loop where the lion’s share of wind is at my back. When the call of the wild is in my ears, I'll plot a remote gravel ride and spend the day on the trails.

Cycling with other people invariably means riding a route that I have no real interest in. Yes, a road is a road is a road and a trail is a trail - but if I’m going to the trouble of pulling on my cycling gear and saddling up for a few hours a-wheel, I don’t want the journey dictated by anyone but me.

Hitting pause for cake

I like a macchiato and a slab of lemon drizzle cake as much as the next rider. But I don’t want to feel obligated to stop for a slice half way through a 50 mile ride. In fact, I don’t want to stop for anything halfway through a 50 mile ride. I want to ride 50 miles without enduring the rigmarole of pausing, stripping off 20lbs’ worth of cycling attire and shivering my way through a cup of coffee. When warmth finally arrives, lo and behold it’s time to get dressed again and the subsequent 15 minutes are spent attempting not to succumb to hypothermia. If I’m feeling peckish on a bike ride I’ll locate a gas station and make merry with a meal deal on the forecourt for five minutes. I recommend the triple cheese, Hula Hoop and Cherry Coke combo.

Wait for me!

Any fantasy I harbour about being a good cyclist is usually extinguished as soon as the road shows the slightest rumour of rising. The minute any kind of gradient is introduced to the ride I find myself hopelessly floundering at the back, while those who have a slightly more controlled approach to the amount of junk food they consume skip merrily off the front. We 90kg types may look thick-skinned and grizzled but we’re invariably sensitive souls who don’t want our weight penalty highlighted every time we ride our bicycles, I’d much rather suffer in private.

So, there you have it: that’s why I would rather ride solo, and, I’ll hazard a guess that after reading, no one would want to go riding with me any time soon, anyway!

His real name is Brian Wagner, but everyone refers to him as Safa Brian – so we’ll follow suit. “It’s a full-time, 24/7 job,” he says of his work. “I do everything: plan, produce, direct, edit, create, manage the channel, sign the contracts with sponsors, make decks, and propose ideas and projects. Still, it’s a pretty awesome job, so I’m not complaining.” Growing up in southern Africa, Brian started out riding mountain bikes. After moving to Australia in 2002, he became a bike messenger, subsequently working stints in London, Glasgow and New York.

He settled in Mexico City in 2012 and over the next six years became a successful racer in the Cycle Messenger World Championships and Red Hook crits. By 2018, he was ready to explore new options. “I just wanted to get out of the city. I was burned out with all the cars and the noise and pollution. Mexico City is surrounded by mountains and volcanoes, so I started exploring.”

Brian relocated to California in 2019 and began riding the local canyons around Malibu. It was here that he discovered his descending prowess. “On Strava, I saw that every time I went down my local climbs I was getting closer to the top of these leader boards, which were full of WorldTour pros. I thought, I must be kinda good at this.” He realised descending was an arena in which he could be competitive. “I met up with other riders in Malibu who were fast descenders and we started pushing each other’s times in a friendly way.”

He had not planned to start filming fast descents – as with other events in his life, it just happened. “I just started filming things that I thought were cool. My wife was like, ‘Why are you obsessed with filming these descents?’ I didn’t have a good answer. They were just beautiful.” Nor was it in the plan to go viral. “First, we would watch the films on a phone among ourselves in the coffee shop after a ride. Then I put one up online and it got a million views, so I was like, ‘I guess other people think this is cool too’.” Brian’s obsessive nature pushed him to do more filming, and his notoriety grew.

Intuition over analysis

Just as he had as a bike racer and messenger, Brian pushed his new-found hobby as far as he could. In the Los Angeles area, Tuna Canyon held the most bragging rights. After meticulous planning, and over 70 rides there, Brian claimed that title. What better way to celebrate this legendary descent with its 50 hairpins than to ride it with one of the best descenders in the professional peloton, Tom Pidcock? Brian has ridden in the LA area with the likes of Matteo Jorgenson and Fabian Cancellara, and met Pidcock there in the autumn of 2022. While on a group ride together, Brian got chatting to the Brit and suggested they do a filmed descent together (see below).

Amid his content creation work, Brian squeezes in 15 hours of training with about 7,000m of climbing a week. “I don’t do structured training. I just try and stay pretty fit all year round.” When it comes to descending, he is meticulous in his preparation, scouting the road, checking the wind direction and practising scores of times. “You can’t just take two weeks off and then go full-gas down a hill,” he says. “That’s a recipe for disaster.” The pace is increased gradually, working out how to go faster while remaining within acceptably safe limits. “Each scouting run is fast, but not full gas. You’ve got to see what’s around the corner, and take the kind of lines you’d want to take when you’re going at full speed.”

Hitting speeds of up to 100kph (62mph) and cornering at over 70kph (44mph) requires total focus. “You put your weight on the outside pedal and you’re constantly looking at the braking points, watching for the spot you want to hit and start turning in, aiming to stay on the line you’re trying to take and the parts of the road you’re trying to clip,” Brian explains.

What’s his advice to riders who want to become expert descenders? “Enjoy climbing because you’re going to have to repeat the descents quite a few times. Following someone who’s got more experience helps a lot too.” When I attempt to dig deeper into Brian’s technique, he hesitates. “I don’t deconstruct what I do. I’m a little superstitious because I’ve never thought about it. It’s just something that has come naturally over many, many years.” It is as though he wants to protect a natural instinct for fast descending. “I feel like if I try to break it down, I’m going to overthink it and things might start to go a little off.”

The star of Descent Disciples and Pray for Speed admits to getting slight jitters in the run-up to filming. “Knowing that if anything goes wrong, the crew – friends and coworkers – have to deal with it, that makes me nervous,” he says. “But as soon as I clip into both cleats, I flick a switch and begin to enjoy it.”

Dealing with danger

Still buzzing from his latest Trust: Descending the Dolomites project, a collaboration with cycling helmet brand Kask, Brian enthuses about Italian descents. “My favourite pass was the Passo di Sella. It’s amazing. Other passes have quite a lot of switchbacks… [but] the Sella is not like that. I was going through corners at 70kph – that’s when you really have to be a skilled rider.” The Passo Fedaia was even faster. “It’s straighter and steeper, so we could have hit 120kph [75mph], but we caught a car and had to slow down.”

Given the consequences were something to go wrong at these speeds, how does he put the danger out of his mind? “It’s real focus,” says Brian, with a steely look in his eye. “When it’s about life and death or serious injury, you have to be perfect, or close to it.” He seems to find enjoyment in this total immersion. “With so much noise in the modern world, it’s nice to be fully focused on something.”

Naturally, some people regard his risk-taking as irresponsible, and videos – including the descent with Pidcock – attract negative comments. “With anonymous critics online, you don’t even know if they have ever ridden a bike in their lives. They just don’t seem to realise I’m a human being.” He expresses frustration that his expertise is not taken into account. “No one’s ever confronted me [in person],” he adds. “I get really joyous messages from people saying they’re inspired to pick up a road bike.

What about the other way around – who inspires Brian? “My sister, who has cystic fibrosis, definitely inspires me,” he says. “She’s one of the oldest, if not the oldest survivor [of the condition] in South Africa. She still runs marathons and trail races and doesn’t give two shits about what people say.” Another source of inspiration is compatriot bike racers. “I love the underdog and watching nations that are under-represented in cycling – African riders are at the top of my list. Cycling is still quite a racist place in Europe, so a World Championships [in Africa] will be fantastic.”

On the subject of Africa, Brian reveals that he is about to return to the land where he spent his formative years, a place he rarely visits. He is excited at the prospect of filming there for the first time. “Cape Town is one of the most beautiful cities in the world,” he reminisces. No doubt he has some adrenaline-filled descents in mind too. Keep your eyes on his YouTube channel as Brian returns to where his cycling odyssey began.

Downing Tuna with Tom Pidcock

In February 2023 Safa Brian posted a video of Tom Pidcock flying down Tuna Canyon in Los Angeles – so how did it come about?

“Tom was in LA and we ended up on a small group ride together, so I fl oated the idea of fi lming a descent. We practised it a few times over two diff erent sessions. It was a stressful day of fi lming, I won’t lie. I really wanted him to be safe and he’s got so much ahead of him – such a talented rider – I didn’t want anything to go wrong. “He followed me down Tuna three or four times, so it was a really good way to fi gure out the lines and the speed to take through the corners. And then he got behind the car we had out there and followed that down and we started fi lming. It was probably the fi fth or the sixth run when we did that take.

“We were hitting a corner every two seconds. There are so many and a lot look similar. If you get it wrong... there’s a cliff . It’s Impossible to learn completely in 10 runs, even 15 runs. I don’t think anyone else could have done it but he went full-gas, which is his nature.

“Afterwards I said to him, ‘I wish you’d have knocked it off about fi ve or 10%!’ But Tom just wanted to fully commit. I’ve never ridden with someone capable of that after only a few runs. He overcooked a couple of corners, correcting midcorner – has the full skill-set, more than anyone I’ve seen. It was incredibly impressive.”

While creatine does support muscle hypertrophy, there’s plenty of research to show that its primary function – as an energy-storing molecule – is effective across a range of disciplines including running, rowing and riding in helping to generate rapid energy during explosive efforts. Now, that sounds a little more useful for us cyclists, doesn’t it?

What's in it for cyclists?

“Creatine essentially works by giving the [muscle] cells a bit more energy, or an increased capacity for the muscle to do more high-intensity work,” says Dr Scott Forbes. “We have an anaerobic energy system that breaks down creatine phosphate into free creatine and ATP [adenosine triphosphate] very rapidly. Hence, creatine has been mainly used for strength training – short, intense bursts of effort followed by rest periods.” But it turns out it can help cyclists too.

“Aside from steady-state endurance rides, most cycling events require bursts of energy for situations like breaking away from the peloton or out-sprinting a fellow competitor to the finish line,” says Dr Kristyen Tomcik. “Creatine helps meet these demands by quickly donating a phosphate group to form ATP – the body’s primary energy currency.” This rapid energy release can provide that extra push needed for high-intensity efforts during a race.

What does the research say?

In Tomcik’s research, led by sports nutrition expert Professor Louise Burke, he investigated the effects of combining a high-carbohydrate diet with creatine supplementation, known as creatine loading. “We conducted 120km time trials incorporating 1km and 4km sprints every 10km to simulate race conditions,” explains Tomcik. Participants followed a high-carb diet (12g/kg CHO) with or without creatine loading (20g/day for five days, followed by 3g/day). “Our results showed that cyclists who combined high-carb intake with creatine supplementation generated significantly more power during the sprints than those on the placebo.”

Forbes cites Tomcik’s study as a valid example of how creatine can be used by cyclists, concluding: “Bursts of speed rely on the creatine energy system. This is hard to tease out and measure in the lab, but we believe creatine might make the difference between winning and losing a close race.”

How can cyclists reap the benefits of creatine?

“Creatine monohydrate is the most commonly used and researched form of creatine supplement,” says Tomcik. “The traditional approach involves a ‘loading phase’ – 20g/day for five to seven days – followed by a ‘maintenance phase’ of 3-5g/day.” The loading phase elevates creatine levels in the muscles, but without maintenance supplementation, levels drop back to baseline. “However, more recent research suggests that taking a consistent 5g per day dose over an extended period is sufficient to maintain elevated creatine stores.

Creatine has also been shown to aid muscle recovery, repair and even enhance cognitive function, such as focus,” adds Tomcik. “This makes creatine a versatile supplement, beneficial not only for physical performance but also for mental clarity, especially during long or intense events.”

What are the limitations?

Creatine supplementation for cyclists is generally safe when taken in recommended amounts, but there are a few potential drawbacks. “The most common side effect is water retention, which can lead to a slight increase in weight,” says Tomcik. “This might be a concern for cyclists, particularly those competing at a high level where power-to-weight ratio is critical. However, the weight gain is typically minimal, usually just a couple of pounds, and temporary.”

Tomcik and Forbes point out that some athletes report minor gastrointestinal discomfort, such as bloating, when starting creatine supplementation. “Usually this can be alleviated by adjusting the dosage or switching to a different creatine brand,” says Forbes. “Ultimately, whether creatine is suitable for a cyclist depends on their individual goals and preferences.”

The bottom line on creatine for cyclists

Creatine is a well-researched, performance-enhancing supplement that benefits cyclists beyond just muscle growth. By increasing ATP availability, it improves sprint power, recovery, and high-intensity efforts, making it valuable for breakaways, final sprints and strength training. While generally safe, creatine can cause temporary water retention, which may impact power-to-weight ratio. You should tailor your supplementation to race demands, training phases, and your body’s response – and be sure to use quality sources for safety and effectiveness.

An event that every cyclist should experience at least once, it sells out fast, with all general entries for 2025 already snapped up. You can still grab a ticket to ride, however, and do it for a good cause too — that’s a win-win in our eyes. By taking up a charity place, you’ll be raising money for Alzheimer’s Research UK, a charity that funds essential research to revolutionise the way dementia is treated, diagnosed and prevented.

Registration is just £75 and open to anyone over 18, with a minimum sponsorship of £650 per rider. Sign up today and take part in this unforgettable experience.

Read on for six reasons we think you should sign up for L’Étape du Tour de France with Alzheimer’s Research UK.

1. Raise money for a very worthy cause

You’re doing it for all the right reasons if you sign up to ride for charity (and it should give you even more motivation, both to train and on the day itself). Dementia devastates lives. One in two of us will be affected by dementia in our lifetime — either by caring for someone with the condition, developing it ourselves, or both. By riding for Alzheimer’s Research UK, you're raising money for an extremely worthwhile cause. Your efforts will contribute towards pioneering research into finding a cure for dementia, something that can't happen soon enough.

When you sign up to ride for Alzheimer’s Research UK by paying a registration fee of £75, you have to commit to raising £650. You’ll get entry into the ride, a free Alzheimer’s Research UK cycling jersey and a host of advice and tips for fundraising.

2. Feel like a pro for a day, and climb the same mountains as Tour de France riders

This is a big one, and a reason many cyclists want to take part. L’Étape du Tour de France translates as ‘a stage of the Tour de France’ and that’s exactly what you get. It's the next best thing to riding the Tour de France, and will no doubt leave you feeling like a professional cyclist.

The amateur event is organised by ASO, the organisers of the Tour de France, so you get the exact same route, which passes through the same towns and villages and, most importantly, tackles the same monster climbs. There’s also Mavic mechanical assistance (both roaming and stationary) and the roads are completely closed (more on this later). Medical assistance and feed stations are also included for all riders. As you’d expect from such a high profile company, the organisation is excellent — from signing up to after the event, when you’ll probably be keen to check out your ride photos.

L’Étape always takes place on a mountain stage and this year it follows Stage 19, from Albertville to the ski station at La Plagne (yes, that means it finishes up a very very long climb). For the Tour de France riders, this will be the last true mountain stage, and follows on from the Queen’s stage. Your breath will be taken away by more than just the beautiful vistas. There are four cols to tackle before you climb up to the finish: Côte d’Héry-sur-Ugin (11.3km, 5.1% average gradient); Col des Saisies (13.7km, 6.4% average gradient); Col du Pré (12.6km, 7.7% average gradient); Cormet de Roselen (5.9km, 6.3% average gradient).

Getting to La Plagne, where you cross the line, is the fifth and final challenge, and one you won't forget. Longer, at 19.1km, the average gradient is 7.2%. You can count down the 24 hairpins to get to the top at 2,052 metres, where you’re sure to feel an overwhelming mix of exhaustion and satisfaction.

While you’re riding up those five mountains, motivate yourself with the thought of the pros doing it just five days later, with 18 days of racing already in their legs!

3. Closed roads

Riding 130km on entirely closed roads is not something you get to experience very often, but that’s what L'Étape gives you. You’ll ride under the same conditions as the professionals, so you can climb undistracted by overtaking vehicles and descend without the fear of an oncoming car. Enjoy the silence and focus of motor-free roads, the company of a huge number of cyclists, the support of spectators and nothing else.

This is a timed event and you’ll get a schedule in advance with information about cut-off times and locations of feed stations. Participants will also be provided with a map of all the roads that will be closed, and related timings, so non-cycling family and friends can come and cheer you on.

4. Beautiful scenery

Cycling in the mountains is always special. The Savoie region is stunning, and you’ll ride through pretty villages, past lakes, in valleys and up mountains.

The route will give you something to focus on and distract you from the gruelling task at hand. If you’re staying on for a few days after the ride, you can think about how you’ll enjoy the area in a more relaxing way.

5. Enjoy the unique experience and camaraderie of riding with thousands of other cyclists

Ask anyone who has taken part in a mass participation event such as L'Étape du Tour de France and they will likely tell you that sharing the experience with so many other people is top of the list of what they enjoyed most.

The atmosphere that comes with this ride is unique and unforgettable. Whether you end up chatting to a fellow cyclist, get into a group for some protection from the wind, or just suffer in silence with others around you — it’s all part of the camaraderie. It’s a friendly ride — remember, you’re all in it together!

6. You have a target to train for

Finding the motivation to get fitter or stronger can be hard at times and you might even feel like riding such a tough event is unrealistic. It doesn’t have to be, so don't let that though deter you. Signing up and using L'Étape as a target will kickstart your training and keep you going through the low points. You may want to get around the route in a specific time, but even if completion is your aim, you can find some inspiration and ideas for workouts in our training plans.

There are only four months to go until the big day, and places are going fast. Sign up to today for L’Étape du Tour de France 2025 with Alzheimer’s Research UK.

There’s a common perception that cycling requires head-to-toe tight-fitting lycra, complete with matching accessories, including gloves, shoe covers and jackets. While this classic kit has its benefits (and it is often my go-to), it’s certainly not the only option. You can ride comfortably in everyday clothes without ever investing in expensive, cycling-specific gear. Read on for practical advice and tips for biking comfortably in what you already own—or can easily find—no matter your budget or size.

Comfort first

The number one rule for what to wear on your bike? Comfort is key.

Whether you’re cruising the greenway for an hour or tackling a long gravel ride, your clothing should fit well and allow for unrestricted movement—no chafing, rubbing, or discomfort.

Opt for stretchy pants or shorts that allow you to pedal freely. Avoid bulky fabrics or thick seams in the crotch area, which can cause chafing and serious discomfort over time. If you must wear underwear, opt for seamless underwear or well-fitted briefs to prevent chafing.

If you’re choosing to ride in long pants, opt for a narrower leg opening or be sure to roll up your right pant leg to avoid the fabric getting stained by grease or, worse, tangled up in the chain. It might not be the most stylish look, but it’s a small price to pay to avoid an awkward (and potentially dangerous) cycling mishap.

For tops, almost anything goes—as long as it’s comfortable and breathable. This is your opportunity to express your personal style if you so choose. Moisture-wicking fabrics such as merino wool, cotton blends or polyester are ideal as the material helps regulate body temperature and keep you dry.

Avoid tight, movement-restricting tops and instead opt for breathable, loose-fitting tops that allow for a full range of motion. A simple t-shirt or button-down shirt is a great option, paired with a flannel, sweater or light jacket when temperatures call for it.

Easy on, easy off

Weather can change fast, and layering is the secret to staying comfortable and safe. Here’s how to do it right:

Base Layer: A moisture-wicking fabric (like wool or a synthetic blend) will help maintain your core body temperature while wicking away any sweat.

Mid Layer: A flannel, sweatshirt or light jacket for insulation.

Outer Layer: A wind- or water-resistant jacket to protect against the elements.

Bonus: a vest is also a great choice for those days where you’re not quite sure what the weather is going to do.

When layering, think easy on, easy off. You want to be able to adjust your clothing as the temperature changes without overcomplicating things

Footwear

Yes, shoes do matter, both for your comfort and safety. While they do make cycling more efficient, you don’t need cycling-specific shoes with clip-in pedals to enjoy a comfortable ride. A supportive pair of sneakers or any closed-toe shoes with a flat, rigid sole can work well for casual cyclists.

If you plan to ride longer distances, consider adding insoles for extra comfort and to prevent foot fatigue. If you do decide to invest in cycling shoes but aren’t ready for clip-in pedals, look for a good pair of touring, commuting or mountain bike shoes. They offer support and grip while on the bike while still being walkable off the bike.

Accessories

Even without specialised cycling gear, accessories like gloves, hats and sunglasses can improve comfort and safety.

Cycling gloves offer some extra grip on the bars, while also reducing hand fatigue and preventing blisters. They’re also designed for a variety of weather conditions, with the thicker ones adding some insulation for cooler days.

A simple cap or headband can also keep you warm while keeping sweat out of your eyes. Just be sure it fits snugly under your helmet.

Sunglasses help with visibility and protect your eyes from debris, wind and UV rays.

Buying cycling gear for less

If you’ve fallen in love with cycling—of course you have!—and decide to invest in cycling-specific clothing, second-hand gear can be a great option.

Online marketplaces such as GearTrade.com, Poshmark and REI offer quality used items. Local bike swaps can often be a goldmine for quality clothing as well, plus it never hurts to ask your friends if they’ve got any gear they no longer need or want.

Whatever you choose to wear, the most important thing is that you feel comfortable and confident. Cycling doesn’t require a uniform, and by following these basic suggestions you too can enjoy the sport while wearing whatever feels best to you.

From the very start of your cycling journey, you’re likely going to want to improve, whether that means polishing or developing new skills, or becoming faster, stronger, or able to ride for longer. You may have a specific target, such as completing a sportive or doing your first race, or you may just want to keep up with speedy friends or improve your fitness.

A personal tip would be to join a cycling club, where you'll find riders of all abilities and experience levels normally keen to help and advise. A club is a great place to make new friends with common interests and will, ultimately, push you to progress. Whilst many clubs may look intimidating from the outside, most exist to support and nurture cyclists, and will welcome you with open arms.

Whatever your reasons, we have five tips to help you become a better cyclist.

Five simple steps to becoming a better cyclist

1. Make sure you're comfortable

If you’re comfortable while cycling, you’re naturally far more likely to ride further, faster or longer. Of course, you’ll have to put in the work to become a better cyclist, however this doesn’t mean suffering unnecessarily. Cycling is meant to be fun, after all.

If you have the budget, having a professional bike fit is a worthwhile investment. A fitter will tweak your position on the bike and look at your saddle to check that it provides all the support you need — having the right saddle can be a gamechanger. Alternatively, take a look at our DIY bike fit guide with tips on how to set up the bike yourself.

Make sure you’ve got your clothing right: a good pair of cycling bib shorts or tights is a must, as is the right kit for the conditions. If you’re riding through the colder months, invest in a good winter cycling jacket and cycling gloves as an absolute minimum.

Holding a cycling position takes some effort if you don’t have a strong core, so condition your body off the bike for support on the bike, using core exercises and training such as pilates. Your aim is to strengthen the muscles that support your upper body.

Having a good routine of stretching and strengthening exercises to do after and between your rides will help prevent many of the niggles and aches that come from bending over the bars for significant periods. Looking for a routine you can do at home for free? Try these strengthening exercises for cyclists.

2. Avoid bonking or hitting the wall

Bonking, when you run out of energy while cycling, is something every cyclist dreads. It can come on pretty suddenly and can rapidly ruin a ride. In simple terms, it happens when your body runs out of glycogen and your muscles don’t have the fuel to keep them working. It’s more than just tired legs and when it hits, the fatigue is intense and you feel like you just can’t keep going.

You can avoid it though, by making sure you eat and drink properly before and during a ride. Nutrition for cycling doesn’t have to mean eating expensive supplements; bananas, cereal bars and jam sandwiches all contain lots of easily absorbed carbohydrates, are convenient to carry, and easy to digest.

A simple way of ensuring you stay hydrated and have enough energy for rides over two hours long is to use a carbohydrate drink — we've pulled together the best energy drinks for cycling here. Always carry a bit more food than you think you need and if you plan to be out for several hours, start eating after the first 30 minutes. Taking on 60 grams of carbohydrates an hour is a good rule of thumb, so check the back of packets to make sure you have enough.

