PedalTrout

Well, the Norco Bushpilot that's dragged my sorry butt around for the past couple of years is finally being retired. At least from my service. It can now go on to fill someone elses needs. Which is just fine by me. I'm not bitter, but I sure am looking forward to spending time on my new Giant Escape 1.

You see, I was of the opine that a mountain bike makes for a good commuter. Which it might, but here's what I've found over the past few years.

Mountain bikes are heavy. Well, they can be. But, anything remotely light will be too nice to commute on year round and would be pretty upsetting to give away to some undeserving criminal. So, you have the weight. Also, in that price range, you get HEAVY non-functioning and soon to be rusty suspension forks. And they get sloppy in a right hurry. Considering mine had steel handlebars and disc brakes, among other things, it was no light weight. And fat knobbies are fun to keep spinning up hill in a headwind. So, 1 point for the purpose-built commuter.

Mountain bikes can be cumbersome to outfit. Short chainstays are great in the woods. Not so great when you are trying to get racks and bags to not get smoked by your heels. And a lot don't even have eyelets anymore to screw racks and fenders into. I have a very "custom" setup on the Norco, which is partly why it is all going with the bike. Disc brakes compound the problem, specially when the rear caliper is mounted outside the rear triangle. Older v-brake/canti MTB's are not usually near as bad, but the newer stuff is a right pain. 1 more point for the commuter bike.

Mountain bikes can run out of wind downhill. 44t x 11t set ups on a 175mm crank can only do so much for you. My big 28/38/48 triple on the Giant gives me great range. And a chainring guard. Hello! Grand total of 3 points for the skinny tired wonder machine so far.

Mountain bikes can, however, take a beating. You've seen our roads. Sheesh. Also, I like to ride up, over and down stuff. Like rocks, curbs, stairs, drops, walls, etc. Mostly due to my riding style, (Or a lack thereof).  And I like to throw in some trails along some routes sometimes to, ahem, "shorten things up a bit". I need to rethink that a bit with the new bike, or really pussyfoot around when I do. Give a point to the MTB.

Now that the cross country capabililties have been mentioned, we also have to look at the all-weather capabilities of the machine. I thought discs would be the be-all end-all, but given the fact I used to commute on chromed steel wheel and steel side-pull caliper brakes, anything is a marked improvement. The discs can be just as noisy, almost as effected by the elements, and are a fair bit of extra weight and maintenence in comparison to the rim brake options. Specially with racks and bags in the way. Good bags can be removed easily to facilitate repairs, but mine didn't. It was not fun. And in reality, commuting doesn't pose the same situations as mountain biking, usually. A good v-brake or cantilever or even road caliper brake can be set up to work well. Specially with decent pads and cables. And it can be easier to set up proper full length fenders on a real commuting bike. This not only keeps you dry, but will vastly improve the lifespan and proper functioning of your bikes components, like the drivetrain and derailleurs, headset, etc.  Also, I was dramatically impressed by my seemingly unaggressive 700 x 32c tires in the snow in comparison to regular 26" MTB knobbies, and even purpose built winter MTB tires! If there's a bottom, they will find it, with amazing  ground pressure for traction. All my fears and worries are gone. Ice might be another story, but nothing grips ice other than steel, so I might mount up a dedicated set of studded tires on spare rims next winter for the few days it poses a threat. And, as an interesting side note, the skinny tires spray outward far less, keeping your feet free of the "waterfall effect". Up to 4 points now...

So, my personal opinion? A converted/scabbed together MTB commuter for running errands in the city might be fine, but for serious long-distance daily commuting, you can't beat the right bike. Not limited to, but usally equipped with 700c wheels. Lots of rack and fender options. Low weight. Simplicity. I love a rigid bike, and moreso on the road, it offers lower weight, almost zero maintenence and lively performance. Flat bars or riser bars are perfect. Ergo grips were a wecome surprise. Go with your favourite pedals still and a lightweight, narrow rack like the Axiom Streamliner DLX is a crazy good product. I am not nearly as worked out at either end of my ride now, which is good and bad, but moreover, I have an even bigger smile. I am impressed.

Keep these points in mind when thinking about your next purchase. If you can only have one bike, and want to trail ride, mabe a quick-release rack for seatposts and clip on fenders are the best you will get to allow a convertable MTB. But, if you want to do some light touring/day rides, have a longer commute, or don't want to get quite as worked up, go with a flat/riser bar 700c bike. With all the bells and whistles. Well, at least a bell.

This long time mountain biker is quite convinced.

