Today’s question is about when to come out of the saddle during a Time Trial (TT,) specifically what to do at the finish line…

I have a question about when it’s best to come out of the saddle in a TT. I certainly understand doing it at the start and possibly if cranking up an incline, but I often see riders doing it at the finish. I find that I prefer to just keep my head down and drive through the finish since it’s generally flat terrain conducive to a 30+ mph pace anyway. At that speed, it seems like getting out of the saddle makes you extremely non-aerodynamic. Am I wrong or is it just a preference thing for each cyclist?

Thanks,
Stan InTheSaddle

Hi Stan,

That’s an excellent question!

I think you’re on the right track. Staying in the saddle is almost always the best method, barring the start line and possibly on steep hills. And the better your TT equipment and position, the less you would want to break position. And if you have energy left over for a sprint finish that is somehow faster than your current aero position, you didn’t do a good job pacing yourself for the time trial!

One rule of thumb is, at 23mph or above, stay in your aero position. 20-23mph is kind of a gray area, but really, staying seated is still probably better.

You didn’t say anything about the riders you see standing at the finish line, but unless they are top pros or you know they are highly skilled, I wouldn’t worry about what they’re doing.

If they are just average local racers, they may be misguided, thinking every race has a sprint finish. Mass start races have sprint finishes because the sprinters try to rest as much as possible during the race to save energy for a sprint finish. That’s not how you ride a TT!

Also, if they’re riding on a regular road bike with no aero equipment, maybe it is just a tad faster to sprint. By getting out of the saddle, they’re losing less of an aero advantage than they would if they were going 30+ mph on a dedicated TT machine.

I’m a big fan of testing different methods, so you could test what is faster for you, but in this case, I think you’re spot on already. If you have a real TT bike, stay in your TT position through the flat finishes.

How often do you race a time trial? Every weekend? Or maybe you do one or two per year?

For most recreational racers, I’d guess you’re only doing a couple time trials each year, at most. If that’s the case, you’re probably not going to shell out $1000′s to get a disc rear wheel for better aerodynamics. You’d be much better off spending your money on parts applicable to the races you actually do most often!

But what if you could get the benefits of a solid disc wheel for under $100? That might be worth thinking about.

The website Wheelbuilder.com has an interesting solution for better aerodynamics on a budget – a disc wheel cover.

This is basically a plastic disc that attaches to a regular spoked wheel via little bolts or electrical tape. There is a 400g weight penalty for this, but once attached, your wheel will resemble a real disc wheel like you see on dedicated time trial (TT) bikes.

While the aerodynamic benefits might not be as good as a real disc wheel, the disc cover costs $89.95, which is a fraction of the cost of an aero wheel, like the $2075 Zipp Sub-9 Lenticular disc wheel. For racers doing the occasional time trial, this cover makes a lot of sense.

Wheelbuilder.com offers covers to fit many popular wheels, and they will also do custom trimmed covers for your specific wheels for $15-25 extra. (I have heard of other disc covers in the $60 price range like the CH Aero disc cover, but don’t see a reliable online source at the moment.)

But before you go rushing off to buy a disc cover, here are a couple things to keep in mind:

• I have not personally used one, so I can’t comment on how well it works in practice.
• If you do hill climb time trials, stick with your regular light weight wheels. This isn’t for you.
• Since you have to remove your cassette to install this cover, you do need a bit of mechanical ability and a couple special tools.
• If you don’t own an aero TT helmet, consider purchasing one of those before a disc wheel cover. It may be more beneficial.
• If you are new to racing and not really at your peak fitness level, there is no need to shave seconds off your time by buying a disc wheel cover.

That said, the aero disc wheel cover is a pretty neat idea, and could be useful for some racers.

Today’s question is about a mountain biker switching to road racing, wondering if he should start out with a regular road bike or with a full-blown time trial (TT) bike…

Coach Levi, I am an internationally-ranked sailor in the 470 class (high performance Olympic dinghy) and I have been a dedicated MTB cyclist all my life (16 years haha). I am very interested in beginning a time-trial cycling campaign. Is it wise to start off my road career with a full-blown time trial bike if that’s what I plan to compete in? I am looking at the felt B16 as a starter bike. Is all this a good idea?

Thanks so much for your time, I love reading all the helpful tips on your website!
Shone the Sailor

Hi Shone,

This is a very good question! Being a mountain bike racer myself, I considered getting a dedicated TT bike as my only road bike since I planned to do time trials if I did any road racing.

But you know what? I was only able to find one real TT race in my state, and the majority of popular races I wanted to do were actually hill climb time trials. And since those typically require a lightweight road bike as opposed to an aerodynamic-but-heavy TT bike, I decided I had very little use for a dedicated TT bike.

But there are more pros and cons we can look at…

If you get a full blown TT bike:

You’ll have a great racing bike. If you’re heart set on TTs and are positive you won’t be interesting in long road races, criteriums, or riding in a peloton, go ahead and get the TT bike.

It will also be fine for solo training rides out on the open road.

Unfortunately, when you specialize like this, you lose versatility. A TT bike will not be a good option for group rides or road races. The aero position is relatively unstable and is frowned upon in group rides, as well as illegal in regular road races. (The races are dangerous enough with everyone on easy-to-control bikes.)

Plus, it is not so great for hilly areas, since the bike is heavy and has fewer hand positions suited for climbing. Descending will be tough, especially if there are any sharp turns.

And if you have a lot of city riding, starts and stops, pedestrians to dodge, etc., the unstable aero position is going to be aggravating.