3. Gradually increase your average speed

According to Strava data, the average male cyclist rides at an average speed of 20.4kph (12.7mph), whilst the average female hits 17.7kph (11mph). Although it might interest you, don’t read too much into this data — it’s best to only compare your own rides, at least at first.

Although many factors can impact your average speed on the bike: wind direction, how well you’ve recovered from your last ride and terrain, to name just a few, if your average speed over a similar ride loop shows a general pattern of increasing, this is a very good sign that you’re getting faster.

But the real question is ‘how do I increase my average speed?’ Firstly, you can get some free speed by considering aerodynamics, which may include your bike, wheels, position and clothing. You may think that this isn’t technically improving your cycling, but being faster means you can ride with faster people, and, in turn get faster again.

Try to incorporate some intervals into your training. You can find some structured sessions or a cycling training plan to follow, with short hard efforts included, or you can simply use markers on your ride. This could be a road sign or a building up ahead that you can target, pedalling harder until you reach it, then easing off.

You should try and increase your average speed gradually, and be sure not to get too focused on average speed alone, as there as so many contributing factors that can’t be changed. Find more tips on how to increase your average speed in our guide.

4. Work on your biking technique and bike handling skills

Improving biking technique and your bike handling skills are key to becoming a better cyclist. If you can ride around corners or descend faster — choosing your lines correctly — you’ll naturally increase your speeds. You can practice key skills such as track standing, picking up objects off the floor while cycling, and cornering, in a safe area, and you’ll soon feel more in control of your bike and more confident on the roads and at speed.

Riding off-road, be that gravel, cyclocross or mountain bike, will give you a whole new skillset, which translates to better bike handling. Similarly, track cycling is a good discipline to try, where you’ll practice drills like riding in close bunches, riding in contact with another rider and single leg pedalling, which leads to smoother pedalling overall.

5. Pack in the miles with commutes

Commuting to work by bike can help build a good endurance base. This kind of low intensity cycling builds aerobic fitness, which in turn prepares your body for more intense training.

If your commute is fairly short, try and extend it into a longer loop a couple of times a week and you’ll soon be getting some good weekly mileage under your belt. If your office is a decent distance away, you’ll naturally be packing in the miles, and by riding both to and from work, you’ll really up the training volume.

Try and keep your heart rate low during commutes — keeping it steady up the hills, spinning at higher cadences and not going too hard off every traffic light will help prevent excess muscle fatigue. If you go too hard on these easy rides, you’ll end up too tired to get any real physiological benefits during dedicated training sessions. Remember, riding easier does make you faster. This isn’t to say you shouldn’t turn any commutes into intervals, just that your body needs time to recover with some easy pedalling, particularly if you’re riding to work five days a week. Remember to fuel properly too, before, during and after your ride.

While intending to train hard, many of us hinder our progress by making mistakes. As a coach, I’ve worked with cyclists who found their fitness plateauing or even declining, despite putting in consistent effort. A closer look at their training often reveals a few common errors that are easy to make but also easy to correct.

If your performance isn’t where you’d like it to be, take a step back and see if you’re falling into any of these avoidable training traps. Below are the most frequently encountered training mistakes – and how to fix them.

RIDING TOO HARD ON LONG, ‘EASY’ RIDES

This one is a very common mistake, made in two different ways: either riding to an average speed target, rather than relative intensity, or riding at the upper end of Zone 2 all the time. Easy rides are meant to be easy – allowing you to go long without inflicting excessive fatigue. Riding beyond this lower intensity impairs some training adaptations, as well as making you too tired for key sessions where higher power is the goal.

DO THIS INSTEAD: The fix is easy: slow down and take it steady. Wide-range gearing helps on hillier routes, while heart rate (HR) is a better indicator of intensity than power or speed, as it shows how hard your body is working. If you know your Zone 2 HR is 130- 140bpm, keep it primarily in this zone.

USING SUMMER POWER ZONES FOR WINTER TRAINING

Fitness and power zones don’t follow a simple linear progression. Instead, they fluctuate, with peaks and troughs over time, even as overall performance improves. Many riders achieve their best power test results during the race season, when they are at peak fitness. However, they often continue using these same numbers throughout the winter, despite having lost some conditioning after an off-season break. This leads to training at an intensity that is too high for their current fitness. Over time, even a small but consistent overload increases fatigue and can impair training and hinder progression.

DO THIS INSTEAD: It’s perfectly normal to see a drop in power at the start of winter training. Anyway, you should be testing your power zones every 12-16 weeks or after specific training blocks. A good rule of thumb as you start your winter training period is to gradually build up in the first couple of weeks before re-testing your power zones.

UNDER-FUELLING LONG RIDES

I’ve made this mistake myself after receiving poor advice that “at low intensities, you only burn fat, so there’s no need to eat carbs.” This is completely wrong – the body always burns both fat and carbohydrates simultaneously, just at varying rates depending on intensity. Despite this, many riders under-fuel their long rides, consuming very little – perhaps just a small bar with 20g of carbs per hour. This approach can compromise performance, limit adaptations, and lead to unnecessary fatigue.

DO THIS INSTEAD: We certainly don’t need to be eating 120g/hr of carbs for these sessions, but 40-60g/hr is a sensible intake. Doing so will result in better recovery, enhanced training adaptations, and reduce cravings and snacking after these rides, helping to maintain optimal body composition.

TRAINING THROUGH ILLNESS

It’s common for riders to rush back into training too soon after illness, or even try to make up for lost time. This is a major mistake, often leading to prolonged illness or repeated setbacks. I once worked with a rider whose previous coach advised them to ‘catch up’ on missed training after being unwell. They were given an intense training week while still recovering, only to fall ill again – proof that pushing too hard, too soon, can do more harm than good.

DO THIS INSTEAD: For the long-term benefits of your performance and training, it is important to wait until symptoms have subsided, plus an extra day. If you have been ill mid-training block, reduce the intensity of the first week back before picking up on efforts again or – depending where you are in your season – move on to the next phase.

NEGLECTING STRENGTH WORK

Strength training is a brilliant tool for adding an extra training stimulus, improving bone mineral density and reducing the likelihood or injury.

DO THIS INSTEAD: You don’t need a fully equipped gym. There are benefits to be had from home sessions with bodyweight exercises. Some useful bodyweight exercises are single-leg squats, hip bridges with single-leg raise, shoulder taps, and jumps. If you have some basic weights like a kettle bell you can add standard squats, Romanian deadlifts, and kettlebell swings. The correct weight depends on your strength and what progressive phase you are in. Strength phases use heavier weights lifted slowly, Power phases use lighter weights lifted with more speed and acceleration.

The key is remaining consistent with strength training year round, which will help reduce DOMS. Two sessions a week is a suitable workload for most people, even during events season. Setting yourself a progressive and varied strength plan helps, and remember to avoid high-rep work. Keep cardio and strength work separate, and focus on strength and power with lower repetitions and more force or speed while maintaining good technique. Many riders I’ve worked with have seen significant improvements through the inclusion of even basic strength programmes.

GRINDING TOO SLOW A CADENCE

High-torque intervals are used to develop force production. For example, a rider producing 300W at 90rpm generates 31.8Nm, whereas at 60rpm, they generate 47.7Nm. At the WorldTour level, sustained high-torque training targets are 1Nm/kg for men and 0.88Nm/kg for women. Where low cadence becomes problematic is when it’s habitually used during steady endurance rides. This can lead to excessive muscular fatigue, limiting performance and overall fitness gains.

DO THIS INSTEAD: A key objective of endurance training is muscle capillarisation – developing more capillaries to increase the supply of blood and oxygen to muscles. One of the mechanisms for this is the release of vascular endothelial growth factor (VEGF), which some studies have found aligns with the number of muscle contractions, not their intensity – more revolutions may mean greater gains. Of course, spinning at 110rpm for four hours won’t do you any favours. While an average cadence of 80-100rpm is often the most appropriate, some riders are comfortable closer to the 80rpm range, while others prefer close to 100rpm.

ALWAYS TRAINING INDOORS OR OUT

Riding either exclusively indoors or outdoors can be limiting, though there are valid reasons to favour the former at times, such as high winds, icy roads or only having time to ride in the evenings and preferring not to cycle in the dark. However, when riders have the option but consistently stick to just one, they may miss out on key training benefits. A balanced approach, leveraging the control and efficiency of indoor training alongside the technical skills and varied conditions of outdoor riding, leads to better overall performance and adaptability.

DO THIS INSTEAD: Only riding indoors can be limiting if your goals involve outdoor cycling, as it reduces time spent developing bike-handling skills including cornering, descending and out-of-saddle efforts – all essential for riding safely and confidently. Conversely, riding exclusively outdoors can mean training in unsafe conditions or struggling with session specificity, as some intervals are easier and safer indoors depending on road conditions. The key is finding a balance between the two.

MAKING NO ALLOWANCE FOR STRESS

Training is about managing total stress load. As a coach, my role is essentially stress management. Cycling stress is just one factor. Work, life, exams, and other pressures all contribute. To maintain progress, there must be a balance between stress and rest. When external stress increases, keeping training intensity unchanged can lead to burnout. Sometimes, the best approach is to reduce cycling load to ensure optimal adaptation and long-term gains.

DO THIS INSTEAD: During times of high life stress, be realistic and reduce your training load. Be mindful of your stress-to-rest balance. Keeping track of RPE, fatigue levels, mood and sleep can help give you an idea of where the tipping point lies.

OVERDOING IT ON ZWIFT

Zwift racing can be fun and a great way to stay motivated, especially for adding higher-intensity efforts over the winter. Many of the riders I coach find that occasional eRacing helps keep them engaged, whether as a one-off challenge or as part of a league. The problem arises when these races are done too frequently. Since they typically last around an hour at near-maximal intensity, racing more than once a week can lead to excessive fatigue. It can also mean missing key sessions designed to target specific fitness adaptations, ultimately limiting long-term progression.

DO THIS INSTEAD: The solution is easy: limit yourself to one Zwift race a week, at most, or do them in small blocks with easier riding and plenty of recovery scheduled in between. Consider how they fit in with your bigger goals. If Zwift races keep your motivation high, keep doing them, but be aware that doing too many may limit or slow your long-term development.

The bottom line...

Avoiding common training mistakes can make a significant difference in achieving your cycling goals, making sure you’re maximising gains while avoiding self-sabotage. While it’s important to enjoy the process, the most effective training balances structured progression with sustainable effort. By recognising and correcting errors – whether in intensity, recovery or session selection – riders can train smarter, reduce fatigue and improve long-term fitness. With the right approach, progress becomes more consistent, effective, and rewarding. Erase these mistakes from your cycling and you’ll go from strength to strength.

Understandably, for those where cycling is an integral element of their lives, the big question is: When can I cycle safely with my child, usually followed by, ‘how’?

If you’re early in your parenting journey and looking to make first riders a success, then here are some pointers to consider that should help make that first ride together a success. These tips are all tried, tested, and successfully powered my son and I to our first ever overnight bikepacking trip, last summer.

Don't rush it

You’ll know as a parent when the right time is to take your child out on the bike. Sounds unhelpful, I know but only you can weigh up the complex scenarios of your comfort with the situation, stage of your child’s physical development, weather and of course local cycling environment. Trust yourself.

Once you’ve solved that complex equation, then it will be the right time.

It’s not something to rush, as you want your first time out to be enjoyable (or at least not traumatic) for both of you. This is an activity of a lifetime you’re sharing, and as Guinness drinkers of the 90s will know, good things come to those who wait.

Select your transportation method

Still waiting can take a long time, and one thing time is useful is doing a bit of homework. Your life circumstances like storage, finances and where you live will likely steer you down one of the following avenues for porting your baby or toddler about: child seat (front, rear, or top tube), trailer or cargo bike.

Manufacturers will always understandably err on the side of caution in their guidance – but generally you’ll find cargo bikes where you can fit a car child seat allow you to start the earliest (from six months in some cases or earlier depending on the seat you use), followed by trailers (from 8-9 months) and then child bike seats (usually over 12 months). You also need to consider these age thresholds alongside your approach to bike helmet wearing, most helmets are recommended only for children over 12 months, due to their developing neck structure.

Cargo bikes and trailers are likely to be the most comfortable options for your child, with the latter offering respite from the wind, rain and sun from the get go, while additional options are likely needed for your cargo bike. The child seat will be a bit more exposed for its occupant, and the option of having toys and blankets is limited by practicality.

Consider also where you’re riding – is it smooth asphalt or chunky gravel? If it’s the latter you’ll want to make sure your child has good neck strength, and that at least until they’re older you keep to the tame trails where the bumps and drops are a minimum.

Try before you buy

Of course once you’ve settled on your chosen means of carting your kid about, it can often be a big investment, which can be off-putting in its own right.

If you’re fortunate enough to have friends ploughing the child carriage furrow before you, then see if you can borrow their kit for a while. Failing that there are a number of companies out there that can loan bike seats and trailers which they’ll send to your home.

Read the instructions!

Children don’t come with an instruction manual, but child seats and trailers do. The worst case scenario is that you’re set up, ready to roll, before realising you have no idea how to adjust the array of straps and the child is getting bored. Read the instructions beforehand and practice the set up before putting the baby or toddler in; practice with a to-scale teddy bear first if you can! Of course safety is key, but comfort comes a pretty close second.

Practice in a safe space

Whatever way you choose, you’re going to find it initially a little different taking a small person for a ride. Whether it’s the peculiarities of the cargo bike, drag of the trailer and its turning circle or the surprisingly top heavy nature of the child seat, each mode will take a little getting used to and best done in a quiet place away from busy roads.

Once you’ve nailed that ride, keep it short (no more than 15 mins) paying attention to verbal cues all the time. And, if the ride ends with a treat, well consider that an introduction to the well known the perks of the mid-ride coffee and cake stop!

Build up to longer journeys

Not a surprise here, but once you’ve mastered the short ride, build up the little person’s tolerance to longer time out on the road, and work out what you need to keep them happy. It’s trial and error – but it’s not likely to be too different to when going out normally – like snacks, drink, nappy bag and some sort of entertainment.

The only other things you might like to consider are how to keep them comfortable dependent on the weather. Warm (but not too hot!) hot water bottles under the seat in trailers or given to wrap little arms around in the colder months can be a godsend.

...but always have a plan B

It's a common scenario: you set off, everyone is all smiles and giggles, and then all of a sudden, things take a turn for the worse. Unless it’s something easily resolved, for example via a snack, don’t force the ride. Return home, and try something else.

Make sure your gearing is right!

This one is more for you the rider than your passenger. Unless you’ve gone electric, you’re going to find it heavier going with a small person.

If you’re not mechanically minded speak to your local bike shop about getting the lowest gearing for your bike, a wide spread cassette and smaller chainring will serve you well. You might be sacrificing the big gears for the downhill, but your knees will thank you, and the good news is however your bike is geared, it’s all likely to be good resistance training!

Don’t forget your repair kit

I’ll never forget when I heard my lad voicing his complaint from the trailer on what had otherwise been a great morning out.

The reason was clear – his trailer wheel had punctured and the judders and angle were terrible for the poor chap.

Sourcing inners for trailers might be difficult, but with a puncture repair kit, book for the lad while I embraced my inner Bicycle Repair Man, I was soon back on the road with minimal fuss.

Moral here is unless you’ve a “family taxi” on permanent standby, make sure to have the means to repair common road side ailments and something to keep your child entertained safely while you do so.

Try and avoid taking favourite toys…

These will be dropped to the dismay or ejected with joy by your passenger. Catch the act in time, and you’ll soon tire of the bike gymnastics required to stretch down and pick it up while holding the bike securely; don’t realise and you’ll end up having to search very slowly the stretch you’ve just passed while trying to soothe the worried one.

Dealing with the potential loss (both yours and theirs) will be much easier if the emotional attachment is not there in the first place.

Pack those snacks (and water!)

Have them easily to hand. Sort of goes without saying, but you’ll find top tube and stem bags handy for storing those essentials, as well as other small toys.

Above all make it fun for them!

I knew the rides with my son had become a success when I stopped mid-ride to take a quick photo – immediately my boy piped up, saying “Sit down Babbo!” Effectively his way of telling me to stop faffing, and start pedalling.

We reached that point, as he’d started associating these rides with fun. These rides were for him, more than me, which meant stopping off at the playgrounds that took his fancy, zooming downhill, singing out loud together, stopping to look at those ducks, pick some blackberries, or get an ice cream etc

With that mindset shift to making sure the ride was fun for him, inevitably I started to enjoy myself more. So what if you don’t manage big mileage together, climb the steepest hills or hit the high speeds – that’s not what is important. Getting out and enjoying cycling together will satisfy far far more, and build lasting memories for you both.

It’s likely you’ll need to make a few adjustments on a new bike so that it fits you well. Being one of three contact points, the height of your handlebars can make a big difference to comfort, how the bike feels to ride and, consequently, how confident you are. You can have a professional bike fit or you can make some adjustments yourself with a DIY bike fit.

As a beginner cyclist, you’re likely to feel that a higher, more upright position is more comfortable — because it generally is! But if you want a racier, more aerodynamic position then you should lower your bars.

The good news is that changing handlebar height is a simple job, so if something doesn’t feel quite right, make small adjustments up or down to work out what's best for you. Bike geometry also plays a big part; if you're riding a more aggressive road bike model, you may not need to lower your bars at all, or may need to raise them, whereas if you have an endurance road bike it will have a taller head tube and a more upright position to start with.

Read our step-by-step guide and watch our video to become an expert at adjusting your handlebar height.

How to set your handlebar height in five easy steps

Setting your handlebar height correctly is often overlooked but is an important step in creating your perfect ride, whether you're hunting aerodynamic gains or want more comfort.

Before making a start, you should account for things like your bike's geometry: a bike with a short head tube will naturally place the handlebars in a lower position, and vice versa. So just because you had all the spacers removed on one bike, it doesn't mean the same applies to another.

Signs your handlebars are too low include numb hands and soreness in the lower back. If you're making adjustments as a result of discomfort, the amount of pain you're suffering from should also be understood. If you're suffering a little soreness from a curved back this article should help you, but if you're in pure agony when riding we suggest seeing a professional bike fitter.

Step one - Have an idea of what you want

Getting that perfect fit can be determined by a few different things. Firstly, what do you want to get out of your riding? Are you a long distance rider who values comfort or a racer who wants to shave seconds off your personal best?

Generally, if you're after comfort, you'll want a slightly higher position, if it's aerodynamics and speed, you'll want to be lower. But bear in mind if you go too low for your level of core strength and flexibility, you'll throw off your balance, producing less power and thus going slower.

Step two - Measure your comfort zone

If you're looking for a more comfortable position for those longer rides you may entertain the idea of a more upright position, so higher handlebars would be a good solution. Alternatively if you're racing, you'll want to drop the handlebar height to a point where you're low enough but not in discomfort. A good way of doing this would be to get a bike fit where they can measure your body to the outcome you want.

Unless you're very serious about getting that perfect height, bike fits can be a bit expensive so don't worry. A simple case of listening to your body when running a few different heights will give you a good indication as to what is a good height for you.

Step three - Loosen your stem cap and screws

Now that you know what height you want it's simply a case of rearranging your existing set up. First you'll want to unscrew your stem cap bolt, usually a 4mm or 5mm hex bolt that's situated in the centre of your stem cap. You'll need a multitool or Allen key for this. Once this is removed you can undo the bolts securing your stem to the steerer. They're usually 4mm hex bolts, but you'll sometimes find other sizes or Torx bolts.

Step four - Remove your stem and adjust any spacers accordingly

Now that your stem is loosened, you can lower it or make it higher using your spacers. If you want a more aero position you may find yourself removing all the spacers and placing them on top of your stem giving you a lower position. The opposite will be true if you want a more upright posture, seeing more spacers being placed under the stem to give it a higher position.

You need to replace all your spacers back in the stack for the steerer to be safe. If you're confident in your new position you can get the head tube cut down for a neater look, but it's a one-way street — there's no going back once it's done. You should get this done by a bike shop who will have the right tools to make a parallel cut and will know how much to cut the steerer down.

Step five - Re-tighten the stem cap and screws

Now that you've adjusted your set-up to your needs, you can go ahead and tighten everything back up and be on your way. When doing this, make sure your handlebars align in a straight position so as not to affect your steering.

A final point to note is that when tightening screws, it's best practice to use a torque wrench to get the correct tension, preventing overtightening and failure. When doing so, be sure to tighten each screw to the same torque, giving an even fitting across all your screws. Your stem will usually have a maximum torque figure stamped on it. It's normally quite light, often 5Nm.

For the most part this should help alleviate any past problems but if you find that you are still suffering we recommend a visit to your local bike fitter who will be able to go into more depth with analysis of your riding position.

Handlebar height, handling and fashion

More than simply choosing between different functions — comfort and handling/aerodynamics — handlebar height has long been discussed in terms of fashion.

Although fewer cyclists have the ‘long and low’ attitude these days, you’ll find some do still like to slam their stem — moving all the spacers from below the handlebars to above them, to get as low as possible. It may be the best choice for some riders, particularly racers, but it’s definitely not right for everyone and there are lots of cyclists out there that still do it purely because it looks fast, with little regard for how they will feel after three hours in the saddle.

As a beginner cyclist, you may be of any age; you may be looking to commute or looking for a new way to stay active in your retirement. Being comfortable when you start cycling means you’re more likely to keep it going, and not give up because you’ve got discomfort in your wrists or neck, for example.

Lower handlebars are, in general, more aerodynamic and look and feel ‘racier’ (and it’s what you’ll see on most professional road cyclists’ bikes), and the lower centre of gravity that a lower front end creates does improve handling and traction. However, take this too far and it can have an inverse effect, as well as potentially make you very uncomfortable.

The reality though is that many cyclists don’t have the flexibility nor the core strength to maintain a slammed or even relatively low position, one in which there’s a big drop between the saddle and bars.

Having higher handlebars will give you a more upright position on the bike and, although handling is generally slightly better with lower bars, the upright position is more natural for the new cyclist so should give you more confidence.

Either way, you want to be comfortable in all hand positions: lever hoods, bar drops and bar tops; there’s no point in lowering your handlebars to find you can't reach the gears and brakes, or lose all confidence on a steep descent. We recommend making small adjustments at a time to discover the best position.

Handlebar height FAQs

Cycling is more than just a mode of transportation or recreational activity; it's an exercise that can significantly improve health and increase longevity.

Don’t just trust us; in the words of 61-year-old Jonathan Fawcett: “I don’t think another sport would be as good for me as cycling is.”

The retired school teacher from North Nottinghamshire, UK, had a bike “as a kid”, but was attracted by other sports - cricket, running and volleyball - in his adult years. It was as his years progressed that he turned to cycling.

“When I was 45 my knees went, I got arthritis in my hips and I had a shoulder problem so I couldn’t run any more. I started cycling with my son when he was 10 about 9 years ago on the track close to him but I soon started to want to go further,” Fawcett told us.

Fawcett started out on a mechanical Specialized Diverge gravel bike, but interest in the road quickly took over. “After 18 months I got some road wheels and discovered how amazing it felt to go faster, that year I did my first 100-mile ride and it snowballed from there. Last year I did 10,000km and that is the most I have done in a year, I did long-distance routes from Land’s End to John O Groats, Coast-to-Coast and the Way of the Roses. My goal this year is to ride 300 miles in a day,” he says.

Retirement in 2024 hasn’t seen Fawcett slow down. “When I was working it used to frustrate me when you would have lovely weather when you were at work and it would get to the weekends and it would be rainy and windy. Now I can pick my time to ride and I can ride all I want. This weekend I am doing a 200km Audax,” he says. “Cycling has given me back a sense of achievement that I could get from playing lots of sports. When I was younger I was an opening batsman and you could get out and then be a bystander but when you are cycling you are engaged with it all the time, even on the very long rides.”