I ride my bike because it is fun, keeps me young and in shape... and mostly sane.  It also keeps me in touch with so many cool, interesting and awesome people.
Through pedal power I have met many fantastic folks, I even found a wife on two wheels!
I have a theory that when the cranks are turned, the brain begins to pump out chemicals that make the rider even more awesome.  The more they pedal the better person they become.
Recently this was proven at Gore when a fellow rider was injured and about two dozen racers stopped mid race to call 911, perform first aid, make a new trail to get him to the ambulance faster, and carry him through the woods.  I'd like to see tennis players or golfers do that. 
Another prime example is a stolen bicycle that was lost five years ago and recently recovered through the comraderie of cycling, and social media.
It never ceases to amaze me at how quickly you can show up to a group ride,  not know a soul, and within minutes you feel like you have been friends for many years. 
I have never met a person on a bicyle that I didn't like instantly.  I may not always remember your name, (only because I suck at names) but I will always remember the ride and the great times we had.
Cyclists are all beautiul people.
Pedal, pedal, pedal!!!

What happens when you ride your bike for hours at a time?  You turn into Ryan MacDonald, of course.

Actually no, that’s not true, but if you do, good things may come your way.

Ryan has been pedaling hard for a few years now.  Because of his hard work, natural ability, and some great coaching he has been steadily transforming into an elite level cyclist.

Ryan’s talent has not gone unnoticed.  The Canadian National Cycling Team has invited him to travel to Europe in May to spend a month training with them. 

Ryan will head to Belgium from May 10th to 25th to stay and train at the new National Team house. From there he will chart a course to Switzerland to race in a UCI (Union Cycliste Internationale) 2.1, called Tour de Pays de Vaud, and then he’s off to Germany where he will compete in the UCI Nations Cup, Trofeo Karlsberg.  This is the spring program to prepare the National Cycling Team for the upcoming race season.

By partaking in this training program Ryan will build on the foundation to complete his goal of competing at the world level. Participating in this National Team project will not affect the Worlds selection, the Worlds selection is based on his performance at the National Championships, which is Ryan’s main goal for the season. But according to him,  “Being with the National coaches and other athletes for a full month will definitely help me later on in the season, mostly because it will get my name out there.”

With all the time away at only seventeen years old, Ryan’s education is also a concern. He will have work packages to do for the month away so he can keep up with his peers. The same will be done when he travels Quebec for the month of June to begin training with his new team from Quebec, Atrium-CC2R. Ryan admits that the time and distance away from family and friends can be tough, but by the same token he really loves the traveling. His first training camp will be in Cuba at the end of March, and not surprisingly,  he is really excited for it. “My teammates are really great!!”, offers Ryan, “I really can’t wait for the upcoming season and hope that it is injury free so I can do my best and try and win some races, or even help my team out for some wins!!”

 

 

I like the winter and, except for driving on icy roads, I like everything that comes with it. I like snow, lots of snow. I like bundling up for the cold. I like roaring fires and flannel sheets and snowshoeing and xc skiing and stormy nights with nowhere to go.

I like the winter a lot, I think it's one of my favourite seasons, but there's one thing about winter I don't like, and that's cold weather riding. That, I detest.

Oh, don't get me wrong. It's not that I actually hate the act of cycling in the winter - nothing makes for more giggly fun than speeding along a normally slow and technical trail and crashing arse over teakettle into a bank of the fluffy white stuff. Riding in the winter is a blast. No, it's definitely not that I dislike "off-season" spins, what I really can't stand is getting ready to ride in the cold, and nothing stops me in my tracks faster than thinking about it.

So this year I need a plan. Usually in the winter I let sleeping bikes lie, I tell myself, "It's ok, there's lots of snow, time for those OTHER sports." Usually my bike sits still long enough between rides in the winter that tires go flat and I forget which cable I swore I'd replace, which bearings were feeling slightly stiff, which trail's mud I left to dry into my cleats. Usually I swallow the guilty feeling that comes with neglecting a bike all winter and tell myself an occasional spin on the trainer while The Collective transforms my living room into mountain bike heaven is good enough.

Yes, this year I need a plan.

The first step in overcoming any problem is to identify the cause, and this problem, I fear, has several of those. So here, without further ado, is  how I'm going to address my lack of motivation to ride in the winter.

Problem #1: It's dark when I get up and it's dark when I come home.
Solution: I need to think of dark not as an impediment, but rather as a new and exciting technical challenge. Riding should be about feeling the trail, not looking at it, and nothing involves more feeling than smacking face first into a frozen tree when your brakes freeze on the downhill.

Problem #2: Spandex is cold until you get moving - that blood rushing to heat up my female reproductive system means ice cold extremities and limbs - very unmotivating.
Solution: Men seem to have a greater tolerance for cold, but I'm not rushing out to find my very own staple-on winter testicles. Instead, I'll accept the fact that once cold I don't warm up easily and swap "winter weight" spandex and long johns for snowpants, my bulky winter coat and a toque huge enough to fit over the gnarliest full face. As for my feet, it's flat pedals and snowmobile boots, baby. Ooh yeah, padded, sweaty and über-SEXY!