If you get a road bike:

If you get a standard road bike instead, you’re going to gain a lot of versatility but give up a little bit in aerodynamics.

For most people, I would recommend a regular road bike because it’s more versatile. You can compete in a wider variety of races, be comfortable riding in varied situations, and join in group rides.

When you need to race a TT, use some aerobars and an aero helmet and you’ll still do well. It’s only when you’re capable of holding speeds well over 20-25mph for an entire race against other high-caliber racers that the shaped tubing and super low position of the TT bike will help.

Being an internationally ranked sailor, I’m betting you know the value of hard work and dedication to your training that is necessary to achieve great results. And to really excel in the top ranks, eventually you would need a dedicated TT bike anyway. So for you, a Felt B16 might be the right choice.

But an aerodynamic road bike like the Cervelo S1 (formerly known as the Cervelo Soloist) could be a good compromise. It’s a very aerodynamic road bike and starts around $2200, just like the Felt B16. You’d need to purchase aero bars separately, and you’d give up aerobar shifting capabilities, but you’d gain a ton of versatility.

The Final Decision

As always, the choice is yours, but I urge you to consider all the options, put together a preliminary racing schedule, and test ride the bike before making a final decision.

Final tip: If you do get the TT bike, be sure to get it at a very good shop that offers bike fits from a qualified professional. Bike fit is always important, but even more so in a TT position. Since you’re hunched over and don’t really change position while riding, you must have a perfect fit!

If you are a true masochist, there’s a good chance you have tossed around the idea to competing in a hill climb time trial. In this type of race, it’s you and your bike against gravity and the time clock, two formidable foes, for an hour of intense pain!

I was recently asked for advice on this subject, and that made me realize just how many factors need to be considered before partaking in such an event!

It can get complicated, especially if there is a big jump in elevation. Mountain tops are drastically different than the bases. And sometimes the road is closed to cyclists except for one day each year (race day) so it’s very hard to prepare!

Very hard, but not impossible! If you have a hill climb time trial (road bike race) coming up, here’s what to prepare for:

The Gradient.

In simple terms, the gradient is a measure of how steep the hill is, which you’ll see expressed as “% grade.” A grade around 3% is almost flat, 7-10% is moderate, and 18-20% is extremely steep.

One problem is that you usually only know the average gradient of the hill (unless you have ridden the hill.) See, a hill with an average gradient of 7% could be a steady grade that only fluctuates from 6-8%, or it could be a steep, switchbacked road where the gradient is 2% on the straight sections but a whopping 14% around the switchbacks.

For example, the King of the Mountain in Clearfield, PA contains a 3.5 mile climb at 7% – and that 7% is a fairly steady grade.

On the other end of the spectrum, the Mount Greylock Hill Climb in North Adams, MA is about 10 miles at a 6% average grade. But the hill is totally different. It contains numerous switchbacks, so some sections are merely 3%, while the turns and a few other steep sections are at least a 10% grade. So you’re switching back and forth from flat to steep numerous times!

Big races such as Mount Equinox (Vermont) and Mount Washington (New Hampshire) have course profiles online showing steepness, so check those for more details. At the very least, figure out if the hill has a steady grade or not.

Flat Ground.

Another consideration is whether there is any flat ground included on the race course. Some hill climbs will have a flat section at the bottom and one at the top, while others are steep the entire time.

In the aforementioned King of the Mountain race, you have a flat mile at the bottom to get your speed up, and then a half mile at the top where you have to gear up and sprint to the line. (It’s a 5 mile race course with a 3.5 mile climb in there.)

Mount Greylock, on the other hand, starts on a very steep slope and you’re still going uphill when you hit the finish line. The finish isn’t bad, but starting from a standstill and pushing uphill is tough!

Weather.

Even at low elevations, it’s not uncommon for the weather to change as you ascend the hill. In extreme conditions, like Mount Washington, you might encounter 231 mph winds, blizzards, and hail storms – in August!

On other hills, you’ll most likely face more wind and slightly lower temperatures towards the top and especially at the summit. Even small hills can have strong winds, though, so it’s nice to know if you’ll be facing a likely headwind and/or crosswinds as you climb.

Road conditions.

While poor road conditions are a concern is every race, most road races will take place on decent roads. Hill climbs can be crazy, though, if they climb high enough.

Mount Washington starts out paved, but it has rough dirt and gravel sections towards the summit. Just imagine – howling winds and pouring rain, as you climb a dirt road with a 22% grade, on your road bike!

(Note the dirt road and lack of guard rails in the picture.)

The descent.

Do you have to ride back down the hill? Is it physically possible? Do you need a car at the top?

Smaller hill climbs, such as King of the Mountain, are nice because you can enjoy a fast but smooth cruise back down to the start area.

Huge mountains such as Mount Washington will either have shuttles for transport, or at least precautions in place that require you to have a car at the top for the trip back down. (Note: Be sure to hire a friend or family member for your driver, if required.)

The hills in between can be dangerous though. For example, at Mount Greylock, if you didn’t have a driver, you rode back down the hill. The road was steep, twisty, and rough. And after an intense 45 to 90 minute climb, you’re not quite ready to be testing your descending skills!

When in doubt, I’d recommend you have a driver waiting for you at the top! (Which is nice, because they can also pack food, water, and warm clothing.)

If you study all these aspects of the hill, you should have a good chance to conquer the hill climb!

Photo credits: Joe Shlabotnik and Joe Shlabotnik and Joe Shlabotnik