A member of Bolsover Cycling Club, Fawcett enjoys the social element of cycling as well as the chance to see different parts of the country. The sport also suits his body as it ages, “[cycling] is a low-impact sport and I have plenty of gears so I can cope with the terrain without putting too much strain on my body, I also do quite a bit of stretching for my hip shoulder and knees. All my bikes are very carefully set up and I look after my body, I’ve had a lot of help and advice from people who have been doing it a lot longer than me. I wish I had found cycling as a sport sooner, I would recommend it to anyone. I don’t think another sport would be as good for me as cycling is,” he says.

Cycling, longevity and Vo2 max

We know that cycling is fun - but - how does it help us live longer?

One critical way is by enhancing VO2 Max, a vital measure of cardiovascular fitness and an essential marker of overall health and longevity.

VO2 Max, or maximal oxygen uptake, represents the maximum amount of oxygen a person can use during intense exercise. It's measured in millilitres of oxygen consumed per kilogram of body weight per minute (ml/kg/min). Essentially, it reflects the aerobic physical fitness of an individual, indicating how efficiently your body can use oxygen during exercise, a direct measure of cardiovascular endurance.

VO2 Max reflects the capacity of the heart, lungs, and blood vessels to deliver oxygen to working muscles. Higher VO2 Max values are linked with lower risks of cardiovascular diseases, improved metabolism, and increased energy efficiency. Additionally, research indicates that individuals with higher VO2 Max levels have significantly lower risks of premature death, possibly due to better lifestyle choices such as exercise and a healthy diet.

As people age, they typically experience a decline in VO2 Max, often attributed to reduced physical activity, loss of muscle mass, and decreased efficiency of the cardiovascular system. Therefore, maintaining or improving VO2 Max can lead to healthier ageing and prolonged life expectancy, and cycling is an excellent way to do this.

How Cycling Boosts VO2 Max

• Cardiovascular Conditioning: Regular cycling requires sustained effort at varying intensities, which strengthens the heart muscle, increases stroke volume, and enhances cardiac output – all essential components for increasing VO2 Max.
• Muscular Adaptations: Cycling promotes the growth of mitochondria in muscle cells. Mitochondria are the powerhouses of cells where oxygen is used to produce energy. More mitochondria mean enhanced capacity to utilise oxygen efficiently.
• Improved Blood Flow: Cycling enhances capillary density in muscles, allowing for better delivery of oxygen-rich blood to muscle tissues and facilitating more efficient removal of waste products. This improves overall oxygen uptake and use.
• Lung Function: Regular cycling can improve respiratory function, increasing how well oxygen is absorbed and carbon dioxide is expelled.

Other ways cycling boosts longevity

While boosting VO2 Max is a significant component, cycling has additional benefits that collectively contribute to increased longevity:

Weight Management and Metabolic Health

Regular cycling helps burn calories, contributing to weight management and reducing the risk of obesity—a known risk factor for many chronic diseases. Cycling also improves insulin sensitivity and glucose metabolism, reducing the risk of Type 2 diabetes.

Mental Health and Cognitive Function

Cycling isn't just beneficial for the body; it supports mental health. Engaging in regular cycling has been shown to reduce symptoms of depression and anxiety, thanks to the release of endorphins and other neurochemicals. Physical activity, including cycling, is linked to improved cognitive function and a reduced risk of neurodegenerative diseases. Cycling with other people also has a positive effect as you have more opportunities for new friendships and sociability, good sociability is a factor in longevity.

Bone and Joint Health

Cycling is a low-impact exercise that puts less stress on joints compared to high-impact activities like running, it also makes it suitable for people who may have some mobility problems or find walking or running difficult due to their body weight. If you have arthritis or joint problems from other sports earlier in your life cycling presents a good alternative.

Get on your bike and live longer!

Discovering cycling or cycling more is a brilliant step to enhancing your longevity by boosting VO2 Max and providing a host of physical, mental, and social benefits, cycling is a comprehensive form of exercise that promotes a healthier, longer life. Whether you cycle for fun, to work, or as part of an exercise plan the data is clear: cycling sets the wheels in motion for better health today and greater longevity tomorrow.

Racing while pregnant was unlike anything I’d ever experienced. I’ve always been a daredevil. I love going fast and pushing the limits. But as soon as the race started, an incredibly primal feeling came over me. Any competitive feeling I once had was stomped out by the need to protect the baby at all costs. The rational side that knows deep sand is easier to ride if you’re going faster was completely overpowered by the instinctual side telling me to “slow down, we can’t crash”. I’ve never been so polite and encouraging to people passing me in technical sections. That said, around mile 50, when it started to get hot and people started to fade, my body was ready to keep going and push. I focused on fueling and hydration and looked for spots in the race where I could use fitness rather than technical speed. I caught the 11^th place woman and then the 10^th. Ultimately putting a 7-minute gap into them in the last 25 miles. After 7 hours and 20 minutes of racing, I crossed the finish line feeling both proud and relieved. We did it. Me and my orange-sized stowaway. Ready for a non-alcoholic beer.

The reaction to the pregnancy announcement online was incredibly positive—at least to my face. I know the comments and critiques are coming but so far, I’ve been overwhelmed by the excitement others have expressed. Within hours, multiple gravel racing peers reached out to say congrats and ask how my sponsors reacted. I quickly realised that I wasn’t alone in worrying that choosing to start a family might put sponsor support at risk.

When I initially found out that I was pregnant, I was filled with mixed emotions. Being a mom is something I’ve always wanted but is it too soon? I’m 34 years old and starting the fifth year of my professional cycling career. What will happen with my race season now? How would the brands that support me react? I chose these partners for a reason; I know them well, but what if I was wrong? My hands shook as I pushed send on my emails, but I was lucky. I’m so proud and thankful that every one of my partners—Shimano, Scott, Camelbak, CarbsFuel, Garmin, Zico Coconut and Vittoria Tires—reacted positively, excited even and, importantly, supportive of this new chapter.

Athletes like Allyson Felix have paved the way for the rest of us, proving that you can have a family and an athletic career. I watched Chelsea Sodaro win Kona (the Ironman World Championships) just a year after she had her baby—another great example from outside our discipline. Professional gravel racing is still quite new and so there are few examples of women who successfully combine both—though there are some. Shoutout to gravel racer and mom of two, Laura King!

I know people will have plenty to say about my season ahead—and even about my body—but only I get to decide what this year will look like. This path is uncharted territory, and people always have strong opinions when the facts are unknown. I plan to listen to my doctor and my instincts to help me decide whether and when racing is too much for me this season. But in the meantime, I welcome this important opportunity to test myself and perhaps show others what is possible. I am not one to tell anyone what they should or shouldn’t be doing with their body, but I do want to show my future daughter that she can do whatever she sets her mind to. I want to show fellow female gravel privateers, and athletes generally, that they can have a professional racing career and also start a family. The more examples we have, the better off our sport will be. If my story is helpful for even one other female contemplating whether they can start a family and have an athletic career, then it’s worth it.

My main concern with racing is the inability to control the riders around you. I’ve been crashed into from behind or had people go down right in front of me. I can never ask anyone else to change their race to accommodate me, but I can control my own behavior and actions. It’s about being aware when someone around you is at their limit—when their reaction time or decision-making might be off—or giving others more space in technical sections. Letting someone pass if they’re eager to get by. It’s small adjustments that help minimise risk.

I want critics to know that I am not being reckless. For the first time in my life, I am actually prioritising listening to my body. Before, when the focus was only on being a professional athlete, I would never skip a workout—if it was in TrainingPeaks, I would do it. Early in my first trimester, I realised that my mentality was going to have to change. I have bigger goals now. Something else in my body is depending on me for survival. I am following the advice of my doctors, my care team around me and my husband (technically, he should have some say, right?), but most importantly, I will listen to my own instincts and my body every step of the way.

Right now, I plan to race through the middle of May, even if “racing” takes on a new meaning. Most people at gravel races are showing up to do the best they can on that day with what their body will give them, and I will do the same. My proposed schedule consists of Sea Otter’s elite gravel race, Levi’s Gran Fondo and Stetina’s Paydirt—although I’ll definitely have to skip the mechanical bull this year. Initially, I wanted to race Unbound as well, but at seven months pregnant, that might be a little too much, even for me. That said, if at any point I feel like anything is too risky or dangerous, I will change the plan. This is a completely new journey for me but the first thing I learned is that it’s absolutely not going to be as easy as I originally thought.

The path I’m following is definitely not yet paved but fortunately, I’m used to gravel roads.

As you can guess, we at Cycling Weekly love riding our bikes. The benefits of cycling are huge. You’ll get fitter and healthier (physically and mentally), and can save some money and the environment by choosing a bike over the car or public transport. Exercise is also a great stress reliever, as is being outdoors. If you’re still not persuaded to take up cycling, you might even make some new friends or you can get the whole family involved, opening up opportunities for weekend adventures or exploring the world. Be inspired by Malcolm’s story below and check out our cycling tips for beginners: bikes may just transform your life… it's never too late to start.

In 2022, Cycling Weekly interviewed Malcolm Waite from Devon, who, spurred on by his wife's new way of commuting, at 40 years old decided to get on a bike for the first time in his life.

“I was at home, working on renovating our new home and watching the new cycleways near our house being developed. I thought: ‘I’ve got the time, I’ve got the bike, I live in a traffic-free road, why don’t I give it a try? It can’t be that difficult’,” Waite recalled.

Waite taught himself, “At the same time I was learning, there were young kids riding balance bikes up and down my road. Watching them, I thought the best place to start was by learning the feel of the bike, and trying to balance while the bike was stationary. I fell over many times but kept going, and eventually, I could take my feet off the floor and stay upright — I was amazed!”

“When I could stay upright for more than 30 seconds, I told my wife that I was going to try pedalling down our road. I found the effort astounding! I was exhausted but I did it, and I was hooked. No books, no internet, no videos — just the inspiration of those little kids on their balance bikes.”

“Some of my very best moments ever have been out cycling with my wife. She started taking me out for long and hilly rides — I have loved every minute,”.

How to learn to ride a bike

Every cyclist started as a beginner, whether that was at three years old astride a balance bike, at well over 40 and venturing out on a hybrid bike or, just like Malcolm, on an ideal cheap road bike.

Back in 2022, we spoke to Kirsti Grayson, founder of GoVelo, a cycle activity provider and instructor in North West England. Kirsti grew up in Africa, before moving to the UK and raising a family, and understands that riding a bike can be more than just a great recreational activity.

"After starting out teaching children how to ride in school playgrounds and carparks, a lot of parents confessed to me that they had never learnt how to ride" says Kirsti. "It was in an area of deprivation, with a lot of small terrace houses, with no gardens and cobbled hilly streets. Then the local council installed a purpose-built cycling track in the local park, which was flat, traffic free and gave the ideal space for adults to learn to ride too.

It's wrong to assume that everyone learnt to ride a bike as a child as not everyone had access to bikes, be it the cost to own one, the space to keep one, or were even allowed to learn. Some of the women in the community groups I work with now have told me that learning how to ride a bike as an adult was on their bucket list all their life after been banned from riding in their country of origin or from family members.

Learning how to ride a bike as an adult is more than just pedalling. It's considered therapy on two wheels as it gives the learner the skill of decision making, a sense of achievement, confidence, owning a skill just for them, and the belief that you can do something just for yourself"

In the US, there's no national program for learning to ride a bike as an adult and state facilities vary. Contact your local bike shops for classes near you, or check out the League of American Bicyclists’ handy map to find a list of all certified League Cycling Instructors in your area and not-for-profit cycling organisations.

The UK is really fortunate to have a national cycle training programme that teaches people of all ages how to ride a bike and provides tips for beginner cyclists. You can find a full list of accredited organisations and individuals at Bikeability. Although not government funded, many organisations have been successful at securing funding so offer some teaching for free or at a reduced price. It also a great place to find your confidence again after a lengthy hiatus from cycling.

Tips for beginner riders

1) Buy your bike from a local shop

Your local bike shop will be a fountain of knowledge when it comes to ensuring that you get the right bike to start off with. If you prefer to do a bit of homework before you start shopping, be sure to read our road bike size guide to help find a frame that fits.

Even if you know your size, your local bike shop will be able to sense check your calculations and make sure the bike is comfortable, help you get set up on it, probably offer you a free six month service, and be there to help you out when you've got questions. Expertise and advice now will save you cash in the long run.

If you're not sure what style of bike you want, you can find all you need to know on our how to buy your first road bike page.

But if you're wondering what else is out there, a quick guide is that an endurance-focused road bike, with a more relaxed geometry, will suit most beginners. For riding off-road or mixed terrain, you should go for one of the best gravel bikes or adventure bikes, with plenty of mounting points and room for wide tyres. Or a cyclocross bike is a fast and fun alternative to these.

If you're not ready for drop handlebars, take a look at our selection of the best hybrid bikes with flat bars, or if you're planning on cycling to work there are plenty of options for the best commuter bikes, include folding, Dutch, singlespeed, and cargo bikes.

Electric bikes are becoming increasingly popular, and we've put together a selection of the best e-bikes for those of you looking for a power boost.

2) Get comfortable on your bike

Many pro cyclists who have been riding for decades are still tweaking their bike fit — when it comes to performance, some riders find bike fit is a never ending process of adjustment based on individual factors and goals.

However, there are some basic guidelines that can apply to all riders looking to ride in comfort and avoid injury, even if it's a DIY bike fit.

Optimum saddle height can be found by placing your heel on the pedal at its furthest away point (closest to the ground). Our page on how to set your saddle height tells you all you need to know, but, as a quick summary, your leg should be straight, so when you clip in, there's a slight bend. You want a slight bend in your elbows, too — you know the reach is right when the front wheel hub disappears from view under the handlebars when you are riding on the tops.

3) Learn how to fix a puncture

There's no good reason any rider should find themselves stuck in the middle of nowhere with a flat tyre and no means or knowledge to fix it, even if you've only just learnt how to ride a bike as an adult.

If you don't know already, then read our guide on how to fix a puncture, or get someone at a bike shop, a friend, or the internet, to teach you. Then practise at home until it's easy, and you feel confident going out alone, knowing how to deal with a mechanical while out on a ride.

You will also need other basic tools: a minipump, a multi-tool, an inner tube and tyre levers. You can find some of the best bike pumps and the best cycling multi-tools in our guides.

4) Invest in a few key pieces of kit

Cycling can, at first, appear to be a rather expensive hobby. And although it can become so — it doesn't have to. You don't need to splash out on an entire wardrobe to be comfortable.

Even before you start out on your journey of learning to ride a bike as an adult, you should consider purchasing one of the best cycling helmets, which luckily doesn't always mean the most expensive. The laws surrounding helmets depend on your state or country, but if you do want or need to own one, it's not an area to scrimp on.

Another important purchase is bike lights. Most countries require you to use bike lights between sunset and sunrise, although some may require day lights too, so check local laws. Legal requirement or not, we highly recommend using a pair of the best bike lights you can on every bike ride to keep you as visible as possible.

Even with the most secure set up, investing in one of the best bike locks acts as a great deterrent to bike thieves, and some insurance companies insist on your bike being locked with a specific standard of lock every time your bike is left unattended.

Full cycle clothing is not essential, but some will certainly make all bike rides much more comfortable year round, such as a pair of good winter cycling gloves.

The best cycling shorts for men or women's cycling shorts (or tights in winter) will definitely improve comfort, but if you want to take things a step further, a base layer and long sleeve cycling jersey will also make your experience a better one.

Grabbing one of the best waterproof cycling jackets will ensure you stay dry and warm. You may already have a general rain jacket, but a cycling-specific one will be more comfortable and fit better on the bike.

5) Join a cycling club

From the outside, a cycling club might look like a mass of confident, intimidating, Lycra-clad experts. But they should welcome you, and be there to help you out with any technical questions, mechanical difficulties or routing conundrums you have. A cycling club is often full of useful knowledge.

In the UK you can find clubs on British Cycling's handy finder. If a traditional club feels too daunting, check out Let's Ride or Breeze Rides for women. Alternatively, check out the ride groups on Cycling UK's site — there are a range of member groups and there should be something on offer for riders of all abilities.

6) Don't put up with saddle discomfort

Saddle discomfort is very common, and knowing how to choose the right saddle can feel a little overwhelming.

If you are already feeling discomfort, listen to your body, work out where the problem area is, and look for a retailer with a test ride service to save you wasting cash on failed solutions.

Take some time to read our guides on either the best men's saddles or women's saddles to help you work out what size or style seat would work for you.

Teaming a great saddle with a pair of good cycling shorts, and applying chamois cream, will also help, but the right saddle is key.

7) The gears are there to help you

Learning how to use your road bike gears will have a huge impact on your ride. The key is to not be lazy or try to fight the terrain. Shift into a smaller chainring on the front and larger cog on the rear cassette for easier pedalling on the hills, or any time you need to. Use a larger chainring and smaller rear cog to pedal more smoothly and go faster on the flats and when going down a hill.

Spend some time practising on a flat road: in time, shifting into the correct gear will feel natural.

You'll know you're in the wrong gear if you find you're spinning the cranks incredibly fast, but barely moving, or grinding your way up a hill and finding the resistance so great you're pedalling becomes really slow.

8) Be confident on the road

Ride at least a metre from the edge of the road — this gives you room to move around obstacles (potholes) and it encourages other road users to give you more room when overtaking.

Make sure you are clued up on the highway rules or code for your state or country.

Whatever country you are riding in, the guidelines published by Bikeability are really helpful, particularly regarding taking the Primary Position (centre of the lane) at junctions, roundabouts and other areas where it's not safe for other road users to pass. A good general rule is be assertive, not aggressive.

9) Practise some basic techniques

Once you've learnt how to ride a bike as an adult, practice your new skills.

You don't need to go from zero to careering down the side of alpine mountains at speed, but a few basic skills will help you to feel more confident.

Remember how to use your brakes and that your front brake is much more effective at stopping you, so get used to feathering it lightly alongside the rear, rather than grabbing a handful of lever.

When cornering, be sure to slow down to an appropriate speed before you hit the bend — braking in advance rather than panicking that you've gone in too fast and braking in the corner itself. Your outside leg should be extended if you're going round a sharper corner and not pedalling. Our page on how to corner a road bike goes in to this in a helpful step-by-step guide.

To learn how to be a better climber, remember that when approaching a climb, keep pedalling to help carry as much momentum as possible and get out of the saddle regularly to stay comfy.

Going down hill is all about confidence so top yours up by refreshing your knowledge on how to be a better descender .

10) Eat and drink as you ride

While most people will appreciate a sip of a drink while working out, if you've come from another sport — like running or swimming — the idea of eating as you go may seem a little alien. But once you've learnt how to ride a bike as an adult, you too may sometimes head out for multiple hour rides so will need to fuel as you go.

If you're riding for more than 90 minutes, take a snack such as a cereal bar or banana, and aim to eat something every hour. Cyclists usually carry water in a bottle mounted on the frame. Extracting the bottle to drink as you pedal takes practice, but it's worth it.

Cycling coach Deena Blacking tells us all about nutrition for cycling to make sure you are getting it right. If you're worried about running out of steam on a big ride, you can always consider calories burned when cycling, so you know roughly how much to eat and drink.

11) Don't do too much too soon

Cycling is not weight bearing, which means that amongst a host of other equally important benefits, it doesn't put a lot of strain on your joints and is a good choice if you want to get fit and lose weight.

However, do too much of anything too quickly and you can wind up feeling fatigued, getting injured, or simply sick of it.

Build up your cycling volume gradually, creating or following a cycling training plan if you've got goals you want to work towards.

Make sure you get adequate recovery and look at the big picture — focusing on gradual improvement in pursuit of a happier, fitter, healthier you in the long term.

Beginner cycling fitness

To start with, try and build up a little endurance and strength, alongside confidence, and get your body used to being in the saddle (it can take a little time!). It’s good to start with some beginner cycling training sessions, getting your muscles used to being activated in a new way, and our cycling training plan is a great place to start.

You’ll probably have a number of questions: How many miles should a beginner cyclist ride? What is a good pace for a beginner cyclist? How long should I be riding for — is 30 minutes of cycling a day enough to get fit and improve? The answer to these will depend on you current level of fitness, but even if you’re already super fit, through going to the gym, running or doing another sport, you should still start relatively slowly and see how your body responds.

If you need some additional motivation, 10,000 steps is basically 30mins cycling, and the former would take you roughly three times as long. If you're already walking 10,000 steps, then 30 minutes on a bike is very manageable. With cycling, you can fit a lot more in your day — exercise or otherwise — and before you know it you’ll be riding for longer and increasing your average speed.

I have a ten-mile journey to work. There is no public transport where I live so the options are limited to walking, cycling or taking the car. Add to that the time crunch of having to drop a child at school, and the options reduce further. Ten miles is too far to walk and time-consuming, and I’m too slow on an unassisted bike to get to work on time, so up until recently, I opted for the car. Then - I got an e-bike. With the assistance of the electric motor and the option to increase the power if needed, I can guarantee the length of my journey so I’m never late to work.

As a former competitive racer, I’ve still found that having an e-bike has been transformative for my health; instead of sitting in a car for 40 minutes a day, I now spend a little more than an hour exercising instead. Granted, it is not as much exercise as riding an unassisted bike, but it offers a time-efficient boost to fitness and changes a sedentary office day into one that is physically active and rewarding.

How many calories does walking burn, vs riding a bike?

Walking, cycling and e-cycling count as moderate-intensity exercise and are highly effective in enhancing cardiovascular health. They foster improved heart health, increased endurance, and better metabolism.

Weight loss from cardiovascular exercise is dictated, in simple terms, by calorie burn. According to Bupa calculator, walking 1 mile (20 minutes) at a ‘transport’ pace, will burn 50 calories. Cycling that same mile, at 12-13mph - taking five minutes - would burn 40 calories on an unassisted bike (we’ll come to the effect of the motor later).

However, to get more exercise, you need to go further; that 10-mile walk would take over three hours, vs a more achievable 50 minutes on the bike. When we come to compare walking and cycling, taking into account only the time allowance, cycling for 20 minutes (at 12-13.9mph) burns 160 calories, vs the 50 calories for walking, making cycling the winner.

Given that an e-bike offers assistance, this calorie burn would be reduced if the same speed was maintained. However, e-bikes do not pedal themselves, the calorie burn will be dedicated by the mode the rider chooses to use - quality e-bikes will provide a low-power mode with less assistance and a high-power mode for more - and the speed they ride at, both factors influencing the intensity and thus calorific expenditure.

In my experience of using an e-bike I can achieve similar heart rates, calorie burn and ‘exercise minutes’ as recorded by a fitness watch whether I am on an e-bike or unassisted bike, the difference is that on the e-bike you go further in the same time frame, useful for commuting or enabling adventures further afield. Riders seeking to take off some of the physical load may choose to ride more slowly, at a lower heart rate, and that will impact calorie burn.

A systematic review of the health benefits of electrically assisted cycling showed that “e-cycling provided the physical activity of at least moderate intensity, which was lower than the intensity elicited during conventional cycling, but higher than that during walking.” Whilst walking may burn more calories per mile, due to the weight-bearing nature, some people may find they can up their intensity - thus calorie burn - more easily on the bike, and an e-bike makes this more accessible.

E-bike rides may be more adaptable

E-bikes carry some additional benefits over walking. Firstly, the lack of weight-bearing, coupled with the assistance of the motor, makes the activity more accessible to more people - including those who may struggle with the physical demands of walking long distances. A further benefit of the e-bike is that you can choose how much assistance you need, helping you to adapt your exercise to your current fitness levels. On the flat, opting for ‘eco’ mode means you are doing the majority of the work, using a little bit of ‘boost’ on a hill will mean you are contributing proportionally less than the motor but still stressing your cardiovascular system, which is far better than not tackling the hills at all! Non-assisted cycling and walking are the best choices, followed by using an e-bike, but all movement is better than none.

Muscle Engagement and Joint Health

E-biking allows for a degree of pedalling which engages muscles, particularly in the legs and core, that are used less intensely during walking. Furthermore, e-biking is non-weight bearing and has a lower impact on joints compared to walking, making it a good choice for those with joint pain, mobility problems or arthritis, and both walking and e-cycling develop balance and coordination. The only big tick that walking gets over e-cycling is that it is a weight-bearing exercise, which is beneficial for bone health.

