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<\/a>ASO\/Alex Broadway.<\/span><\/p>\nA few elements you need to take into account in modern times are the following:<\/p>\n
Riders have always trained hard.<\/strong> One cannot dispute that, but over the years training has become more specialized and scientific. I am not saying there wasn\u2019t a science to their training schedules back then, there was, but it is now more advanced, giving more benefit to the rider and helping them progress.<\/p>\n A single example of that is previously riders were well known to do 30 hour weeks in training. Today that is not done as the fuel is not the same.<\/p>\n In 2015, I attended the Science and Cycling Conference in Utrecht before the Tour start with my business colleague and good friend Dr Jeroen Swart. The Lotto-Jumbo coach (Louis Delahaije) was giving a presentation on altitude training, which I was really looking forward to attending. Afterward, I found him in the foyer and chewed his ear off and he was happy to answer all I had to ask.<\/p>\n The one question I asked him was overall hours in a week his riders were doing. He said a maximal week would be 25-30 hours in base season only. Then during the season, they are doing 15-20 hours. His reason was \u201cin today\u2019s times you can\u2019t do 30 hours and get quality in, and it\u2019s not the old days any more\u201d.<\/p>\n The science behind training has progressed which will give an athlete better performance gains.<\/p>\n Nutrition has also improved.<\/strong> Previously riders would eat huge bowls of pasta before stages, often with plain sugar, and on the bike the standard bars and gels. Today, meals are all mostly periodised to riders training and race programs.<\/p>\n Bikes and equipment have also become more advanced.<\/strong> Fitting ceramic bearings to your wheels and bottom bracket alone will give you an advantage; this will give your bike improved rolling resistance and pedal stroke. Bikes are a lot stiffer and equipment is also a lot more aerodynamic when compared to years prior. Not a huge benefit, I will admit, but when you consider all these factors together it adds up to give a rider an advantage.<\/p>\n Other factors are environmental and tactical.<\/strong> At the bottom of the climb was there a tail or headwind? How did the race hit the bottom of the climb, was it full gas? Was it an easy pace and riders got there fresh? Where was the climb in the stage? Which stage was it? What week was it in? All these things need to be taken into account when comparing Pantani to Aru on a certain climb. You cannot just take a climb and think all things being equal will result in a positive outcome.<\/p>\n Motor vehicles.<\/strong> The one element I am also convinced increases the over Tour speeds in today\u2019s times is the number of cars and motorbikes on the stages. There are a lot of bikes and cars ahead of the race with photographers, officials and the likes. This has to have a positive effect on race speed purely from a pacing and aerodynamic benefit by cutting the air in front of the peloton creating more drag efficiency. If we remove all those vehicles and the few points above will we be doing the same or better speeds? I really don\u2019t think so.<\/p>\n On every stage someone draws the unlucky straw in a team and has to get themselves into the break, yes some love it like Cummings and Voeckler for example.<\/p>\n On Stage 7, Dylan van Baarle (1.87m tall and 78kg) from Cannondale- Drapac and three other riders went from the start to get a break formed which worked and they were allowed to get away and stayed away until 6 km to go.<\/p>\n While a day in the break is incredibly tough in its own right, the interesting data comes from the beginning of the stage where he has to force a move and get away from the Peloton. This is typically the 5 min period after the attack has worked where you are creating the gap. His data over those 5 minutes was the following:<\/p>\n His data can be seen here<\/a> on TrainingPeaks:<\/p>\n Alexander Kristoff (78kg) also posts his data on TrainingPeaks<\/a> and it\u2019s interesting how and where things really hot up for the sprinters on their stages. When you look at his overall stage 7 data where he finished 4th in the sprint is the following:<\/p>\n Looking at those numbers you can see he really saved energy over the lumpy course so he was able to give it his all.<\/p>\n The sprint started with 400m to go and this took Kristoff 21 seconds to complete at a top speed of 72.3km\/h. His average power over that period was 954w \/ 12.63 w\/kg and a Max of 1287w \/ 17.05 w\/kg.<\/p>\n That alone is impressive in its own right and then you hear of Greipel (75kg) pushing a Max of 1790W with a top speed of 74km\/h who came around Kristoff. Then, once again, Kittel came over both of them to win. I don\u2019t have my phone book with me but I\u2019m sure his numbers are in there somewhere.<\/p>\n While some people may be able to produce those numbers once off, the impressive part about these sprinters is that they doing it two weeks into a Tour continuously.<\/p>\n There was a lot made of Fabio Aru\u2019s win on La Planche des Belles Filles and the numbers that would estimate he climbed at. To me, it was what a standard general classification rider would produce. Things to take into account is that the stage was basically a once off effort for 16 minutes and it came very early in the Tour where the riders are still feeling very fresh.<\/p>\nNow let\u2019s dig into the rider data<\/h2>\n
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<\/a>Dylan van Baarle.<\/span><\/p>\n
2 min peak power:<\/strong> 510W \/ 6.5 watts per kilogram
5 min power: <\/strong>463W \/ 5.9 watts per kilogram\n<\/div>\n<\/a><\/p>\n\n
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