Carrying capacity

Most walkers will be able to carry a backpack, and perhaps a child for a limited duration. However, an e-bike and especially an e-cargo bike makes heavy loads or transporting small passengers easy! An e-bike makes the extra weight negligible so I can comfortably transport a laptop, lunch and more within pannier racks, or do a food shop on the way home. Therefore, e-biking gets extra points for convenience, here.

E-bike versus walking: the bottom line

The choice between using an e-bike or walking ultimately depends on individual health goals, lifestyle, and personal preference. E-bikes offer an energy-efficient, joint-friendly option that can increase your daily activity and is especially appealing for long-distance travel. If an e-bike allows you to leave your car behind or skip public transport for several journeys a week, accumulatively, you will get more exercise, which is the type of behaviour seen in research.

Meanwhile, walking provides cardiovascular health benefits, costs nothing, and is the most environmentally friendly mode of transportation. While it is a great choice for short journeys, few people can walk more than a couple of miles at a time. The absolute bottom line is that moving more is good for you; whenever you have the chance to ditch motorised transport, take it.

I began cycle commuting more than 20 years ago. My relationship with taking the bike to work continues to grow however, so much so that I find myself setting the criteria of where I work and live dependent on whether it’s rideable; be warned, cycle commuting can really change your life.

Like many, I wasn’t a “cyclist” when I began – I started cycling to work on an old mountain bike out of financial necessity, as the tube was costing too much. Thankfully following the acquisition of a Brompton folding bike, commuting became a necessity, but not for financial reasons.

Over the years, I have continually adapted my commute, my choice of terrain, and of course my bike, all in the name of keeping the journey a joy. For those about to embark on this relationship of a lifetime, I'd like to share the mistakes I made, to help you to enjoy a smoother experience.

Underspending on the bike lock

I upgraded to a better bike and also a better bike lock, early on. Why? Because like so many, I initially used a cheap lock and my bike was pinched. A rule of thumb is to buy a lock that’s worth at least 10% of the value of your bike – if you can go higher then do. If you’re getting your bike through a scheme like Cycle to Work, don’t forget you can add accessories to the bundle like locks, lights, helmet and so on - and while you’re at it get some insurance that covers your bike away from home.

Buying the brightest - but not the best - bike light

Make sure to buy the lights you need – your local bike shop should be able to advise appropriately. I made the mistake of buying the brightest light in the shop when I moved to the country, only to find it was rubbish for illuminating rural lanes. In an urban environment a bright light with minimal spread might be all you need, but as soon as your commute starts to include unlit roads your light beam needs “spread” to light up more than just a narrow spot ahead of you. More lumens (how light intensity is measured) are not necessarily best in this case, what you’re looking for is the breadth of the beam; there’s more advice on buying the best bike light for you in our dedicated guide. You’ll want avoid dazzling other road users by having your lights dipped towards the road (one of the reasons why head torches are a bad idea unless you’re riding off-road). Keep charging cables at home and at work too – and leave them in your commuting bag when not in use, even in the summer months.

Forgoing mudguards/fenders

There are riders who shudder with revulsion at the sight of mudguards, offended by the aesthetics. However, you’ll soon overcome the vanity if you’re commuting five days a week throughout the year. I tried all sorts of waterproof jackets and waterproof trousers, but they all failed where the best mudguards triumphed. An additional benefit to fitting full mudguards is they keep you and the bike clean(er) – meaning that components last longer with less bike cleaning.

Carrying all the weight yourself

If you find mudguards loathsome, then you’ll hate what I have to say next: get a quality pannier rack for your bike. I used satchels, messenger bags and rucksacks, and they just meant a sweaty back even in the depths of winter. When I started having to carry a laptop the damp back became a sore one too. With a rack and panniers, this problem is effectively removed, and with Ortlieb and Tailfin both producing racks which can fit any bike, you’re road bike can even be roped into effective commuter duty.

Not knowing how to fix a puncture…

That first deflated feeling I experienced came fortunately on the way home, rather than the way to work. It meant a long unnecessary walk back to my door, which would have been a short ride if I’d only known how to keep my tyres inflated at the right pressure, how to fix a puncture, and how to check the tyre for debris before refitting.

Leaving the tools you need at home

Of course, it’s no good knowing how to fix your bike if everything you need is at home. I leave a tote bag with a multi-tool, pump, spare inner tube and puncture repair kit in the bag I use for commuting. In the winter months, a head torch is added to help those night time fixes.

Not having spare smalls at work

I always kept a suit, shirts for the week and shoes in the desk drawer at work, wearing my normal everyday clothes for shorter commutes. This meant the time I rode in without waterproofs and the heavens opened, I sat in damp underwear for the day - a mistake I never made again. Now, I leave spare socks and pants at the bottom of my drawer. Of course, if you’re riding in sports kit and wearing cycling shorts (with which you should never wear pants) then you definitely don’t want to make the mistake of leaving underwear at home.

Spending unnecessary money on cycling-specific items

When you start commuting – especially if you’re new to cycling – it’s easy to think when riding a bike, everything you get from waterproofs to tools to jeans needs to be cycling-specific. Cycling specific kit is great, and designed to work best on the bike, but it isn’t always necessary. If you’re riding a hybrid and have a decent breathable waterproof already, you probably don’t need a race cape designed for riding hunched over the drops of a road bike. As soon as something is labelled as cycling specific which you might be able to find elsewhere, expect the price to go up – especially with tools - so it’s worth exploring less specific alternatives. As someone who enjoys hiking, I’ve found my waterproof jacket and trousers - so long as they’re breathable - to work perfectly well on the bike. Similarly when it comes to the Allan keys you need to work on your bike, your local hardware store will have those at wallet friendly prices - and it’s highly likely they might already be in your tool box, especially if you’ve ever bought flatpack furniture.

Not servicing your bikes

That being said, one thing not to scrimp on is an annual visit to your local bike shop for an annual service. You wouldn’t (hopefully) forgo giving your car an MOT and service each year, so don’t with your bike. Regular care will identify problems before they can happen, saving money and mid-ride breakdowns, as well as ensuring your bike rides as it should. Don’t forget to keep your tyres at the right pressure (see the sidewall for that) and your chain lubed.

Not knowing how to cycle on the road

Surveys of membership organisations like British Cycling and Cycling UK show most of their members know how to drive, suggesting that most people cycling know the rules of the road. While the principles are pretty much the same whatever vehicle you’re using, the way you ride – where you position the bike, avoiding the car dooring zone, approaching junctions, those three (or more!) point checks before manoeuvring – will be different compared to the experience behind the wheel. Take a look at our page on cycling safely on the road for more tips, and look up local training if you’re unsure.

Replicating your driving journey

Similarly if you’re making the transition from driving to cycling to work, you might be tempted to follow the route you normally drive. Outside of strong cycling nations like the Netherlands or Denmark, that’s likely to have you battling with motor traffic, often with little in the way of cycle infrastructure to make you feel safer. Your bike will open up new ways to you, that are either closed to driving or just not as convenient – and likely to be quieter and more enjoyable too. Tools like Cycling UK’s Journey Planner, Komoot, RidewithGPS or Strava navigation can help you plot the quietest and flattest routes for cycling, which you’ll soon begin to know like the back of your hand.

Not supporting the cause

You know that safe segregated cycle lane which allows you to concentrate on riding and not worry about anything else? It didn’t spring out of the good intentions of your local decision makers. It’s due to your local and national cycling organisations working tirelessly over the years to make the world a better place for cycling. If you want better cycling infrastructure in the future and for cycling’s voice to be be heard at all levels of government, then support these organisations by donating or joining.

Thinking I have to do it every day

You know it’s OK not to commute by bike every day, right? Maybe it’s icy, you’re under the weather, you’ve got to pick up the kids or perhaps you just don’t feel like it. Commuting by bike is just one of your options for going to work – it’s probably the best one and will continue being the best one so long as you enjoy it, so don’t force it.

Cycling clubs are passionate communities that can offer motivating ride buddies, tips and tricks for skill development, and lasting friendships. However, many can appear intimidating from the outside, and you wouldn’t be alone if you’ve watched groups of matching jerseys whizz by and thought “that’s not for me”.

The good news is that most cycling clubs want nothing more than to welcome new riders, and joining in with the fun is more accessible than it may seem from the outside.

If you’d like to join a club this year, but feel nervous about turning up for the first time, we’re here to help.

Are cycling clubs only for MAMILs?

The term MAMIL (middle aged man in lycra) hasn’t become commonplace without cause. “Lack of diversity, inclusion, and equity across all aspects of the sport, but especially in cycling clubs is quite apparent,” says Wayne Francis, founder of Together We Ride (TWR), a cycling club that was established to provide a supportive space for diverse riders.

However, the good news is that there are many groups catering for those who sit outside of cycling’s leading demographic, as well as a growing number of clubs eager to diversify their membership.

Francis founded TWR when he first started looking at local clubs in London, but found his search for one that welcomed diversity fruitless. “I didn't feel like I would fit in,” he recalls, “not seeing anyone who looked like me made me think I wouldn't belong, which was quite off-putting as a newcomer.”

TWR now has 259 members, and continues to grow. “Over the past four years, we have seen a surge in new cyclists riding with us, many of whom are people of colour,” says Francis.

The number of clubs striving to improve diversity in cycling has increased significantly over recent years, and others such as Black Cyclists Network and Brothers Who Bike also provide platforms for elevating the presence and voices of black, Asian and other less represented groups across club cycling.

Groups like Cycle Sisters, Evolve and Hop-On create pathways are providing spaces to cater for different gendered religious or cultural requirements. “I know Muslim women, including many who wear the hijab, who were brand new to cycling five years ago, now doing big sportives and investing in the latest cycling kit, be it road or gravel,” says Diversity in Cycling report author, Andy Edwards.

Cycle Sisters has expanded from a single group to operate in nine boroughs across London, with over 1,500 women in their network and over 100 trained volunteer Ride Leaders. ”We are demonstrating that women from all backgrounds can cycle confidently, normalising cycling for Muslim women and other underrepresented groups,” outlines Deryn Ellis from the club.

Women account for well under a quarter of British Cycling’s membership, but, women-only clubs and events have sought to bridge this gap, and there are a growing range of them in the UK.

British Cycling’s Breeze program launched in 2011 and targets women-indentifying and non-binary cyclists, it’s seen more than 350,000 individuals participate in over 80,000 events. The emphasis of Breeze rides is on gentler-paced rides, but elsewhere, women’s only clubs are upping the pace.

“Our club empowers women with skills and confidence to be self-sufficient and plough their own furrow,” says Belinda Scott, co-founder of Bellavelo, a London based women’s cycling club.

Bellavelo is in good company, with other clubs such as Velociposse and Kent Velo Girls also seeing increases in membership in recent years.“Velociposse began as a women's track cycling team in 2015 with about 15 members. In 2017 we reformed as a club – open to all women, non-binary and trans people, and now have over 100 members,” says Karen Fodor, club chair.

For those seeking a welcoming, but not single-sex, space, clubs like London Dynamo have also stepped up their efforts to improve gender diversity, developing roles such as women’s captain. “We’ve grown from strength to strength, with a particularly strong representation of women riders. Earlier this year we celebrated reaching a club milestone of having 100 women members and are focused on supporting more women in cycling,” says Ellie Cousins, the club’s Women's Captain.

It’s not always ‘full speed ahead’!

People of any gender, age or background can feel intimidated by the outward appearance of cycling clubs, with concerns about being fit enough to match the pace often a major barrier to entry.

“Fear of being dropped from the group ride or slowing others down are widespread worries for people looking to get into group riding,” says Emma Dyson, co-founder of Mellow Jersey, a Mallorca based cycling camp, which caters to a range of speeds and abilities.

However, cycling clubs aiming to welcome new members will usually offer a range of rides - at varying speeds and distances - with each group flanked by a ride leader and backmarker whose job it is to make sure everyone is comfortable and happy. The UK’s Surrey based Redhill CC, for example, starts its rides at ‘G1’, aiming for 25-30 miles at 10-13mph, topping out at ‘G7’, where the group will ride much further and faster. Oxford’s Cowley Road Condors categorise their rides into ‘Social’, ‘Strengthener’, ‘Screamer’ and ‘Skills’, to make sure those joining know what kind of outing they’re signing up to.

Many clubs also provide specific sessions designed to help beginners build confidence. ‘Sofa to Saddle’, for example, hosts a series of progressive rides aiming to replicate the NHS ‘Couch to 5k’ programme, and the Cowley Road Condors provide ‘Intro to Group Riding’ events and ‘Coach to Coffee’ rides with a similar goal.

Cycling UK’s community clubs listings reveal groups with parent and toddler sessions - where equipment such as trailers and child seats are provided - as well as themed rides or sessions that coincide with religious celebrations and holidays. An increasing number of these groups are also making rides accessible and welcoming to people using e-cycles and non-standard cycles such as trikes.

“If you are looking for an accessible ride, check out the routes different clubs offer and seek out those which run no-drop rides,” advises Scott.

Tips for joining your first ride

The first step to having a good experience on your first ride is choosing a club where you know you’ll feel comfortable. Cycling UK and British Cycling are good places to research local clubs, for UK riders. Then, the next step is scanning the club’s website, social media accounts, and just getting in touch.

If you’re a relatively new rider, or concerned about speed, you’ll want to look for a club that either focuses on gentler-paced rides, or offers a range of speeds. Clubs seeking new members and catering for their requirements will provide a ride leader, and backmarker.

It’s wise to get in touch before you turn up for your first ride, that way when you turn up there will be someone aware that you’re a new rider, and ready to help with any questions.

Whilst club run riders will always be ready to help their fellow cyclists with mechanical issues, it’s a good idea to run a health-check on your bike before the ride. Make sure the tyres are in good condition, that your gears change easily and your brake pads have plenty of life in them. And, whilst riders will always help you with a puncture, carry with you any tools you’ll need for a puncture repair.

No cycling club worth its salt will allow members to judge you based on what you choose to wear, as long as your kit is safe and comfortable for riding in. For example, you don’t need to be riding clipped in for an entry-level ride, but, you do need shoes that don’t slip off the pedals.

Group rides on the road tend to operate either in a single line of cyclists, or in two lines, depending upon the road in question - riding in two lines makes it easier for cars to overtake in most instances. Ask about the formation you’ll be riding in, and, if you want to stay closer to the back - where you’ll benefit from drafting and find the pace is easier - just tell someone, and they’ll help to accommodate you. Riders tend to communicate when there are pot holes, obstacles to ride around or cars approaching, again, if these calls are new to you, let someone know so that they can help decipher the language before it becomes second nature.

Finally, try to relax, and have fun! The right club for you will be one that feels welcoming, friendly, and helps you to meet your goals - whether they be enjoying the ride or becoming faster over time. When you’ve found the club for you, it’ll feel like coming home - and there’s no harm in testing a few out whilst you look for that perfect fit.

How can cycling clubs make themselves more inclusive?

Many clubs have already begun to expand outreach to more diverse cycle enthusiasts. However, there is much more progress to be made. Together we Ride’s, Wayne Francis, offers some key advice to other clubs who are looking to cycling clubs who are struggling to reach out to riders from diverse backgrounds.

Understand diverse motivations: Recognise that not everyone joins a cycling club to compete or ride faster, many people are looking for a way to enjoy the outdoors, stay healthy, and be part of a supportive community.

Promote inclusivity: Make a conscious effort to create an inclusive environment. This can be done by highlighting the diversity within the club through social media and other communication channels.

Offer beginner-friendly rides: These rides should be less intense and focus on enjoyment and skill-building rather than speed and distance. Providing clear information about the difficulty level and what to expect can help new members feel more comfortable.

Foster a welcoming atmosphere: Experienced members should be encouraged to mentor newcomers and help them integrate into the group.

Adapt to changing needs: The needs and preferences of cyclists can change over time, and clubs should be flexible in their approach to accommodate these changes. Regularly seeking input from members can help ensure that the club remains relevant and inclusive.

Provide guidance on financial costs: Getting started with cycling can be a significant financial commitment. The cost of a bike and gear can add up quickly, and the variety available can become off-putting. Offering a bit of advice on what riders really do need, and what’s surplus to requirement, goes a long way.

Partner with youth groups to get younger riders: TWR regularly partners with grassroots initiatives to coordinate activities such as a cycling holiday camp at Herne Hill Velodrome (HHV) for young people aged 9 to 16, as well as collaborating with a local school, introducing track cycling to students from non-European and economically disadvantaged backgrounds.

For clubs or ride leaders looking for more information on developing inclusion and diversity, Cycling UK has a range of useful toolkits available.

What does it feel like to join a ride for the first time?

One Cycling Weekly reader, a woman in her early 60s, spoke about her first time joining a club ride, with some important advice for other ‘newbies’.

Why did you join a cycling club?

It was my partner’s idea. He joined a trial ride with a local club, so I thought I would tag along to see what it was all about. We already cycled regularly and I had a perfectly adequate entry-level bike. I loved it and I liked them.

What was the first ride like?

I was surprised by how few women there were and was a bit disappointed, and several people had suggested I join one of the clubs with more women on board. Nonetheless, the ride leader made me super welcome and I learned a lot from him about group cycling. He was extremely generous with his time and I wouldn't have kept going if it hadn't been for him.

Did you return for more?

Oh yes. Six years on and I am still a regular. I cycle with a lovely group of guys and coffee afterwards is a highlight. Even when I am unable to cycle (I tend to cycle pretty fearlessly, which has resulted in broken collar bone - amongst other injuries - recently) I go for coffee.

But I am not exclusive. I have also joined a club in London and cycle with them a few times a year, and I go on cycling holidays to Mallorca each year. I wouldn't have done any of this without joining my local club first!

How do you feel clubs could improve their outreach to those looking to get involved in club cycling for the first time?

Our city is really lucky because we have several clubs including one which caters for slower riders and shorter routes. That is the way to attract and retain more riders.

I think there is definitely an untapped market for older women riders. There is a growing number of people like me who will never be faster but have plenty of stamina and love cycling.

What advice would you give somebody else about to test out their first club?

It doesn't matter if you hold people up, it's a test ride. If you get dropped, it's not your fault, it's theirs. If this happens, don't go back- that's not the club for you!

Try a few clubs if you can, and be prepared to join more than one. Although you might have to keep your divided loyalties a secret from your fellow riders!

If you cannot find anything you like, why not use local social media to get a few like-speed and distance folk to set up an informal group. You could consider joining a club en masse as a ready made entry/starter ride.

It was a moonless night in the big town, starless and bible-black. It was also raining, heavily, and my Brompton folding bicycle had developed its first puncture, helpfully, in the rear tyre.

A street light did its utmost to cut through the gloom, as an increasingly sodden early-2000s version of myself stared at the deflated rubber.

There was a pump on the frame which I initially utilised with great enthusiasm, creating nothing but a hiss of rain hitting the pavement. I had no tools, no clue how to use them anyway, and was beginning to think this cycling lark was pretty rubbish.

I began the sad hobble-bump-hump that comes with pushing a poorly bike in the direction of home, until I found a bus stop half an hour later pointing in the right direction, folded my bike and waited for a big red saviour to put me out of my misery.

The next day I popped along to my local bike shop to get the puncture fixed (reader...I knew no better), paying £10 for the privilege.

My setting might be different but the situation is a common one for beginner cyclists. It’s a rite of passage, and like hill climbing, something which doesn’t really get any easier but which we all get faster and better at doing. And, at some point, we all learn how to stop worrying and - if not to love the puncture for its enforced break and building of community spirit - at least to see it as nothing more than an irritation.

There was a hiatus in my cycling life between childhood and adulthood, marked by who repaired my flats. As a child, it was my mother who kept the wheels of the household in running order. Then, I stopped riding my bike, until I moved to London in 2000 and needed to curb my public transport spending. I escaped puncturing for a good month until that fateful night, but the pillaging of my pocket for a simple fix left me scarred.

My flat mate had been the one who’d reintroduced cycling into my life, and it was to them I turned for advice. I acquired the tools of the trade: a multi tool, pump, spare inner, tyre levers, puncture repair kit and spanner; these tools have lived at the bottom of my bike bag ever since.

The power of the puncture

The “Need a hand?”, “You alright mate?” of your fellow cyclist is a reassurance that, even in these darkest of times, some things are all right in the world.

I’ve had pals rescued with the application of multiple inners by the cycling samaritans out there, seen my bike enjoy the careful attentions of a more skilled mechanic than I on countless occasions – every time with good will.

With the skill of fixing a puncture (and other simple repairs) you can play an active part in this community. So the next time you flat mid-ride, think of how you’re building a stronger and better cycling community, stop worrying and love the puncture.

Over the coming months I had plenty of time to practice my craft, for the streets of London seemed to be paved in shards of glass, all destined for my Brompton’s tiny wheels. Fortunately for my second time I was a victim of a slow puncture, and had my ever-helpful flatmate’s guidance while I proceeded to dismantle my bike in the living room, accompanied by coffee and warmth.

I’ll never forget that satisfying and surprising “pop pop” of the tyre settling into place after the hole had been identified and repaired. Like my tyre, I was hooked on the simple achievement I had managed – and the pounds I knew I would save consequently.

Soon I was learning all the tricks: get your bike into its highest gear before removing the wheel, roll the tyre back on and don’t use your levers, puddles or wetting the inner to find the leak, match the tyre brand to the valve so you can easily find the recommend pressure and above all locate the culprit which caused the flat in the first place. Like the millions of cyclists before me and to come, the more I unwillingly was forced to practise the more comfortable I became with the inevitable.

After mastering the Brompton’s Schwalbe Marathon Plus tyres, and its peculiar rear derailleurs, I moved on to fixies (tennis ball handy for retaining chain tension), hub gears (keep that washer where it is on your Sturmey Archer!), hydraulic disc brakes (you’ll only squeeze the brake lever once without a wheel in place) before entering into the messy but satisifying-when-it-works-world-ending-when-it-doesn’t life of the tubeless rider, where tyre rim compatibility, sealants and hooks and worms become new parts of the cyclists’ lexicon to learn.

We all go through that period of time where we start weighing up the pros and cons of a truly puncture resistant tyre, as evidenced by the solid rubber tyre on display at the obscure stand at very single cycle show. For me these are a no-go zone, as not only does such a creation limit the joy of the ride, you’ll also miss out on one of the best part of punctures: that restoration of faith in humanity which comes when you’re in roadside repair mode, and another cyclist slows down to ask "Need a hand?".

Who have you learned the most from about racing?

This might sound controversial, but I learned the most from Thomas Campana [Moolman-Pasio’s DS at Cervélo-Bigla from 2016 to 2018; Campana was accused of bullying and mistreating female riders]. Being half-German and half-Italian, he had that mixture of precision and emotion, and the emotion is why there were problems with him. He could see that I was open to his ideas, and I suppose that’s why we worked well together.

How did you prepare for the Paris Olympics after breaking your back?

I crashed at the Volta Catalunya and broke my T10 vertebra. I had to wear a back brace the whole time, but after one week I was on the indoor trainer. During the race, the cobbles were taxing and I had some muscle spasms, but it was an incredible experience.

How important to you are indoor cycling platforms like Zwift?

Quite important. During the Covid pandemic, I won the first Esports World Championships [in 2020]. In Cape Town, I’ve set up an academy where we have an Esports centre and the girls can train on Zwift in a safe environment.

How has your racing changed over the years?

Nowadays it’s not simply about winning, but also about having a positive influence on your team-mates. I think it’s important to be able to mentor and see the younger talent grow and develop.

What are your goals for this season?

My first goals will be the Ardennes Classics, and I’ll target Milan-San Remo, as that is a race that suits me well. Then, of course, the Tour de France Femmes avec Zwift.

How do you feel about the World Champs coming to Africa?

I’m really looking forward to racing in front of home crowds. I am hoping we can start seeing more racing in Africa. In the Southern Hemisphere, we have to overcome so much just to make a breakthrough in Europe. It’s about time we started having chances to perform where we feel comfortable, with support from our families. Racing in your comfort zone is totally underestimated in terms of how well a rider can perform.

• Age: 39
• Height: 5ft 4in
• Raised: Bloemfontein, South Africa
• Lives: Girona, Spain
• Rides for: AG Insurance-Soudal
• Best results: 2x 2nd, GC – Giro d’Italia (2018, 2021); 5x 1st – South Africa RR champs (2012-2015, 2019-2020)

QUICK-FIRE ROUND

If you could race in one place for the rest of your life, where would it be?

Girona – it really is the best place in the world for cycling.

Favourite warm-up music?

The Spotify playlist ‘Songs to Sing in the Shower’ – feel-good music.

Favourite post-race treat?

Chocolate brownie.

Biggest inspiration?

My husband, Carl [Pasio, a semi-pro triathlete]. He identified my talent and was the one who believed in me.

Funniest team mate?

Carlee Taylor. I raced with her at Lotto Belisol. She’s retired now but she was so funny.

Favourite training ride?

A loop towards the Pyrenees [from Girona], passing Beget and Camprodon. Dream race to win? Tour de France Femmes avec Zwift, and Flèche Wallonne.

Muscle mass and strength decrease, affecting our power output and endurance. Maximum heart rate declines, as does our heart’s ability to pump blood efficiently. This results in a lower maximum oxygen uptake – VO2 max – which is crucial for endurance cycling. While some of these changes are a normal part of ageing, they can be influenced by diet and training too. Here, we delve into some core nutritional and training strategies to counter the age-related decline and keep you fast and flourishing as you grow older.

“Many of the physiological changes you experience as you get older are underpinned by hormone changes – namely a decline in anabolic hormones,” explains Dr Nicky Keay, honorary clinical lecturer at University College London and author of Hormones, Health and Human Potential. “These are gradual declines, but for women there is a drop-off of female hormones at menopause, which has a big impact on health and performance.”

‘Anabolic’ is from ‘anabolism’ – the body’s growing and building processes. Growth hormone (GH) is important for maintaining a favourable body composition. Reduced GH leads to a reduction in muscle mass and potentially an increase in body fat. This age-related loss of muscle mass and strength is called sarcopenia, which typically begins in your 30s and accelerates from around 50. Without intervention in the form of strength training, it can result in a very significant loss of muscle bulk.

By the time you are in your 70s, you may have only half the muscle weight you did in your 20s. Much of this muscle loss is accounted for by the attrition of your fast-twitch fibres – they are the fibres needed to produce power during high-intensity exercise. With this loss of fast-twitch fibres comes a loss of strength – typically 12-15% per decade from the age of 50. This loss of muscle mass, with fewer muscle fibres, erodes the power you can sustain on the bike.

Sarcopenia is partly caused by ‘anabolic resistance’ – a reduced ability of muscles to use dietary amino acids to build new muscle proteins. It is thought that older untrained adults require up to 60% more protein per meal to maximally stimulate muscle growth (more on this later).

This age-related muscle atrophy includes a reduction in heart muscle mass, which partly accounts for the drop in cardiovascular and respiratory function. “It is partly down to declining maximum heart rates. Older hearts simply can’t beat as fast as younger hearts,” explains Phil Cavell, bike-fit pioneer and author of The Midlife Cyclist. “Not so long ago [mid-19th Century] most people didn’t live much beyond 40 but now we are living much longer lives, and the human body hasn’t really caught up.” A study by researchers from the University of Colorado School of Medicine, USA, found that one of the reasons maximum heart rate falls is that ageing depresses the spontaneous electrical activity of the heart’s natural pacemaker.

Ageing by numbers

• 30s: The age when muscle mass starts to diminish
• 12-15%: Strength loss per decade after the age of 50, unless maintained by regular training
• 1%: The decline in VO2 max each year after age 30, unless maintained by training
• 1 in 5: The odds of men having a fracture after age 50, unless you maintain bone strength
• 1 in 2: The odds of women having a fracture after age 50, unless you maintain bone strength
• 30g: Target amount of protein per meal
• 1.6-1.8 Grams of protein per kilo of bodyweight per day: The recommended amount for athletes
• 5: Number of years you can reduce your biological age by strength training for just 90min a week

Strong focus

The good news is that losing muscle bulk and strength isn’t inevitable and there are strategies to maintain your FTP. “The route out of sarcopenia is highly directed strength training post-50,” says Cavell. “Targeted weight training causes the muscle fibres that remain to hypertrophy – increase in size – potentially retaining function and power close to that of someone in their 20s. Together with interval training, it’s also one of the best ways to keep your VO2 max as high as possible for as long as possible.”

Nicky Keay says that strength training has potent bone-building benefits, helping to ward off osteoporosis, a condition that, according to the Royal Osteoporosis Society, causes one in two women and one in five men aged over 50 to sustain a fracture. “Strength training massively helps bone health,” Keay says, recommending at least two strength training sessions each week. “In my experience, many cyclists are reluctant to give up a bike session for a strength session, but in the long term that’s far more beneficial for their health.” Strength training doesn’t always need to be lifting weights; body weight exercises will improve muscular endurance and help maintain muscle mass.

There’s also evidence that regular strength training benefits your metabolism, so that even after you finish a workout you continue to burn calories and body fat more efficiently. “By increasing your muscle mass, you increase your resting metabolic rate – the energy your body burns at rest,” Keay says. “If you add more muscle tissue, you will burn more calories even when sitting or standing still.” Strength training also helps prevent fat storage around the midsection as we get older, as well as improving blood sugar control and reducing insulin resistance.

The power of protein

We all know protein is important for muscle repair, and it’s even more important as we age, especially after long or hard rides. Currently the recommended daily allowance (RDA) of protein is 0.8g per kilo of body mass (kg-BM) per day. Several expert groups have suggested older endurance athletes should consume twice this amount, 1.6-1.8g/kg-BM/day. Professor Daniel Moore of the University of Toronto, Canada, suggests 0.5g/kgBM/day post-endurance training, and 0.3g-0.4g/kg-BM/day at other meals, equating to 20-30g per meal for a 70kg cyclist. A medium (125g) chicken breast or a serving (150g) of tofu contains 30g protein.

Which types of protein should we consume? Most studies suggest that leucine should be prioritised because it is a potent stimulator for muscle growth. Sources rich in leucine include eggs, milk, meat, fish and poultry. If you don’t want to consume animal products, you can get plenty of leucine from plant-based foods such as tofu, tempeh, soya milk and legumes.

If you are eating a plant-based diet, it’s entirely possible to get all the protein you need, provided it’s from a variety of sources. In a 2023 study published in the Journal of Nutrition researchers showed that vegan and omnivorous diets containing the same amount of protein produced equal gains in muscle growth. Brazilian researchers comparing vegan and omnivorous diets found no difference in bench press, leg press strength and lean body mass gains after 12 weeks. The specific source matters less than hitting the 1.6-1.8g/kg-BM/day target.

Speed up recovery

With advancing years, your capacity to recover rapidly from hard exertion declines. You’re more likely to suffer from post-exercise soreness. A 2016 study found that masters triathletes aged over 50 had slower muscle repair and remodelling after a bout of muscle-damaging downhill running than younger triathletes. “Masters cyclists should consider adjusting their training to be more recovery-focused,” says Keay, who recommends taking at least one rest day a week. “Focusing on recovery can help you reduce fatigue and improve performance.”

Your post-ride snack or meal should contain both protein, to help build and repair muscle tissue, and carbohydrates to replenish glycogen stores. A 2017 study found that masters triathletes who consumed 0.6g/kgBM of protein following a 30-minute downhill run perceived significantly less subsequent fatigue compared to those who consumed 0.3g/kg-BM. These findings suggest that protein is particularly important for muscle recovery in older athletes. In terms of timing, it used to be thought there was a strict 30-minute ‘anabolic window’ for protein consumption after exercise, but this has been largely debunked. Total daily protein intake is now thought more important, ideally distributed across four or five meals and snacks.

To give your body the best chance of recovery, you may also want to rethink your alcohol habits. Cavell urges midlife cyclists to moderate, or even stop, drinking around training and racing to maximise their longterm health and performance. “Alcohol inhibits performance and recovery increasingly as you age. Your ability to break down alcohol drops, which means the beer or two you could drink without consequence in your 30s or 40s has more impact in your 50s or 60s.”

Creatine boost

While strength training and protein provide the biggest anti-ageing benefits, there are a few supplements that may give you a small boost. One of these is creatine monohydrate, which has been shown to help build muscle mass, improve bone mass and increase brain function. In a 2015 study of adults aged 50-71, researchers found that those who supplemented with creatine along with strength training had significantly greater gains in muscle mass and strength than those taking a placebo. A meta-analysis highlighted the cognitive benefits of creatine, including improved memory and reduced mental fatigue in older adults. The recommendation is either a loading dose of 20g per day spaced out as four doses of 5g per day for five days, or a maintenance dose of 3-5g daily.

Meanwhile vitamin D, though not relevant to muscle building, is key for keeping your teeth and bones strong. It is also involved in muscle function. Low blood levels of vitamin D are common across all age groups, and is a greater problem as we get older because the skin’s capacity to produce vitamin D from UV light diminishes. Public Health England advises taking a daily supplement containing 10mcg (400IU) of vitamin D during the autumn and winter – Keay goes further and advises year-round.

If you don’t eat much oily fish, omega-3 supplements may help counter inflammation associated with sarcopenia and potentially reduce muscle loss. Chronic inflammation is believed to be a key factor in sarcopenia and the development of many chronic diseases, including heart disease. The British Heart Foundation suggests 450mg DHA and EPA combined per day, which is the equivalent you’d get from eating one portion of oily fish per week.

Strength to strength

As we age, natural declines in strength, power, muscle mass, bone mass and VO2 max contribute to a decrease in cycling performance. However, these changes can be counteracted by incorporating at least two strength training sessions into your weekly routine. Preserving or even building muscle tissue helps prevent a reduction in metabolic rate and improves blood sugar regulation.

Paying attention to your protein intake – aiming for at least 20-30g per meal – becomes even more important as we age. Allowing for longer recovery periods between workouts and prioritising post-training nutrition also supports optimal performance. By taking these steps, you can help maintain and even improve your physical health as you age, ensuring that you continue to feel strong and perform at your best year after year.

The masters racer's view

Gavin Francis, 60, is a former Masters national road race champion

Since reaching my 50s, I have become acutely aware that I’m not as fast as I used to be, especially up hills and in sprints. I know that anabolic hormone levels drop with age, so I try to give my body everything I can in terms of nutrition to stay ahead. I try to eat plenty of protein, mostly from chicken and fish. I make sure I’m fuelled properly on the bike, especially when racing. For any race longer than an hour I take two bottles of energy drink plus several gels.

If I’ve done a training session longer than an hour and a half, I’ll have a recovery drink straight away – something I didn’t do so diligently when I was younger. I prefer something natural such as a homemade banana milkshake with blueberries.

It definitely takes longer to recover than before. I’ve shifted to a three week cycle: a two-week build then an easier week, as opposed to a four week cycle that I used to do. Good sleep makes a massive difference to recovery too.

I do strength training – a climbing wall session and a weights session – at least once a week, plus exercises for my core. Another change I’ve made is adding a daily vitamin D supplement to make sure I keep my bones strong.

This article was originally published in Cycling Weekly magazine. Subscribe now and never miss an issue.

With so much conflicting advice, we set out to separate fact from fiction. To help us do so, we consulted Matthew Matson, a sports physiotherapist at Marylebone Health, London, who specialises in men’s health, and his colleague Grace Covington, a pelvic health physiotherapist, to get the truth behind some of the most common cycling-related health claims.

CYCLING AND SEXUAL HEALTH IN STATS

• 31% of regular cyclists had a low sperm count, compared to 25% of non-exercisers (Boston University study)
• 40% of cyclists had sperm with low motility, compared to 27% of sedentary males (Boston University study)
• 39% of female cyclists reported gaps of longer than six months in menstruation (CW survey)
• 82% of women remove at least some pubic hair (Jessica DeFino survey)
• 73% of men aged 25-34 groom their pubic hair (Jessica DeFino survey)
• 55,000 cases of prostate cancer diagnosed in the UK each year, making it the most common cancer among men (Prostate Cancer UK)
• 80% of men diagnosed with prostate cancer in England survive 10 years or more (Cancer Research UK)

The claim: Cycling turns you into a sex machine

Most cyclists are innately driven by a desire to perform better. You might be able to push out high watts, but can you satisfy your partner under the covers? It must be said, there is no direct correlation between cycling and better sex, but there are many mutually compatible benefits.

Matson explains: “We know that any exercise improves cardiovascular health, and that correlates with better sexual function.” Positive start, and what about cyclists in particular? “In cycling, if you have enhanced blood flow, you might have increased stamina and increased core strength, which might give you better fl exibility. Those two things indirectly feed into events in the bedroom.”

Those giddy smiles and general happiness after a bike ride has an eff ect, too. “Elevated mood and reduced stress through the endorphin release that we get from exercise can indirectly improve our sex lives,” Matson adds. “If you’re exercising more, it’s likely that you’ll be more confident, and that definitely feeds into having improved sexual relations.” We feel pretty confident in declaring that, yup, cycling does indeed improve one’s sex life.

Verdict: Mostly true

The claim: Cycling boosts testosterone

Studies have long since debated the effect of testosterone on sexual drive and interest, with most, but not all, agreeing that an increase in testosterone levels improves a man’s libido – sexual desire. So with that in mind, does cycling naturally raise one’s testosterone levels?

“If you’re trying to increase testosterone, I wouldn’t be picking cycling as your main sport,” Matson advises. “If you’re doing short, high-intensity rides, you might get a small increase, but longer-distance cycling and high training loads may actually decrease levels of testosterone.” Several research papers back Matson up, although all profess that levels change subtly – there isn’t a big drop-off.

Verdict: Myth

The claim: Cycling poses a fertility risk to women

Intense exercise, including too much cycling, can provoke negative changes in hormones that affect a woman’s menstrual cycle. One late or missed period is generally nothing to be too concerned about, but if it becomes a regular occurrence, it should be investigated.

A Cycling Weekly reader survey in 2020 found that 30% of female cyclists had symptoms of REDs, relative energy deficit in sport – insufficient fuelling to support activity. It can cause disruption in the natural hormonal cycle. A shocking 39% of women reported gaps of longer than six months in menstruation, and some up to 20 years. It must be emphasised: this is not healthy. “REDs can impact males and females in any sport,” Covington says, “[and it] can have a knock-on effect on fertility levels. But to my knowledge there is no direct correlation between cycling and reduced fertility.”

Verdict: Myth

The claim: Shaving pubic hair is a no-no for cyclists

Jessica DeFino, a beauty reporter who works for the Guardian and New York Times among others, wrote last year how of the 14,000 women she surveyed, 82% reported removing at least some of their pubic hair – although only 15% were completely clean-shaven. A majority of men also trim or shave their genital area, with younger men, unsurprisingly, more likely to groom – 73% of 25-34-yearolds, according to one 2017 study.

Most who trim or shave pubic hair do so for aesthetic reasons, but is that healthy for cyclists and our warm undercarriages that are often under pressure against our saddles? Pubic hair helps to evaporate and wick sweat away from the skin, and if there is no hair, the moisture remains in place. Additionally, shaving can leave the skin more susceptible to abrasion damage, leading to an increased risk of hair follicle infections and ingrown hairs. It’s partly for this reason, as well as prevention of saddle pain, that British Cycling advised its Olympic athletes in 2016 not to go completely bald downstairs. “In terms of reducing saddle sores and other irritations, studies have shown that clipper shaves are the most effective,” Matson points out.

Verdict: Truth

The claim: Saddle sores are inevitable

Saddle sores are one of cycling’s most frequently encountered discomforts. Either we’ve had one, or we’ve heard the horror stories of golf-ball-sized sores. The truth is, some of us are just more prone to saddle sores developing than others, but there are steps we can all take to get ahead of them.

“Saddle sores are tissue lesions that affect the skin in the perineum area,” Matson explains. “The best way to prevent them is good hygiene: make sure everything is clean and washed.” As soon as you finish your ride, have a shower and get into clean clothes. “If you keep things moist and sweaty for a long time, it can lead to abrasions and breakdowns of the skin,” Matson says.

Should sores occur, there is help at hand. “Treat them as early as possible. Steroid or lubricant creams work on small saddle sores, and for more persistent and larger ones, surgical incision might be required. The key thing is we want to be proactive and less reactive.”

Verdict: Myth

The claim: Cycling aggravates STIs

Sexually transmitted infections (STIs), such as chlamydia, gonorrhoea and syphilis, are at record levels in Britain with official data from the UK Health Security Agency reporting more than 400,000 cases in 2023 – a rise of 5% on the previous year.

Anyone suffering from an STI might reasonably wonder if they should continue riding during treatment. “Cycling itself doesn’t make STIs worse, but the genital area is a warm, moist environment when cycling, and friction and sweat can definitely irritate symptoms,” Matson says. “If you have open sores, they can be irritated from the pressure. I’d therefore recommend that if you have an active outbreak of a bacterial infection that you don’t ride, and if you do ride and it doesn’t feel quite right, take a break. Chamois cream is useful, but check that it doesn’t affect any other creams and treatments you might be using to deal with the outbreak.”

Verdict: Partially true

The claim: Chamois cream is a needless fetish

Ooh-er, lubricant for your nether regions – what other hobby can claim to have that, eh? But is chamois cream a mere fetish or does it actually serve a purpose? The theory is, it minimises chafing between the body’s skin and the padding (the chamois) of your shorts. Some cyclists swear by it, others have never picked up a tub in their lives.

“Most people buy it for the first time because they’ve felt irritation or discomfort from long-distance cycling,” Matson says, “but it is also used to prevent saddle sores and irritation, especially around hair follicles where we know that the cream can minimise bacterial growth.” It’s entirely a personal choice, of course, but Matson advises every cyclist to have some chamois cream just in case. “It’s really good if you need it, and it’s preventative if you’re doing lots of hours on the bike.”

Verdict: Myth

The claim: Cycling lowers your sperm count

A study conducted over 10 years, published in 2010 by Boston University, found that cycling more than five hours per week was associated with lower sperm concentration. The standout figure was that 31% of regular cyclists had a low sperm count, compared to 25% of those who did no exercise; what’s more, 40% of cyclists had sperm with low motility (bad swimmers), against 27% of sedentary males.

Matson confirms that “long distance, intense cycling may affect male fertility, sperm quality and testicular temperature regulation.” The reasons are pretty simple: it’s hot and sweaty down there. “When we ride, everything gets pretty warm, and because a cyclist is wearing tight clothes, the body’s ability to cool the genital area is affected,” Matson continues. “And we know that the testicles need to stay slightly cooler than the body’s core temperature for optimal sperm production.”

But it’s not all bad news: “There is no risk on sperm count levels if you’re riding less than 400km a week,” Matson says – music to the ears of almost all male cyclists, except the ones paid to spin their pedals.

Verdict: Partially true

The claim: Cycling causes erectile dysfunction

“If you’re doing up to six hours of light exercise or two hours of strenuous exercise per week, there is very little evidence of erectile dysfunction,” says Matson. “We can kill this myth in amateur cyclists.” He cannot be as reassuring for full-time riders, though. “Pros are a different ball game,” he says, perhaps not meaning the pun. “We’ve got to look at why it happens in the first place. It’s very common to experience sensory changes as a result of compression on the perineum, which can cause numbness in the genitalia. For people spending a long time in the saddle every week – 400km or more – that can be common. But for amateur cyclists riding typical amateur hours, there is very little risk of erectile dysfunction.”

Reports of erectile dysfunction among amateurs tend to come from those who have significantly increased their training volume, or suddenly ridden vastly longer distances than usual, such as on a cycling holiday. Once back to their standard training routines, the issue usually resolves. “Most cases are transient,” Matson says. “They come and then they go.”

Verdict: Mostly myth

The claim: Cycling increases the risk of prostate cancer

This one can be answered in one simple sentence: “There are no long-term studies that have shown conclusively a cancer risk associated with cycling,” Matson says, echoing what other experts have repeatedly stated. “And we know that regular exercise actually reduces the overall cancer risk.”

Cycling, however, can cause changes in the prostate, such as enlargement – but no need to worry. “There can be a short-term increase in prostate specific antigen (PSA) levels, so you have to be aware of that if you’re over 40 and going for a prostate cancer screening blood test, because it can give you a false positive. The advice is not to ride for a few days before the test to avoid elevated PSA levels.”

Verdict: Myth

The claim: Cycling can cause a permanent erection

Yeah, we know. You’re doubting this one is even an actual myth, let alone possibly true. But we are in receipt of a real-world tale, courtesy of a Cycling Weekly staff member. Or rather, their relative’s member. Said relative came home from a ride with an erection that would not, um, settle down. After it lasted for four days, he sought medical help and ultimately had to undergo surgery to clear the arterial blockage that was the underlying cause.

This is a recognised condition, with a medical name: priapism, defi ned as a prolonged unwanted erection for more than four hours in the absence of sexual stimulation. Research suggests that priapism affects around one to three in 100,000 men, and is caused either by a blockage (as above) or by trauma to the perineal area. Fortunately, Matson has never witnessed a case of priapism and assures us “there’s no data” to suggest this is a significant risk to cyclists.

Verdict: Mostly myth

The claim: Cycling while pregnant is too risky

Just because there’s a little human growing inside her, it doesn’t mean the woman in question has to store away her bike for nine months. “Exercise, including cycling, is beneficial for mother and baby,” says pelvic health physio Grace Covington, sharing with us some tips to keep pregnant women cycling.

“Overheating is common in pregnancy and it’s best to avoid it. So if you’re riding indoors on a turbo trainer or attending spin classes, be sure to wear breathable and loose clothing, drink plenty of fluids and position yourself close to the air con or fan.” Her next piece of advice concerns comfort. “The vulva can become puffy, full and sensitive later in pregnancy, so make sure you wear well-padded shorts.”

Specific exercises are recommended off the bike too. “Looking after your pelvic floor muscles is key for all pregnant women, so you should be including a combination of strengthening, relaxation and stretching throughout pregnancy.” And finally, take it step by step. “Your centre of gravity and balance can be aff ected by the developing bump, and throw you off kilter,” says Covington. “The last thing you want to do is fall or ride with less control. When you start to feel you’re losing your balance – and this is person-dependent – it’s time to consider stopping riding outdoors.”

Verdict: Myth

This article was originally published in Cycling Weekly magazine. Subscribe now and never miss an issue.

Twenty-four hours later, however, and back home in the Malvern Hills, Disley began to feel some strange sensations. “On my bike, my back didn’t feel quite right. I had an open TT on the Saturday, and come the weekend my leg and back were so messed up that I was in too much pain to race.” Unbeknown to Disley, owner of Aerocoach and one of the country’s foremost cycling aerodynamics experts, he would never again ride a bike without discomfort. An apparently minor tumble had permanently damaged him.

Almost three years on, Disley is still enjoying success on a bike – only now it often comes in para-cycling. “We’ve all got barriers to becoming a winner: niggles, injuries, limited time to train. It just so happens that my little barrier is some issues with my leg,” the 39-year-old tells me by phone, speaking from his Malvern home. “It was a one-in-a-million thing that happened but it’s not stopped me from riding and competing.”

Permanent damage

At first Disley assumed his symptoms were nothing to be terribly concerned about. “I had this huge sciatic pain down my left leg, but it wasn’t an unusual thing to happen,” he recalls. “But after five days I was still in a significant amount of pain. I’d fall asleep out of exhaustion at times.” He hoped it would settle down with rest and rehab. “I tried some physio and was advised I had inflammation in various places that would go away after a while. But after a few weeks my leg decreased in size, and I was struggling to walk and sleep for a couple of months. I went to an osteopath, who said I needed an MRI. That revealed the problem.”

Disley had suffered a “sequestrated” disc, meaning the disc had come apart, releasing fluid that subsequently solidified and compressed the nerve root at the S1/L5 junction. As a result, the electrical signals to his left leg and foot were compromised. “When we finally knew what the issue was, I was expecting the doctor to say I’d be off the bike for six weeks or so,” says Disley. “When he said it could be like this forever, it was a gut-punch moment. That’s not what you want to hear.”

Surgery in June 2022 to remove the discharged fluid eliminated the sciatic pain, but the complications didn’t go away entirely. “Usually things improve and return to normal after 18 months to two years, once the nerve reforms,” Disley recounts the doctor’s prognosis, “but internally the damage was so bad that that hadn’t happened. It’s been two-and-a-half years now and it hasn’t improved.” A consequence of the surgery is that Disley’s back is now weaker, but the main issue is the damage caused by the compressed nerve. This causes cramps in his left leg every day, and he can neither bear weight on his left foot nor stand on tip-toes. “My left calf basically doesn’t work; the nerves aren’t supplying enough activity to the muscles.” Walking is also affected. “I have to use expensive carbon-plated running shoes that elevate my heel, otherwise it’s difficult to walk.”

Painful adaptation

As one of the country’s foremost amateur club time triallists, with a 10-mile PB of 19.33, Disley wasn’t going to wrap up his sporting career. No chance. “Three weeks after my surgery, I got back on the turbo,” he says. Drawing on his biomechanics expertise, he knew that the most important muscles for his cycling were not affected. “You see it in the paracycling C5 classification” – athletes who have an impairment in one limb, such as limited lower leg function – “that they can ride very strongly,” he says. “The muscles involved in cycling are mostly above the knee.” He realised that C5 competition may be an option, but first he had to return to proper structured training – a task made more difficult by off-putting nerve sensations. “I’m in constant discomfort when riding,” he says. “It feels like being on the verge of pulling my hamstring the whole time. If I do a sprint, I feel like it’s just going to go twang.”

Remarkably, though, the knife-edge sensations haven’t thwarted him. “In comparison to walking, riding a bike is great,” he says, “but I can only ride for two hours at a time. I ride one-and-a-half hours every day, so I can do a maximum of 11-12 hour weeks now.”

The bike has become his main mode of transport. “I tend to ride most places I go,” he says. Performance-wise, he’s noticed the difference. “I don’t have blowout days anymore where I’m crawling out of bed after a race day. I can back up training day-to-day well, and I’m probably more consistent.”

Three months after the fall, Disley returned to competition at his local club’s ‘10’. “I got a mid-22 and averaged 300 watts,” he says. It was an astonishing return, given the seriousness of the injury. Two months later, in September 2022, he rode the Porlock hill-climb in Somerset to compare his pre- and post-crash performance levels. “I averaged 365 watts for 18 minutes, which was 25 watts down on the previous year, but I was happy with that, as I had offset the power loss by being a bit lighter,” he says. In July 2023, still competing as an able-bodied athlete, he won the National Masters Track Championships in the 3km individual pursuit with a PB of 3.26, and then won the same event in the World Masters Championships in October. “I got a striped jersey which I get to keep forever,” he smiles. Of course, Disley’s aerodynamics nous has aided his comeback too. “I’m really aero, which definitely helps, and is even more important now that I’ve lost power.”

Para-cycling switch

Fuelled by the belief that his racing days needn’t be cut short, Disley enlisted the help of an athlete he coached, Will Bjergfelt, who was the C5 road race world champion in 2023. Bjergfelt acquired C5 classification after sustaining a serious injury to his right leg in 2015 – and Disley decided to follow suit. “I went up to Manchester and I was classified as C5,” he says. Since then, he has competed in C5 races around the world, triumphed in a local open TT, and in December 2024 won the scratch race in the National Para-cycling Championships. This year, he is aiming to compete in para-cycling World Cups in Belgium and Italy.

How does he reflect on the past three years since the crash? “I don’t want this to be a sob story,” he says.

“Sometimes I might get to 10/10 on the pain scale, but if you saw me riding a bike, you wouldn’t know I have issues. I feel very fortunate to still ride.” And while some doors have closed, others have opened. “I had aspirations of doing well in world masters races, but that’s no longer possible,” he adds. “I now have para-racing opportunities instead. Of course I’d like to be able to walk normally again or lie in bed without my leg cramping, but everyone in para-cycling was either born with an impairment or had something happen to them.” He considers himself a lucky man. “This is not a woe-is-me thing,” he says. “I can overlook the discomfort, cruise through leafy lanes and still burn 1,000 calories. I’m excited about what the future holds.”

This article was originally published in Cycling Weekly magazine on January 30. Subscribe now and never miss an issue.

There is no doubt that women and men are anatomically and physiologically different. Women, on average, are shorter and smaller. They are also lighter, with less mean muscle mass. They have narrower shoulders and wider pelvises and hips, a lower waist-to-hip ratio, and breasts.

The aforementioned wider pelvis led to the creation of the female-specific chamois, which has now been in existence for many years. It remains perhaps the most obvious example of the genuine need, at times, of the industry to create products solely designed for women. Indeed, women's cycling clothing lines remain a staple of the industry, although there have been recent attempts to produce unisex jerseys, most notably from the Italian brand Santini.

Whilst there have been several studies that state that women have relatively longer legs and shorter torsos compared to men, as a physiotherapist and bike fitter, I have not found this to be the case from statistics collected in the clinic I work in. I have seen a general trend for women to be more flexible than men, which is also supported by research studies. However, there is a high degree of overlap between typically male or female traits.

Therefore, I have always been of the opinion that ‘women-specific’ is a marketing myth when it comes to bikes and components; the rider should always be assessed as an individual and fit accordingly, rather than based on their gender.

In terms of bike geometry, ‘women-specific’ has typically meant a shorter reach and higher stack, which puts it at the endurance end of the continuum rather than race, the argument being that women have longer legs and a shorter torso. Perhaps it could also be conforming to the stereotype that women are less likely to adopt an aggressive position than men. This shape of bike may suit some women, but in my experience, it suits just as many men, especially those who are inflexible or have poor posture on the bike.

So, if women don’t need a bike or components that are ‘women-specific’, does the average woman have different needs compared to the average man?

With women being shorter in stature, they will generally need a smaller-sized bike, especially those at the shorter end of the bell curve. Some bike manufacturers just don’t make bikes that are small enough for a large proportion of women. There are also challenges in bike design for those who are quite short in stature (under around 160cm).

They may need narrower handlebars and shorter cranks. Again, the small end of the bell curve may struggle to access appropriately sized components and have more difficulty with availability due to the smaller numbers of these sizes being produced.

Statistically, most women have wider sit bones than most men, by nature of being designed for childbirth, so they are more likely to need a wider saddle. Saddles are becoming increasingly unisex, and whilst some brands still label their saddles as male or female, it is becoming less common. Saddle suitability and comfort is incredibly individual, with factors such as your pelvis width, riding style, and soft tissue anatomy all influencing personal preference. I have seen a number of men comfortable on a 'womens' saddle.

If a ‘women-specific’ bike is already fitted with narrower handlebars and a wider saddle (compared to the corresponding size in a ‘men’s’ bike), this can be useful and cost-effective, as it may lessen the need to change them.

As mentioned, clothing on the other hand, is a different matter. Women have quite a different body shape to men, and you will find that the majority of brands offer separate men’s and women’s ranges, as well as some unisex items (gloves, arm warmers, socks etc).

I spoke to Nicole Stanners, creator of Muze, a cycle clothing brand intending to “make cycling more inclusive, comfortable and exciting for all women at all levels – starting with our clothes”. She consulted an anthropometric expert to study a large group of women of different shapes and sizes before designing her clothing.

“The differences make it important to have specific clothing for such a technical sport as cycling with hundreds and thousands of body movements in a ride to ensure comfort and performance”, Stanners states. “If you try and fit women into men’s clothes then they will generally be too tight in the hips and thighs and too large in the upper body”.

“In relation to chamois, women have a wider pelvis and a greater pubic arch angle than men, therefore most of the pressure points in women occur within the pubic area. A women-specific chamois is designed to prevent excessive pressure over this area, especially when the weight over the saddle shifts forward. Also, differences in external genitalia need to be considered, to protect them from irritating chafing.”

So, even though ‘female-specific’ choices may not necessarily be needed in all areas of the cycling industry, there may be a place for it. It can make women feel included and catered for in a male-dominated domain. Women may also want to support companies that produce women’s products, especially if they are also owned or operated by women.

However, with women making up a much smaller slice of the market, investing in ‘female-specific’ products can carry commercial or financial risk. Participation numbers seem to show that of all cyclists, around 25-35% are female.

Perhaps Trek has summed it up accurately in a statement on their website: “A women’s bike is any bike that a woman rides”. Amen to that.

However, the Slovenian Bahrain-Victorious rider conceded it was a far from perfect solution to what he called an impossible question.

He was speaking on the Cycling Weekly Going Long podcast, which focuses on the feats of riders who make a habit of ultra-distance endeavours.

"It's an impossible task," he said. "I think limiting the gearing is an option, though not the most efficient option. Because by limiting the gears you're also going to limit the time the riders spend spread out, so there's more contact. They're going to bunch up before important corners because you can't go any faster.

"I think the more efficient option would be to oblige everyone to regulate the tyres we're on," he said. "Make everyone run the same slow, draggy tyres. That would bring the speed down.

"But it would also kill the spectacle," he added, "and it would also benefit heavier, stronger riders. There's never a good solution."

Ultimately, Mohorič said "we are always going to be bike racers", always pushing the limits. "Nobody's going to give an extra centimetre to make the race safer."

Mohorič also spoke about his Grand Tour and Classics wins, as well as his forays into the gravel world and how he "flicked" Merida's marketing strategy by winning the Gravel World Championship on a bike designed for endurance.

Listen to the whole conversation with Matej Mohorič here. The Cycling Weekly Going Long can be found on all podcast platforms, including Spotify and Apple Podcasts.

Previous podcasts

Going Long 5: A million metres in a year Professional ultra-rider Jack Thomson on his extraordinary climbing challenge, riding the Tour de France route, and a whole lot more

Going Long 4: Sleep strategies for ultra riders Robbie Britton chats to us about the switch between ultra running and ultra riding, as well as talking through sleep strategies during long-distance races

Going Long 3: Bikepacking through the Americas James Benson-King talks all things bikepacking and how he plans to become the first ever person to cycle across Antartica

Going Long 2: The world's toughest ultra race? Liam Yates chats with us about FKTs and his recent ride at the Tour Divide, one of the toughest races on the ultra cycling calendar

Going Long 1: The Godfather of ultra riding Mark Beaumont – the godfather of ultra riding – talks to us about his palmares of epic rides including his centre piece, the round-the-world record

Health and human performance specialist Dr David Lipman explains why VO2 max is such a reliable indicator of cardiovascular fitness: “It encompasses many body systems. It shows how much you can breathe in and get from your lungs to your blood and from your blood to the muscles.” The higher an athlete’s VO2 max, the more fuel they can burn at their top end. “There is a large genetic component,” adds Lipman, “but it is also trainable.”

V02 Max through the ages

How high does your VO2 max need to be to reflect prime cardiovascular health? This table rates the ranges (in VO2 max units ml/kg/min) – with an added column especially for cyclists!

Valuable health metric

Improving your VO2 max in a bid to increase longevity is attracting more and more mainstream interest. The question of whether a higher VO2 max equates to a longer life is, of course, compelling. However, Lipman cautions that, in this instance, correlation is not causation. “I think VO2 max is just a measure of the type of lifestyle that will allow you to live longer,” he says. “If you have a good, healthy diet, good body composition, a balance of volume and intensity, and some strength training, it is likely that you will have a high VO2 max.”

One study investigating midlife cardiorespiratory fitness and the longterm risk of mortality, published in the Journal of the American College of Cardiology in 2018, explored the role played by physical fitness in longevity. The study tracked the relationship between VO2 max and mortality among 5,000 middle-aged men over 46 years. The results showed that each unit increase in VO2 max was associated with a 45-day increase in lifespan. Those with the highest fitness levels lived almost five years longer on average than their less fit counterparts. The study’s long duration and large sample size make it a persuasive piece of evidence that VO2 max isn’t just a measure of performance but a powerful predictor of longevity too.

Even so, establishing a causative link is challenging. High VO2 max is often related to consistent physical activity and a generally healthier lifestyle. A much more recent study, published last year in the Journal of Clinical Endocrinology and Metabolism, sought to unravel the complex relationships between VO2 max and factors including body composition, physical activity and longevity. The study highlighted the importance of other lifestyle and genetic factors such as lean muscle mass and physical activity, and concluded that, despite being a strong predictor of mortality, VO2 max is not causally associated with longevity.

“VO2 max is measurable and quantifiable,” explains Lipman. “It is an output measure, making it a good indicator that the whole system is in good order.” Maximal oxygen update is an appealing figure to track for anyone focusing on improving their cardiovascular health, but longevity is determined by a complex interplay of many factors. “There are other surprising predictors of longevity such as grip strength and leg strength,” adds Lipman. Just like VO2 max, these benchmarks likely correlate to longer life because strength is one part of the longevity jigsaw puzzle.

Decline or disuse?

VO2 max naturally declines with age, typically at a rate of about 1% per year after age 30. This decline is largely due to physiological changes that occur as part of the ageing process, such as decreased cardiac output (the amount of blood pumped per beat), reduced muscle mass and lower pulmonary function. However, it can be hard to distinguish between the effects of biological ageing and the effects of reduced physical activity. “It is a case of use it or lose it,” says Lipman, explaining that VO2 max declines more slowly in those who continue to train.

Duration versus intensity

A study published in the Journal of the American Society for Preventative Cardiology in 2007 revealed how controlled endurance exercise impacts aerobic fitness among older adults. This meta-analysis of 41 clinical trials involving 2,102 participants aged 60 and above explored the effects of aerobic exercise on VO2 max. The results indicated a moderate but meaningful increase in VO2 max, translating to a net improvement of 16.3%. The biggest gains accrued to those whose exercise programme extended beyond 20 weeks and who trained at an intensity of 60- 70% of VO2 max.

Lipman urges caution: “Much of the research on older people uses sedentary individuals. Training status is super relevant in such studies.” In other words, untrained people find it easier to make significant improvements. “Most people can increase their VO2 max from the lower end of the range if they are untrained. However, if you are already highly trained, there is less room for improvement.” The good news is that, whether you are new to exercise or an experienced athlete, you can improve or maintain your VO2 max through training.

“There are two types of training you can use to boost your VO2 max,” explains Paul Vousden, owner of endurance sports gym Strength2Speed. “In the absolute simplest terms, you need low-intensity activity where you are a little bit out of breath for a long time, or short but very hard efforts.” In Vousden’s view, while younger riders might focus on boosting their aerobic fitness with long Zone 2 rides, a better route for veterans is shorter, sharper intervals. “Older riders who have been training for many years already have an endurance base, so the focus on short, hard VO2 intervals allows them more time for recovery than if they were doing long, steady base mileage.”

This is a critical point, as the body’s ability to recover decreases with age. But does reducing volume and increasing intensity really work? “We have clients here who concentrate purely on VO2 max and strength,” says Vousden. “One member is a GB duathlete and has very successfully continued to race well into his sixties.”

Holistic approach

Does Lipman agree with this shorter, more intense approach? “From a performance standpoint, you need high and low intensity,” he says. He points out that, at a population level, most of us need to be moving around more – be it walking, cycling or jogging – at a low intensity. “It could be that short doses of high intensity are more important for certain people – if you only have very limited time, high intensity is the way to go.”

While maintaining a high VO2 max can contribute significantly to healthier, more resilient ageing, longevity does not revolve around this one factor. It is true that having a higher VO2 max is associated with better health outcomes, but genetic factors, lifestyle choices, environmental influences and access to healthcare all play a part in life expectancy. To live as healthily as possible for as long as possible, we need to take a holistic approach that encompasses strength training, eating well, maintaining good body composition and looking after our mental health. Still, it’s good to know as we’re smashing out those hard reps on the turbo that maintaining a high VO2 max can undoubtedly contribute to a healthier, longer life.

Can your V02 max be too high?

A high VO2 max indicates that you’re in a robust state of cardiovascular health. Keeping it high requires lots of training: either plentiful miles or frequent high-intensity sessions, ideally both. But in focusing on maintaining VO2 max, can you go too far and compromise health and potentially longevity – by overdoing it?

The research suggests that, yes, this is indeed a risk. While regular cardio is strongly linked to longer life, a higher incidence of heart problems such as atrial fibrillation and scarring has been recorded among athletes who have undertaken very high-volume, high-intensity exercise over many years. Some experts also have concerns relating to the oxidative stress that may result from prolonged high intensity work. While moderate exercise is anti-inflammatory, excessive endurance training may suppress immune function and increase inflammation.

A 2015 study published in the Journal of the American College of Cardiology supported the theory of a ‘U-shaped curve’ whereby the lowest mortality risk corresponds to moderate levels of exercise but increases towards the very high end of the volume axis. Light to moderate joggers were found to have the lowest mortality risk, whereas extreme runners had similar mortality rates to sedentary people.

Broadly speaking, 75-150 minutes of vigorous exercise per week is considered optimal for most people. Regularly exceeding 10 hours per week pushing above moderate intensity puts you into the zone of potentially undoing the health benefits through excess.

TESTING YOUR VO2 MAX

Changes to VO2 max take time, so there is little point in testing frequently. “Knowing your VO2 max is not relevant in terms of setting your training zones,” says coach Paul Vousden. If you are following a power-based training schedule, it makes more sense to do a simple FTP test [a test of your Functional Threshold Power, the power you can produce over an hour] every few weeks. Even so, VO2 max is a nice-to-know figure to have measured occasionally.

The most accurate method of testing your VO2 max is with a graded exercise test in a lab setting, with a trained technician capturing and measuring expired respiratory gases. Many fitness trackers and smartwatches offer VO2 max estimates based on heart rate data and activity levels, but the accuracy is low. Wearable devices can be useful for tracking trends in fitness over time but treat their VO2 max estimates with caution.

Mindful that it had been at least a decade since I last had my VO2 max test, this feature provided the perfect incentive for a re-test. Having not followed a serious training for a similar length of time, I was curious to find out how much damage had been done. I visited Mapdec Cycle Works in Kendal, where owner Vousden put me through my paces with 18 minutes of masked-up torture. “There is no point waiting until you are fit to get tested,” he reassured me. “You need to know where you are starting from.”

Looking at my numbers, I cringed at my peak power, a wattage I used to warm up at, but I was delighted to find that my VO2 max had remained good, at 53ml/kg/min – a figure classed as excellent for my age. My brief moment of smugness was soon brushed away as Vousden reminded me that VO2 max alone does not equate to race-winning performance. “Using VO2 max as a measure of general well-being is more important than your lactate threshold or your power output,” he began diplomatically, “but if you want to be competitive, we need to see some improvement in power output.”

Are Omega-3 oils particularly good for cyclists?

“Consuming omega-3 PUFAs is linked to improvements in cognition and mood, cardiovascular dynamics, muscle recovery and inflammation,” says researcher Lynsey James. Omega-3 PUFAs have also been shown to exert positive effects on cardiovascular disease, rheumatoid arthritis and chronic inflammation. “There’s some evidence that athletes may need a higher omega-3 intake compared to the general population,” adds Professor Mayur Ranchordas, an applied human nutrition specialist. “Their anti-inflammatory properties may help reduce muscle soreness and speed up recovery, supporting muscle cell regeneration and repair.”

While research suggests that omega-3 PUFAs may lower the risk of arrhythmia – irregular heart rhythm – by stabilising heart cell membranes, the evidence is not entirely conclusive.

Some studies show a possible reduction in arrhythmia risk, others show even a slight increase in atrial fibrillation risk.

“There are links to improved memory, attention and reactions,” adds Ranchordas, “but only in individuals with already low levels of omega-3. Most of the studies also show that these effects are more pronounced in older adults. The evidence for omega-3 in slowing cognitive decline is stronger.” There may be immunity benefits too. “There seems to be moderate evidence for omega-3 reducing chronic inflammation and improving immune defences,” says Ranchordas, “but it cannot prevent infections. When it comes to mood, omega-3 has been shown to reduce symptoms of depressive disorders and excessive stress responses by regulating cortisol levels.”

What does the research say on fish oil for cyclists?

There is no consensus on the impact of omega-3 PUFA supplementation on cycling endurance performance. “Studies using time trials have shown no effects from daily omega-3 supplementation, though only one included trained cyclists,” says James. “Factors such as the type of performance test – workload or time-based – dosing strategy, and low omega-3 doses of less than 1.8g per day may explain the inconclusive results, as at least 2g per day is needed for an anti-inflammatory effect.”

This lack of hard proof does not mean there is no benefit. “Despite the lack of effect of omega-3 PUFAs directly on performance, the literature indicates the potential for improvements in physiological markers associated with endurance performance,” explains James. “These include a trend for increased time to fatigue and a reduction in submaximal oxygen uptake following omega-3 PUFA supplementation.” In layman’s terms, after taking omega-3 supplements, the amount of oxygen the body needs to perform moderate exercise may slightly decrease. “The effects of omega-3 PUFAs on heart rate are also equivocal.” Some studies show a reduction in submaximal heart rate (HR) while others report no effect on submaximal or maximal HR.

How to reap the benefits of fish oil

“Humans are unable to synthesise the omega-6 PUFA linoleic acid (LA) and the omega-3 PUFA alpha-linolenic acid (ALA). Instead, we rely on these essential fatty acids to have entered the food chain from plants,” says James. But the conversion of ALA to docosahexaenoic acid (DHA) and eicosapentaenoic acid (EPA) is not easy, with only a small percentage of ALA being converted to DHA and EPA. “I always like using a food-first approach,” adds Ranchordas. “The main dietary sources of EPA/DHA are oily fish such as mackerel, salmon and sardines, and fish oil supplements.

What are the limitations of fish oil for cyclists?

“Be aware that omega-3 and omega-6 PUFAs are competitively metabolised and perform opposing functions in the human body,” says James. Basically, omega-3 and omega-6 fats are both essential but compete with each other in your body, and they have opposite effects. Omega-3s help reduce inflammation, while omega-6s can promote it and cause blood clotting. Keeping a good balance between the two is important for your health.

It's also worth being aware that, according to the UK National Health Service (NHS), oily fish usually have higher levels of pollutants than other types of seafood. Girls, women who are planning a pregnancy or may have a child one day, and women who are pregnant or breastfeeding are advised to limit intake to no more than two portions each week.

Fish oil and cycling performance: the bottom line

Despite there being no direct performance improvements, omega-3 supplementation shows potential for enhancing physiological markers such as increased time to fatigue and improved cycling economy. The effects on heart rate are inconsistent, varying across studies. “Try to incorporate at least two portions of oily fish per week into your diet,” says James. “If you are not a fish lover, then take omega-3 supplements with a high proportion of EPA and DHA.” A dose of 2g a day is sufficient, but you may want to increase this up to 6g per day during periods of intensive training.

Call me a fair-weather cyclist, I don’t care. Since 10 November last year, I have ridden exclusively indoors.

I have done long rides: notably a 12-hour behemoth when I bailed out of a Virtual Everesting attempt at 7,000 metres. I have done short rides: a 3km TT around Zwift’s Glasgow crit circuit springs to mind. But mostly I have done medium-sized indoor rides of around an hour. I have done a lot of these - covering about 2,000 miles - and in doing so I have added quite significantly to my threshold power. When I went into the shed at the end of October just about to hold 330 watts for a 10-mile time trial, I can now cover this distance with a reading of 400 sparkling watts on the head unit.

But, spring isn’t too far away. So, over the weekend, I opted to kit up and see how I would fare on the open road and whether or not my interior power converted to an exterior setting.

I cracked open the shed door, squinting. It was all a little bit Salem’s Lot – I half expected my neighbour to come running at me with a sharpened stake and a net of garlic. Fortunately the natural light didn’t liquidate me on the spot and I slung a leg over my Canyon Endurace for the first time in four months and rode into the great outdoors. So, how did the two experiences compare? And, had my indoor riding kept me outdoor fit?

First sensations

The first sensation I felt was joy. Cycling indoors and out are two very individual entities - you don’t cycle inside for fun, you do it to get stronger, to get fitter, your eyes always on the silly little wattage reading on the screen. You are never really free - bound to the shackles of a million different metrics which if for some reason don’t meet or surpass expectations can ruin a session. Cycling outside is liberating in many different ways.

Outdoors 1-0 Shed

Jarring experience

The second sensation I felt was a sudden jolt when half of my bicycle disappeared down a pothole the size of Suffolk. I’d been so busy enjoying the bucolic surroundings that I’d completely forgotten the roads in Southeast England look like a herd of pneumatic elephants has stampeded them. You don’t get asphalt irregularities in the shed, you get billiard table smooth blacktop that treats your bicycle and your derriere with the utmost care. The scoring had been evened.

Outdoors 1-1 Shed.

Climbing grace

It was halfway up a relatively tame ascent that the third outdoor riding sensation caught me off guard. I’d spent the last four months spinning up 8% gradients indoors with souplesse and panache - so why then was I clambering my way so unceremoniously up this unassuming little hill? This is Berkshire, Southeast England – the biggest inclines around here are made by moles. Yet here I was in a battle for breath wondering where all my gears had gone. Then it hit me. For the past four months I’ve essentially been about 50% lighter than I am outside. My smart trainer defaults to a 50% setting meaning ascents are much easier indoors on Zwift or indeed on Rouvy and My Whoosh. Whilst, in theory, it takes the same amount of time to summit - effectively spinning a smaller gear than my bike would allow - getting to the top outside requires a much greater effort.

Gravitational pull in a real-world setting cannot be duped – unless you’re on an e-bike with a 53-tooth dinner-plate bringing up the rear. Factors to consider include the effect of changes in gradient, inertia, and the physical effort of balancing the bike and keeping it upright (more one the physiological differences between climbing indoors and outdoors, here).

Due to being lulled into a false sense of climbing prowess, indoor loses a point here. With time though I’m hoping that this baptism of fire will become slightly less scolding, and I’ll be able to use my higher power numbers to more gracefully – and quickly – negotiate the steep stuff.

Outdoors 2- 1 Shed

Traffic interruptions

I’m not sure about you, but when I’m nearing the crest of the climb at my physiological limit the absolutely very last thing I want to hear is the revving of an engine inches behind my rear wheel. It’s a truly hateful sound. It makes nails on a blackboard sound like a violin concerto. I’m fairly certain that in most cases the driver in question is unaware of the acute distress it causes to the rider - that would be nothing short of sociopathic. But it happens on an all too regular basis when riding outside. In fact cars in general happen on an all too regular basis outside. What Zwift's Watopia lacks in fresh air it makes up for by being completely devoid of any form of motorised vehicle. A solid point, therefore, is awarded to the shed.

Outside 2-2 Shed

Average speed fixation

Disparities in average speeds inside and out are wild. And nothing highlighted this more than when I completed my first 15-mile loop in the lanes in four months – as fast as I possibly could – with an average speed the same as a Zone 1 warm-down on Zwift. Yes, 21.5 miles per hour inside barely registers on the heart rate monitor (110bpm average) while outside it drifts into Zone 4 territory (around 171bpm average).

The only way I can explain such huge differences is that indoors you are more or less obliged never to stop pedalling and therefore average speeds will be a reflection of how much power you’re consistently putting through the pedals. My speeds before and after my winter of shed-work were more or less the same - but it’s still cold, the air is still denser than it will be come spring and summer, and I’m still finding my feet outside. Therefore the shed gets a big point for keeping me fast. Battling metronomically against a virtual parcours for so long has definitely reaped a dividend.

Outside 2-3 Shed.

Power up indoors

As well as big differences in average speeds there were also discrepancies in average power, which was much lower outside. Again, this can, I’d hazard, be attributed to the amount of coasting involved in outdoor riding. Normalised power - which takes into account changes in pace - would be a more accurate barometer when comparing rides outside to sustained work inside, because, it records the effect of accelerations which are more frequent outside when negotiating natural features as opposed to following prescribed workouts.

Regardless, I was very much loath - and always have been - to fixate on power when riding outside. Too many glances at the headset – particularly when reaching for high numbers - obscures your real-life surroundings. For me, power metrics are best left in the shed. However, my speed on the road is as fast as it was after a full season of real world riding and racing last year, and, at 48-years-old my power numbers inside suggest I’m the fittest on the bike I’ve ever been. So, the time spent in the shed was worthwhile.

Outside 2- 4 Shed

Pure, unadulterated joy

Having accumulated a two point lead, it looks like the Shed is en route to the spoils. But for all of its positives – the fitness gains, the smooth, traffic-free ‘roads’ and the practicalities – none, not even when combined, can rival the sensations of riding out on the open road.

Riding inside, however, is sometimes necessary, and is a perfect way to complement your rides outside, and for me, when combined with outdoor pursuits like hiking and trail running, is the best way to spend a winter.

Final result: Outside 5 - 4 Shed, on penalties

Fuel like a pro

When it comes to fueling, the latest and greatest is specially formulated sports nutrition that provides significant caloric value without creating digestive issues (a.k.a the dreaded “internal mechanical”). Further, there is scientific evidence that supports the process of adapting the gut to tolerate more calories, combined with monitoring systems to precisely match fuel intake with racing and training demands. These are the tools pro riders are using, and they seem to be working.

Broadly speaking, this focus on fuelling and recovery has been a very positive change for endurance sports. It means faster, more dynamic racing and happier, healthier athletes. Instead of riders starving themselves to hit a certain weight or riding long days without fuel, pros have learned that the right fuel equals speed.

But this can also create issues. Not every rider is mentally or physically capable of eating concentrated carbohydrates for hours on end. Top athletes consume upwards of 100 grams of carbs per hour, and processing high volumes of sugar can not only create stomach issues in the moment but also disrupt sleep and cause tooth decay and blood-sugar variability. Eating copious amounts of carbohydrates will especially cause problems for amateur riders, who have been known to mimic pros in any way they can because ‘if it works for Tadej, it’ll work for me,’ right?

Wrong.

Professional riders can fuel at impossibly high rates because they train at correspondingly high volumes. For amateurs fitting in their training around day jobs and families, eating hefty quantities of carbohydrates can create more problems than it solves.

A learning opportunity

I experienced some of these problems during my last cyclocross season. By focusing too heavily on fueling, I actually hindered my training. While I did succeed in teaching my body to process carbs during hard efforts, I often found myself missing the power I knew ought to be there. Further, I could feel blood sugar dips after riding. It turns out my training volume simply wasn’t high enough to warrant the focus I put on pre-ride carbohydrate intake.

This was corroborated at my annual physical, which included a blood sample. When the results came back, I received the following message from my doctor: “Your blood sugar and haemoglobin a1c have increased a bit since our last round of labs. Has your carbohydrate or sugar intake gone up in the last year?”

Yes, yes it had.

Once my race season was over and I was back to eating a more balanced diet, I felt better. It wasn’t that I was eating too much, per se; rather, I was eating too many simple carbohydrates. For amateur riders, eating a mix of whole grains, proteins and fats is a better nutrition strategy than trying to maximise glycogen stores at all times. Fortunately, I was able to make this correction before it turned into a more significant health issue.

An Expert's Take

In order to delve deeper into these subjects, I spoke with sports nutritionist and cycling coach Kristen Arnold.

(The conversation has been edited for length and clarity)

Cycling Weekly: How has fueling changed within cycling over the last ten years?

Kristen Arnold: Culturally, athletes and coaches are starting to understand how important it is to make sure they are meeting their daily calorie needs. Where we used to spend a lot of time breaking down misconceptions about how much athletes need versus how much they are eating, we now can focus on other strategies for optimal performance.

CW: What downsides are there, if any, to high carbohydrate fueling?

KA: If and when athletes jump into high-carb fueling too quickly, especially during workouts, they are likely to experience symptoms such as nausea, bloating and indigestion. It's important for athletes to work up to higher amounts of carbs per hour and make sure they are drinking enough fluid with the carbs.

CW: Does high-carb fuelling work better for some riders than others?

KA: High-carb fueling works better for riders who are riding over two hours and at a high intensity. Cyclists who are riding at a moderate intensity for under two hours do not necessarily need to fuel with more than 30-45g of carbs per hour. Any more carbs per hour than 45 g/hour for two hours or less could lead to gut distress as well as inhibit performance because the blood flow will go toward digestion and away from the limbs.

CW: Are there long-term health risks from eating increased amounts of carbohydrates, and how can these be mitigated? (e.g. higher blood sugar levels, tooth decay, gut microbiome issues, insulin control issues)

KA: While we don't necessarily understand the long-term effects of high intake of simple sugars during exercise, there are a few things we know for sure related to its health impacts. Eating simple sugars leads to poor dental health and cavities. To improve dental health, consider brushing your teeth after rides to remove any excess sugars from gummies, sports drinks, etc. And shift to lower sugar fueling options for low- and moderate-intensity rides, such as bars and sandwiches.

CW: Outside of high-level amateur competition, does high-carb fueling provide benefits?

KA: Research shows that most athletes will not benefit from more than 90g of carbohydrates during exercise per hour. This is because these athletes are not exercising at a workload that requires this amount of fueling, and their gut is not trained to digest and metabolise carbohydrates above 90g per hour.

Conclusion

Arnold’s analysis provides some useful context for my own experiences, as well as some more background on how these techniques are used by professionals. The main takeaways seem to be that high-carb fueling can be impactful but mostly for riders pushing the limits of time and intensity.

An extremely tough endurance event, such as a Grand Tour, can be viewed as much an eating challenge as it is a bike race. Clearly, getting fuel requirements right is critical for performance. And if you make a mistake? Game over. For the rest of us, it’s important to pay attention to what you eat, but there’s no need to overdo it.

By definition, FTP is the power a cyclist can sustain for an hour. Once you have ascertained this figure, it can be used to calculate your cycling training zones and then create a cycling training plan to improve your fitness. The amount of power you can sustain for 60 minutes is determined by metabolic efficiency – your body’s ability to turn fuel into energy – and corresponds to lactate levels. Pedal too hard for too long and your body’s engine room runs into trouble: it can’t shovel coal fast enough. Fatigue rapidly sets in, and it’s goodnight Vienna. The amount of power you can hold for a relatively long time – an hour, specifically – is therefore an important benchmark.

Having sought advice from some of the sport’s leading authorities on field testing: former WorldTour rider and coach at Thighsclub.com Alex Dowsett, coach Chris Carmichael, and domestic racer Andy Critchlow, I slipped away from a Boxing Day game of Scrabble, pulled on a pair of bibshorts and waddled with trepidation towards the shed.

WHY FTP TEST ACCURACY MATTERS

An accurate FTP reading allows you to train in specific cycling training zones at the correct intensity. Training at too low an intensity sells your performance short, while training at too high a power could lead to burnout or even injury. Here’s how to calculate your zones based on FTP:

Pacing: Knowing your zones allows a clearer understanding of how to pace efforts and races over varying times and distances.

Progress tracking: Provided it’s re-tested every four to six weeks, FTP is a great barometer of fitness.

Lactate training: Training at threshold improves the body’s ability to shuttle lactate, using it more efficiently as an additional fuel, meaning hydrogen ions accumulate more slowly (it’s the latter that are thought to cause pain).

TEST 1 THE HOUR OF POWER

ALEX DOWSETT SAYS: For the majority of people, truly emptying the tank at a uniform pace over an hour – especially if you’re doing it indoors – is possibly one of the most psychologically demanding things you can do on a bike.

MY TEST: Embarking on an hour all-out may seem like a daunting prospect, but here’s the thing: you settle in to a sustainable pace quite easily. Perhaps too easily. The biggest danger is not blowing up but selling yourself short. Mindful that my 20-minute best was 370 watts, I attempted to dwell within a 10-watt window between 330-340 for the duration. Mentally breaking the hour into four 15-minute sections, the plan was to set a solid foundation in the first and second blocks, limit inevitable damage during the third, and spend the final block simply trying not to die. The pain began to manifest in earnest at around the 28-minute mark as I tried to tell myself ‘Ah good, only 32 minutes left’ while secretly hoping that a kindly gust of wind would rip the shed down from around me. I finished the hour of power with an output of 335 watts, having hit a max heart rate of 189bpm. I was reasonably pleased, but the fact I was able to stick to the parameters I’d set myself prior to the test suggested that I could’ve perhaps gone out a little harder. There was no experimentation here – I set a number and stuck to it, which was possibly not best practice when the aim was to rid myself of every available morsel of energy.

RESULTING FTP: 335 WATTS

TEST 2 THE RAMP TEST

ALEX DOWSETT SAYS: This is the easy one. Think of it as five minutes easy, 10 minutes uncomfortable, and five minutes disgusting. Make sure you empty the tank. The more you want it, the better your result…

MY TEST: The ramp test was the one I was least afraid of – but that’s not to say I was looking forward to it. While the hour of power can be billed categorically as a slow-burner, the ramp test sits at the other end of the spectrum. One minute you’re turning the pedals without a care in the world, the next you’re throwing up pieces of your right lung. It’s a test that very much favours those with high-end oomph. It’s short, sharp and tends to produce flattering results, hence its popularity.

The ramp test begins in a deviously unassuming fashion at just 100 watts, the power increasing in increments of 20 watts every minute until your body and mind throw in the towel. Your FTP is measured by taking the highest one-minute power reached – AKA your maximal aerobic power (MAP) – and multiplying it by 0.75. This calculation does produce discrepancies between riders, but it’s widely used among coaches and on training platforms for a quick means of ascertaining the allimportant figure.

My ramp test lasted just over 22 minutes (including a five-minute warm-up). Minutes 18-20 found me in uncharted territory at over 400 watts, trying to trick my brain into believing that, despite the dribble, this was sustainable. During minutes 21-22 ‘mind over matter’ no longer applied – I’d no mind left. My brain had buggered off halfway through the 440s and I was relying on muscle memory to get the job done. Finally, 460 watts and out.

This produced an FTP figure of 348 watts – 12W higher than my hour of power. Could I really sustain 348 for an hour? I’d have to find out. But first I had two more tests to complete.

RESULTING FTP: 348 WATTS

TEST 3: 20 MINUTES ALL-OUT

DOWSETT SAYS: If you get the first five minutes right, the next 15 minutes look after themselves. Start out at your previous FTP result and gauge your form – then you can push above it, if you’re on a good day.

MY TEST: Probably the most popular way of estimating FTP, the 20-minute test has been haunting training calendars since circa 2010. It’s quick and it’s practical, yes, but it should also be in the dock at The Hague for crimes against humanity. This is the big one, to my mind, the test that yields the most discomfort. Designed as a means of truncating the hour test, the 20-minute test’s power is multiplied by 0.95 to calculate FTP.

Something quite extraordinary happens when you’re undertaking an FTP test over this duration. The rules governing the space-time continuum become distorted; a minute no longer comprises 60 seconds, it now has carte blanche to last for as long as it damn well pleases. I took this negativity – nay, concern – into the third test of the series.

Eleven minutes in and I’d managed to settle on a wattage of 380 that, while eliciting a profoundly furrowed brow, was just about manageable. I lived here now – in a burning hot bedsit with the devil knocking on the door. The second hand ticked by with all the urgency of a narcoleptic slug, but 18 minutes materialised and a glimmer of hope began to play on the virtual horizon. The end was in sight. It was time to empty the tank.

With an average power of 379 watts, I hauled myself out of the saddle, winding the power up to 382. This yielded, after deducting 5%, an FTP of 363 – and a large gulp as I realised the bar had been raised significantly, with another test to go.

RESULTING FTP: 363 WATTS

TEST 4 2X 8 MINUTES

CHRIS CARMICHAEL SAYS: This is a test you can schedule in relatively easily without a long taper. Do it after a day or two of easy riding. As the athlete gains more aerobic conditioning, the gap between the first and the second eight minutes starts coming down.

MY TEST: The last of our tests is perhaps the least orthodox. A good warm-up is followed by two blocks of eight minutes separated by a 10-minute rest. The aim of the two times eight minutes is to have nothing left in the tank after each effort. The first should be completed as if the second didn’t exist; no muscle fibre should be spared. The second interval should be as close as possible – in terms of effort and power – to the first. FTP is calculated by finding your average power for the two tests and multiplying by 0.9. This test suits those with a high anaerobic threshold – puncheurs, crit racers and cyclocross specialists. I do not boast the credentials of any of the above and I set off on my first excursion into the unknown with trepidation.

My tactics for this test were simple: head down, watts up. Eight minutes isn’t that long – let’s go bonkers! I didn’t look at power or time for at least four minutes. However, when a quick glance up showed that only 28 seconds had elapsed, it quickly became apparent it was going to be one of those days. I closed my eyes and tried to find a happy place. For a couple of seconds, I was on a beach in St Lucia sipping a Singapore Sling, but then a northeasterly gust rattled the window and I was back in a cold shed smashing out eight minutes at 415 watts. The jubilation of completing such a task was short-lived because 10 minutes later I was back at the coal face counting down the minutes, watching my heart rate soar and readying myself for another hateful eight. I mustered 385 watts for the second interval and was greeted with my latest FTP calculation.

RESULTING FTP: 360 WATTS

The results

So the results were in: 335, 348, 363 and 360 watts respectively. In the best case scenario, I would be able to sustain 363, the highest figure, for a full hour. It was time to find out. Had mental weakness held me back on that first ‘hour of power’? Could I really improve it by nearly 30 watts?

I rested – well, actively recovered – for two days prior to what, on paper, bore all the hallmarks of a thoroughly rotten evening in the shed. My mind wandered back to my first hour of power when I’d ridden on a knife-edge at 335 watts through sweat, tears and wild-eyed desperation. As for having to repeat it, my brain had pixelated that particular piece of information – I just refused to think about it. Until now.

With a target of 360 watts, I took a deep breath and engaged my power meter in what would become our most bloody battle yet. We exchanged blows relentlessly for the duration, but a final volley of high-torque hooks floored my nemesis and I walked away from my second hour of power having averaged 358 watts (equating to 4.0W/kg). The war was over and I’d managed to claim some territory.

Consistency rules

So, the question is, which test is best? Or rather, which one elicits the figure closest to genuine best hour power while requiring a much shorter duration of pain? For my money, the ‘two times eight minute’ test takes top honours – my result of 360 watts turned out to be just two watts above my final hour of power. That’s impressive accuracy for a test with only 16 minutes of effort. That said, you do of course need to be fully committed to squeezing out your best possible power during each eight-minute interval, especially the tougher second one.

The ‘hour of power’ guarantees you’ll discover your genuine hour power but, as I proved, it is relatively tricky to pace and may require multiple attempts. The traditional 20-minute test takes second place and is highly commended for producing a figure only five watts higher than my genuine hour effort. The main takeaway is that all these tests are tough, and you need to go into them with determination. You are stronger than you think! Once you’ve decided on your test, that’s the one to stick to for the year, ensuring consistency across your re-tests. Dig in, dig deep, and go smash out your best FTP yet.

Whether you're an elite racer or a casual weekend rider, understanding how cycling affects your pelvic floor is key to preventing discomfort and long-term issues. We spoke with Dr. Krista Jenney, a pelvic floor and women’s health physical therapist at Pelvis Restored, to explore the impact of cycling on these essential muscles and share expert strategies for protection and recovery.

Are cyclists at greater risk of pelvic floor dysfunction?

Cyclists are indeed more susceptible to pelvic floor dysfunction than the general population due to sport-specific factors such as sustained positioning and pressure on the perineum, the area between the genitals and anus.

"The sustained forward flexion and pelvic tilt that occur during long rides can increase tension and tightness in the pelvic floor muscles," explains Dr. Jenney. "Over time, this can lead to pelvic floor dysfunction and discomfort."

Sitting on a bike saddle for long periods can put a lot of pressure on the perineal area, cutting off circulation and possibly irritating nerves or tissue. This can lead to feelings of numbness, discomfort or other pelvic floor issues.

Why should cyclists care if they're symptom-free?

Symptoms of pelvic floor dysfunctions include pain, incontinence, painful intercourse, pelvic pressure and constipation. But just because you’re not feeling any issues now doesn’t mean your pelvic floor doesn’t need attention—ignoring it could lead to performance setbacks and bigger problems down the road.

"Addressing small imbalances early can prevent bigger issues," Dr. Jenney emphasises.

A dysfunctional pelvic floor can negatively impact core stability and force transfer, making cycling less efficient. Additionally, high training volumes and repetitive strain can lead to cumulative wear and tear.

Should pelvic floor care be focused solely on women?

"Absolutely not!" says Dr. Jenney.

It’s true that women—especially elite female athletes—face higher risks due to pregnancy and childbirth, hormonal fluctuations during perimenopause and menopause, and pelvic anatomy. However, men are not exempt from pelvic floor dysfunction.

Male cyclists commonly experience issues such as:

• Sexual Dysfunction and Perineal Pain: Prolonged saddle time can lead to nerve compression and restricted blood flow.
• Urinary Symptoms: Some men may experience hesitancy or dribbling due to pelvic floor dysfunction.
• Core Weakness: A hypertonic and weak pelvic floor can negatively impact power transfer during cycling.

Female cyclists commonly experience:

• Pelvic Pain and Saddle Discomfort: Prolonged time on the saddle and sustained positioning can increase tension and tightness in the pelvic floor muscles and pressure-related pain, numbness, or irritation in the perineal area.
• Urinary and Bowel Dysfunction: Pelvic floor tension or discoordination may contribute to issues like urgency, leakage, or constipation.
• Core and Hip Imbalances: A tight, weak, or uncoordinated pelvic floor can reduce stability, impair power transfer, and increase the risk of hip or lower back pain.

Tips for cyclists to take control of their pelvic health

Dr. Jenney provides key recommendations for maintaining pelvic floor health while cycling:

• Change Positions Regularly: "Alternate hand positions and stand out of the saddle to reduce sustained pressure on the perineum and pelvic floor."
• Bike Fit and Saddle Selection: "Ensure your bike is fitted correctly, and invest in a saddle that supports your anatomy."
• Cross Training: "Incorporate mobility and strength training exercises into your routine to counteract the effects of prolonged cycling posture." Good exercises include lateral lunges, hip abductions and diaphragmatic breathing.
• Monitor Imbalances: "A dual-sided power meter can help identify left/right discrepancies, which could lead to asymmetry and contribute to pelvic dysfunction."

Strategies for preventing and treating pelvic floor discomfort

Weakness in the pelvic floor is best addressed with off-the-bike exercises focused on hip mobility as well as strengthening the core, thighs and scapular. However, the flip side of a weak pelvic floor is one that is overly strong, also referred to as hypertension.

"Overtraining and fatigue can contribute to pelvic floor muscle tension, potentially weakening their strength and coordination," Dr. Jenney warns. When pelvic floor muscles are tense or overactive, the initial focus should be relaxation and flexibility. "It’s essential to restore balance by allowing the muscles to lengthen and relax before progressing to strengthening, as strengthening tight muscles can worsen symptoms."

Pelvic floor dysfunction isn’t just about the pelvis—it’s often linked to other parts of the body. Good breathing habits and managing internal pressure are key to keeping it healthy. Mobility in areas like scar tissue, feet and ankles, hips, ribs, and the spine also plays a big role in how well the pelvic floor functions. Limited mobility in these areas can trigger compensatory movement patterns that result in pelvic floor tension, weakness, or discoordination. Maintaining full-body mobility is, therefore, essential for optimal pelvic health and function.

"These factors, along with others, can significantly impact pelvic floor health," says Dr. Jenney. A pelvic floor physical therapist can provide personalised treatment tailored to each cyclist’s needs.

Seeking professional advice

The pelvic floor is an area that women who have given birth will often be aware of. However, we still live in a culture where it's considered 'normal' to leak urine when running, sneezing or coughing. Thankfully, that narrative is changing, awareness of pelvic floor dysfunction and the physiotherapy available is growing. We spoke to one mom about her experience:

I had an unexpectedly fast vaginal labour with my first child, an experience often considered "lucky". However, a mental image of the comparison between a bowling ball hitting a set of skittles at speed vs a slow trundle down the lane may give some insight into the negative impact of a quick labour. I was made aware by midwives early on that I should begin working on pelvic floor exercises - kegels - soon after birth, and saw a private pelvic floor physiotherapist in the early months. I didn't experience symptoms on the bike or when sneezing/coughing, but running and using a baby carrier were triggers and I was initially advised to focus on relaxation to counter hypertension.

However, adapting to a new life as a working mother meant I didn't devote the attention that recovery really required. It was only two years later, when I was pregnant with my second child, that I sought advice and booked an appointment with an NHS Physiotherapist, learning that all UK women with symptoms are eligible for an appointment after self-referral via their local service. Whilst I was told I was unlikely to see improvements during pregnancy, I've been prioritising the exercises prescribed to me and have seen incremental progress. Plus, I'm now equipped with the knowledge that I'll be eligible for NHS care after delivery and will be referring myself from the earliest opportunity.

Final Thoughts

Dr. Jenney reassures that "the positive health benefits of cycling and exercise outweigh the negatives."

With proactive care, cyclists can enjoy riding for years to come without compromising their well-being. Whether you ride for fun or competition, prioritising pelvic health will keep you strong, comfortable, and ready to hit the road or trail with confidence.

We put our questions to Dr Elise Facer-Childs, the deputy director of the sleep and circadian rhythms programme in the faculty for medicine, nursing and health sciences at Monash University, Australia. Facer-Childs has worked with elite and WorldTour teams, helping athletes optimise sleep and biological rhythms to enhance recovery and performance.

How many hours of sleep should we get?

The recommendation from the National Sleep Foundation is seven to nine hours per night for adults. We tend to see athletes needing slightly more, but it does ultimately come down to the individual.

Is there a best time of day to train to complement circadian rhythms?

Training effectiveness depends on individual circadian rhythms. Morning types may perform better earlier, while evening types excel later. Tailoring exercise to natural peaks in energy enhances results. Research suggests that, generally, mornings are better for endurance cycling and more intense cardiovascular sessions, while late afternoon offers a balance of strength, flexibility and reduced cycling injury risk.

What steps can cyclists take to ensure high-quality sleep?

Try to get good-quality sleep by maintaining consistent sleep-wake patterns, creating good sleep habits and behaviours, optimising their sleep environment – cool, dark, and quiet – avoiding caffeine and heavy meals before bedtime, and managing stress. Bear in mind, one night of poor sleep won’t greatly harm performance; it is more about establishing good sleep long-term.

How does overtraining disrupt circadian rhythms?

Overtraining can lead to elevated stress hormones and increased fatigue, owing to disrupted circadian rhythms and sleep. Signs that your internal body clocks might be out of sync include difficulty falling asleep, frequent awakenings during the night and changes to your daytime functioning, alongside drops in performance, irritability and impaired recovery.

How best to nurture regular circadian rhythms?

Athletes could use natural light exposure during the morning to stabilise circadian rhythms. Get up, go outside for a walk. Morning light is a powerful cue for regulating the production of melatonin, a hormone that controls sleep-wake cycles. Exposure to bright light shortly after waking helps reinforce circadian rhythms, improving sleep quality, energy levels, and overall performance.

If I wake during the night, how best to get back to sleep?

Everyone is different, but a few simple things that could help you to get back to sleep are to avoid checking the time, engage in quiet, relaxing activities and avoid stimulating activities. If you continue to struggle, talk to a doctor or sleep consultant. We know that irregular or inconsistent sleep patterns and fragmented sleep can negatively impact overall sleep quality and recovery, leading to decreased performance and increased fatigue.

How does alcohol affect sleep?

While it may help you fall asleep faster, alcohol reduces restorative deep sleep and REM sleep, leaving you feeling less rested. Too much booze can alsp cause more frequent awakenings, further disrupting sleep, and may exacerbate snoring or sleep apnea. It also impacts the body’s natural circadian rhythms, delaying or reducing melatonin production, which is crucial for regulating sleep-wake cycles.

How to sleep like an elite athlete

Sleep coach Nick Littlehales, who is an adviser to British Cycling, provides the following tips for a sound night’s shut-eye

Adjust light gradually: As bedtime approaches, reduce your exposure to bright, blue daylight-like light. Move to dim, warm (amber) light, and then to darkness. The focus should be on limiting light reaching your eyes, not necessarily on making the entire room pitch black.

Check your light levels: Download a free Lux light meter app and measure the brightness (lux levels) of your environment. Aim to keep the light dim and calming before bed.

Stay calm: Avoid intense cardio or other high-energy activities close to bedtime, and don’t overhydrate or eat heavy meals before bed.

Cool down: Your body naturally lowers its temperature as it prepares for sleep. Sleep in a slightly cooler environment (not cold) and use fresh, breathable bedding.

Understand sleep cycles: Sleep works in 90-minute cycles, with the deepest, most restorative stages (stages three and four) happening early in the night. Aim for either four cycles (six hours) or five cycles (7.5 hours) depending on your schedule.

Prioritise sleep quality: The most restorative sleep happens in the first two to three stages. To improve your sleep quality, prioritise daytime habits like physical recovery and mental relaxation.

Wake at the same time: Stick to a consistent wake-up time every day. This helps regulate your body’s rhythm.

How do I ride roundabouts safely?

The aim of a roundabout is to keep traffic flowing smoothly and efficiently. However, for cyclists, they can make you feel vulnerable and confused. As you approach a stream of fast-moving vehicles you have many judgements and decisions to make; when to pull forward into a gap, which lane to be in, how to hold your space and the fear of faster, larger vehicles engulfing you.

If the thought of pedalling onto a roundabout sends shivers down your spine, you’re not alone. Many cyclists share this apprehension, but the good news is that by understanding the basic principles of roundabout navigation, gaining a bit of confidence, and practising some key skills, you'll find roundabouts can be navigated both safely and efficiently. Let’s get started.

Six steps to confidence on roundabouts

Approach with Awareness

The first step to tackling a roundabout is approaching it with full attentiveness. Slow your pace as you approach and take stock of the situation. Take a quick glance over your shoulder so you are aware of what is coming up behind you and where they might position themselves. Be mindful of the traffic flow, vehicle speed, and lanes specifically designated for cyclists if available.

Position Yourself Strategically

Your position on the road as you enter a roundabout is crucial. Aim to establish yourself in the centre of your lane. While it might seem nerve-wracking, taking the lane can prevent vehicles from attempting risky overtakes and gives you the space to manoeuvre as necessary. This tactic is especially important in multi-lane roundabouts. While huddling close to the edge of the road may make you initially feel more comfortable it is a vulnerable position to ride in as it makes it hard for drivers to spot you and reduces the space you have move into if other vehicles encroach on you.

Signal Your Intentions

Clear communication is essential. As vehicles and other cyclists share the road, it's key to signal your intentions early. Use hand signals before entering and exiting the roundabout to inform other road users of your planned movements. If you find signalling difficult whilst also making a turn this is a skill to practice somewhere safe until you are confident. Make sure you signal early to cars behind before moving across a lane or taking an exit.

Stay Aware of Exits

Identify your intended exit before entering and stay aware of it as you move around the roundabout. This mental map aids in your positioning and helps ensure you safely navigate to your desired path without last-minute, erratic movements.

Be Mindful of Larger Vehicles

Larger vehicles, such as lorries and buses, may need extra room to manoeuvre. Allow them the necessary space and avoid lingering in their blind spots or positioning yourself to the sides of them. If feeling particularly unsure, it may be safer and more prudent to wait before entering.

Maintain a Steady Pace

Once you’ve entered the roundabout, maintain a consistent pace. This not only aids in your pedalling efficiency but also helps drivers predict your movement and intentions. Abrupt changes in your speed can cause confusion and potentially hazardous situations.

Tips for roundabouts with cycle paths

In some cases, you may be able to use a cycle path around the roundabout, as opposed to staying within the flow of traffic. If this is available, first, evaluate the cycle path to determine if it is the best option for you. Cycle paths can offer a safer and less stressful journey through a roundabout, especially if you're less confident or if the roundabout is particularly busy. Check for clear signage and road markings indicating the presence of a cycle path.

Transitioning to the Cycle Path

If you decide to use the cycle path, signal your intention early and transition smoothly onto the path, ensuring you give way to pedestrians or other cyclists already using it. Stay alert for any potential hazards such as kerbs, bollards, or debris that might impede your path. Cycle paths around roundabouts are designed to keep cyclists separate from motor vehicles, directing you around the outer edge. Follow the path’s route, observing any give-way markings or traffic signals that may apply specifically to cyclists.

Maintain Awareness

Even when using a cycle path, remain vigilant. Watch for crossing pedestrians, pets, and vehicles entering or exiting driveways or side roads intersecting the cycle path. Use your bell or voice to alert others of your presence if needed. When it’s time to exit the roundabout, look for signage indicating where the cycle path re-joins the main carriageway. Signal your intention and merge safely back onto the road, being cautious of vehicles and other cyclists.

Practice, Practice, Practice

Like any skill, proficiency comes with practice. Break down the skills you need and practice somewhere you feel safe. To navigate a roundabout safely you need to be able to check over your shoulder and clearly signal your intention while still holding a straight line or making a turn. Once you can do these things begin on smaller, less busy roundabouts to build confidence.

Facing roundabouts doesn’t have to be a nerve-wracking experience. Choosing the right path through a roundabout can depend on your comfort level, the traffic conditions, and the design of the roundabout itself. By adopting the strategies outlined here, you will be able to tackle any roundabout on your route in a calm and controlled way.

Dewhurst is no ordinary mid-60s grandmother, having taken silver in her age group at the 2024 Gravel Worlds in Flanders as well as a gold at the 2023 UCI Gran Fondo AG Worlds in Glasgow among a host of impressive National time trial achievements. En route to the Chilterns [southern England], I was undoubtedly naive in my expectations.

Upon my arrival, a clear blue sky lit up the fading shades of autumn, fields of forage rape stretching towards distant woodland – the scene was set for my envisaged gentle spin. But the script in my head was about to get torn to shreds. Right from the start, it was clear that it would not be me doing any of the pace-setting. Linda Dewhurst, you see, is an absolute machine.

A master class

Suspicions I may be in trouble were ignited a few minutes into our ride when the super-strong 66-year-old rode me off her wheel on a benign length of flattish blacktop. They were confirmed moments later when she dropped me like a sack of spuds on the following ascent, pedalling ahead with a souplesse rarely seen outside of the pro peloton. Try as I might to keep up, clambering all over my bicycle in desperation, my heart rate rocketing towards the red zone, it was futile. I was getting my backside handed to me by a woman two decades my senior.

We crested the first climb and my ballast temporarily evened the playing field on the descent. My heart rate began to settle and clarity of thought slowly returned. “Blimey,” I thought out loud, the shock still sinking in.

Later, much later, I would realise I should have known better. Dewhurst has serious pedigree. Growing up in Worcestershire, she competed in middle-distance running from a young age, and went on to twice get selected for the England cross-country team, as well as recording a blisteringly fast 33-minute 10k. Achilles problems and family life took her away from sport for many years, but at age 50 she recognised she had become “very unfit”. It was time to make a comeback.

“I decided to join my eldest daughter on the coast-to-coast ride in 2013,” Dewhurst casually explained, barely breathing. “I thought this would be a good way to try and get fit again.”

Finding that cycling didn’t aggravate the niggling injuries she had picked up as a runner and that she enjoyed it, the part-time physiotherapist joined Team Milton Keynes and became a regular on their Saturday social rides. It was through the team that she first found out she had an innate ability against the clock.

“Back in 2017, a friend of mine said she was going to compete in a charity time trial and asked me if I was interested in taking part,” Dewhurst said. “It was a sporting 25 course and I used my road bike.” Clocking a solid 1:04, she had opened her account. Her next race was at the VTTA [Veteran Time Trial Association] Nationals on a course near Tring, Hertfordshire, UK. On fitness built exclusively from weekly club runs, no interval sessions, she won a subsidiary category on a borrowed TT rig. But it was only when she came third in the Masters National 25 [mile time trial] in 2018 that Dewhurst decided that borrowed bikes and unstructured training might be selling her talent short.

Power to burn

On our outing, she rode the same Canyon Grizl gravel bike she used in the Gravel World Championships. Tapping out a rapid pace along the Wendover Arm of the Grand Union Canal, I was just about able to keep up thanks to the flat nature of the terrain. For a brief spell, I had enough air in my lungs to ask questions. The power with which she was putting me under pressure, well, just how much does she have? “I think my FTP is about 250 watts,” she said, almost bashfully. Being the one on the back foot, I figured I didn’t need to be tactful about weight: she was clearly lean and mean, in top shape. “Yes, around 60kg,” she confirmed.

I attempted a quick calculation in my head. Two-fifty watts divided by 60 was well over four watts per kilo. At 66 years old, that’s seriously impressive.

As we swung off the canal and began a steep climb into the Wendover Woods, I asked what kind of training a masters athlete undertakes to sustain top-tier fitness. It was then we hit a hill and Dewhurst was left talking to herself. From 50 metres back, I was sure I heard something about two times 20 minutes at 105% FTP before she disappeared out of earshot.

By 2021, although she garnered consistently good results, Dewhurst noticed that her form was stuck in a rut. “My results had plateaued and I realised I probably needed to do some structured training to get better,” she explained when I finally caught up on another flatter section. “I started with Ride Revolution coach Gavin Howell, and he has been training me for the past few years.” Howell has a lot to answer for. He was partly responsible for turning what was meant to be a leisurely outing into VO2 max hell – for me, at least.

A rolling section of the route saw me clinging on to Dewhurst’s wheel, unable to take in the (presumably pretty) scenery as I target-fixated on a narrow corridor of asphalt, dimly aware of the last traces of my dignity disappearing over a hedge. By now everything was a blur. Worryingly, Dewhurst was still not riding particularly hard. We stopped at a crossroads and while I tried to stave off a vomiting episode, she was still barely breathing. She was making my fastidiously cultivated threshold power look like it couldn’t punch its way out of a paper bag.

In 2023 Dewhurst took to the start of the UCI Gran Fondo AG Worlds in Glasgow alongside the likes of the legendary Jeannie Longo, who bossed women’s cycling in the late Eighties and Nineties. “I had no expectations going into the race,” Dewhurst said, “except thinking a top five would be fab.” She surprised both herself and Longo in Glasgow, winning the road race gold and taking second in the time trial. As a first foray into agegroup racing, it served as a powerful catalyst, giving her confidence that she had talent on her side. By the end of 2023, Dewhurst had amassed a haul of medals including VTTA 10, 15 and 25-mile TT Nationals, in the process setting two new age-group records, 20.41 for the ‘10’ and 33.33 for the ‘15’. I thought back to my own 10-mile PB of 24.36 – where I’d tried so hard my face remained contorted for several weeks afterwards. Linda Dewhurst has got it. I have not.

A stellar year

After hitching a ride on the Dewhurst Express through the villages of St Leonards, Cholesbury and Wiggington, we eventually alighted at the solace of a tearooms in Aldbury. I breathed a sigh of relief. Our ride was over and it was my time to shine in the cake-eating contest. We continued our chat. The Gravel Worlds triumph, it transpired, was the culmination of a few years of steady progress.

Last year, Dewhurst defended her road race title at the Worlds in Denmark and also rode to gold in the time trial. Not content with her brace of world titles, she popped over to Belgium’s Gravel Worlds on a whim and, as already mentioned, struck silver. “I’d thought things couldn’t get any better than 2023,” she tells me between sips of breakfast tea, “so 2024’s results were blinking fantastic.” In addition to her gravel glory, she successfully defended her VTTA titles, which included a new national record of 55.34 for 25 miles. To call it a good season would be an understatement.

It was an honour to ride with such an exceptional athlete, even if I was thoroughly humbled by the experience. It taught me an important lesson too. Clearly, older age need not be spent sipping Horlicks in front of Songs of Praise. We might not all have Linda Dewhurst’s level of talent but we can take inspiration from her undimmed motivation and willingness to keep working hard.

So what does Dewhurst have on the agenda for her 67th year on the planet. Sitting on her laurels, she is not. “Not sure what 2025 will bring, but I’m aiming to go to Australia to defend my worlds titles,” she says. May we all grow old as gracefully as this multi-talented Super Gran, master of gravel, gran fondo, TT and road.

After retiring following the Calgary Olympics in 1988, Trevor worked as a police officer for 23 years and has also worked in management for operations and building companies. He and his wife Lynn have two daughters, Dani and Sarah. Dani, now 34, competed on the road until 2018, when she wrapped up her career with a bronze in the Commonwealth Games road race. She is married to former Continental-level racer Matt Rowe, and the couple have two children. For this ‘Meet the Maker’, we wanted to know how much of Trevor’s endurance talent was passed on to Dani. Let’s meet them.

DANI ROWE

• Age: 34
• Height: 5ft 7in
• Raised: Southampton
• Lives: Cardiff
• Occupation: Commentator and pundit
• Biggest sporting achievement: 1st – team pursuit, Olympic Games (2012)

What was your sporting background?

I was naturally sporty as a youngster and did ballroom line dancing, gymnastics and trampoline. But it was swimming that I excelled in, competing in breaststroke at a county level until I was 14. I always dreamt of being an Olympic champion, so when cycling gave me that opportunity, I took it.

What did you know about your dad’s sporting career?

He was so modest about it that he never brought it up. I suppose I was pretty naive not to tap into his experience. It’s mad how successful he was in a sport that Britain is so little associated with.

Have you tried cross-country skiing?

One time with [Swedish retired pro cyclist] Emma Johansson. To be skiing in beautiful scenery was amazing, but I found going downhill on thin skis so hard. I’m not sure I’ll do it again.

In what way did your dad most influence you?

Definitely mindset. He would say he trained very hard, and was always committed and determined. I was the same – I wasn’t the most talented, but I’d leave no stone unturned. Dad said he’d be at every startline knowing he’d done everything he possibly could. He has those ‘top two inches’, the psychology of a top athlete.

What psychological support did he offer you?

He would take all the stress away from me, remove all the barriers that might have got in the way. He’d put a mattress in the back of the car so I could sleep on the way to and from Newport velodrome for track league. If it was raining, he’d come out on the bike with me, and when I was doing a turbo session in the garage he’d always be there supporting me, giving me extra motivation. My dad has always been the one I call first for anything and everything. He can always help me look at things positively.

Which of your dad’s sporting genes did you inherit?

Biathlon is known to be one of the hardest sports cardiovascularly, and so is cycling. We are both endurance athletes. I’ve got fast-twitch muscles, hence specialising in the team pursuit, but also a good VO2 max. He needed the same to excel in his career.

How’s your hand-eye coordination?

Rubbish! I’ve definitely not got that from him! But then I’ve never turned my hand to any sport that’s required it – I’ve always done individual and cardiovascular sports.

How different are your personalities?

They’re not! We’re similar in a lot of ways. We’re quite deep people, very motivated and organised. We also tend to help people but not listen to ourselves. For example, if I’m worried I’ll talk to my dad, who’ll talk me through the process to calm me down, but then he’ll not practise what he preaches. I’m the same.

Describe your dad in three words.

Three words doesn’t do him justice. Special, caring, supportive.

TREVOR KING

• Age: 64
• Height: 6ft 1in
• Raised: Southampton
• Lives: Southampton
• Occupation: Retired athlete, soldier and police officer
• Biggest sporting achievements: 2x national biathlon and national XC skiing champ, 1986 and 1987

Did you have sporty parents?

No, neither my mum or dad ran or swam. It’s why I always say that it’s the ‘top two inches’ that make the difference in being successful.

Were you sporty as a child?

People say your cardiovascular potential is largely determined by your genes, but I didn’t do endurance sports as a kid and remember once finishing 25th in the school crosscountry race. It was only when I started crosscountry skiing that I noticed these skills, and I was faster than the British cross-country ski team who didn’t have to carry a gun to shoot. I once did a VO2 max test and my score was 77 [ml/kg/min].

Describe a typical training day

We used to do a lot of combination training: two to three hours in the morning at a slower pace, then shorter and more intense sessions in the afternoon. The races were short at 20km and 10km, but with lots of climbing, so being able to run up hills and recover quickly on the descents was crucial. I’d also do gym work because carrying a weapon over your shoulder while using double poles requires a strong upper body.

What was your biggest strength?

Biathlon combines two facets of sport: skiing is cardio, and target shooting is all about the brain – it’s completely cognitive. I’d have to get my heart rate down from 170bpm to 80bpm to shoot five shots at a target the size of a golf ball. I wasn’t the fastest skier, but the shooting pushed me up.

What did you struggle with?

My mind would switch to wanting the result and not thinking about the process. I remember in one race, when I was lining up for my last shooting round, I put myself under this extra burden of pressure because I knew if I hit the target I’d be the first ever Briton to finish in the top 10 of a World Cup race. But I missed it because I stopped thinking about the process. It was the mental aspect of the sport I needed to work on. I would have benefi ted from a psychologist like Steve Peters.

Do you still ski?

Apart from one hour in Switzerland a few years ago, I’ve not put skis back on since the 1988 Olympics. But I did go back to the Canmore ski centre in Canada in 2023 and stood on the exact same place I shot at. It brought back a flood of emotions.

How did you use your experience to help Dani?

I knew the fault I had in sport was staying in the moment, so I like to think I helped Dani with that, and tried to round her off . I’d tell her she’s not necessarily Dani King the cyclist, but Dani King who cycles. It doesn’t define you as a person. Otherwise, everything becomes too much of a challenge.

How did you motivate her?

It wasn’t a question of motivating her, but of discovering what demotivated her and removing those obstacles. I’d put a mattress in the back of the car so she could get her head down.

How are your sporting journeys similar?

To some degree, I think Dani may have had imposter syndrome because she had the feeling that she came to the sport quite late and therefore other riders were potentially better than her. And I was the same. We were both very committed and disciplined as athletes, and that without doubt helped us both. I’d always tell her: if you fall down six times, you stand up seven times.

What’s one thing you definitely didn’t pass on to Dani?

Hand-eye coordination skills. I think there’s two reasons for that: one, she didn’t play a lot of racket sports, and two, growing up in the Sixties, we were always playing ball games outside. It’s the one thing I have but she lacks.

Describe Dani in three words.

Empathic. Loving. Caring.

THE NO-CONFERRING ROUND

‘Guess what your dad said when we asked…’

What’s the one thing Dani can do but Trevor can’t?

Dani: Sleep! He’s terrible! But he’ll say he isn’t as spontaneous as I am; he plans everything.

Trevor: She can multitask, but I struggle. And she’s more adaptable to change – I need to plan everything.

What’s the one thing Trevor can do but Dani can’t?

D: Think logically. I’m not so good at it.

T: Mow the lawn. Dani wouldn’t know how the mower works, let alone how to do it.

Could Dani have been a biathlete?

D: He’ll say yes – he’d say I could do anything.

T: She could have been a good skier because she has endurance and good balance. Could she have been a shooter? If she applied herself, probably.

Could Trevor have been a track cyclist?

D: He won’t be confident, but I think he could have been.

T: I’ve asked myself this a few times and I think I could have been. Dani and I have got the same physical attributes.

Who’s had the most illustrious career?

D: I think he has to say me…

T: Without a doubt Dani has trumped me. I was British champion, and have two Olympic participation medals, but she’s got an Olympic gold.

What does Trevor think is the tougher sport?

D: He’ll choose biathlon. And I’d agree, just because you have to get your heart rate right down to shoot.

T: Biathlon. It’s two sports, and it’s physical as well as mental.

Who’s more competitive?

D: Me. He’ll say the same thing.

T: Level pegging, can’t say either way.