Problem #3: Putting bikes on a roof rack is brutal when you can't feel your fingers.
Solution: To hell with the roof rack. The ATVs and snowmobiles have no issues with zipping up and down my road at any hour of the day and night so I'm gonna make like a redneck, fill my hydration pack with bad ale, and ride to the trail from home, tossing empty beer cans in the ditch as I pedal. If I decide to go somewhere farther afield, I'll lay my bike on the roof the night before, hose it down with water and let it freeze right to the car. By the time I get to my destination it should be adequately thawed to pry off the roof and ride.

Problem #4: Frozen hoses on hydration packs.
Solution: 80 proof rum doesn't freeze in any hurry - should be sufficient for keeping those lines open.

Problem #5: Frozen drivetrains and iced-up brakes.
Solution: Hmmmm. Can't think of anything off the top of my head.

Oh well. Guess I'll have to use that unfrozen hydration pack for snowshoeing. Dang. And I was SOOOOO close. Maybe next winter.

When you think of Italy and sport you undoubtedly think of road racing. It’s no wonder that the country gave birth to many of cycling’s most notable figures. Mario Confente , in a lifetime that was shorter than most, gained a place as one of Italy’s finest exports in the cycling industry.

Mario Confente was born in Montorio, home of the famous Tempietto of San Pietro. On that January day in 1945 few could have guessed that Montorio was producing another Italian legend.

Mario’s love affair with the bicycle began at a young age.  He entered the road riding scene at the age of 13 and before long he was proving himself as a member of the Bencini team in races at National and World class levels  - he even found himself selected to the Italian Olympic team. In order to support his racing habit, Mario turned to his mechanical prowess and began producing frames. The quality of Mario’s work was immediately recognized by his fellow racers and his frame building skills became even more desirable than his presence on the competitive scene. Mario’s father built him a small workshop at home and by 1970 a contract with Bianchi meant that Mario had to hire help and move on to a facility that could handle the increased workload.

The next big step up in Mario Confente’s life was a job producing frames for Masi. As bicycle sales dropped in Italy and the USA saw an increase in sales due to an energy crisis, Confente was moved overseas to step up the Masi operations in North America. While at Masi, Mario met a young painter named Jim Cunningham. Cunningham reminisces about the meeting, “I joined Masi California late in 1975.  Mario was the master builder and I handled all the painting.  I was an 18 year old bike racing enthusiast who grew up seriously afflicted with a model building hobby that left me with paint and decal skills and real admiration for hand craftsmanship.”

The mutual respect between builder and painter grew rapidly and a bond was formed that most cycling fanatics will find familiar. “My initial impression was that Mario was highly skilled in his craft, and while limited in English, he usually managed to make his meaning clear.  When I was first introduced to him as the new painter, Mario asked if I rode bikes. I answered "yes", and he followed with "like this", imitating an aggressive rider hunched over deep drop bars and throwing the bike side to side in an attack.  I responded, "Yes, like that, and on an Italian bike, but not as good as a Masi." 

It wasn’t long before Jim Cunningham came to experience the generous nature and personable character that Confente was admired for by many. “Young women were always greeted with a loud "Ciao Bella", when things were going well in the shop he sang Italian arias in a full, strong voice.”
 
“One day, perhaps a week into my tenure at Masi, a wire hook that held frames on the painting stand broke.  I was two steps away and caught the frame but not until it had bounced hard once, flattening part of the bottom bracket shell with a loud "prannggg" sound.  The rest of the shop went silent and when Mario opened the spray booth door, I expected anger and possible dismissal.  Instead, he calmly inspected the hook, said, "make new ones" and took the frame.  A few minutes later he returned having reshaped the shell, which looked just as is did before the damage. This calm focus on solutions and care for the emotion of his assistant was not what I expected from this passionate and vocal Italian, but it increased my respect for his self discipline and maturity.”

An accident in the workplace led to further discussion between Confente and Cunningham and paved the way for the partnership and friendship that would follow. Jim Cunningham clearly remembers Confente confiding his needs to effect changes in his career.

” Early in my tenure at Masi, Mario suffered a nasty cut to his hand. I took him to the doctor.  While driving and waiting we had our first chance to talk in private.  I began to learn Mario's ambitions and frustrations with his current position.  I remember the doctor telling Mario that there might be some ligament damage that could affect range of motion in a fairly casual way.  Alarmed, I told the doctor, that he was working on the hands of a master craftsman, the "Stradivarius of bicycles" after which he seemed much more thorough in his examination and treatment. I had not intended to flatter Mario, but he seemed to appreciate the comparison.  Later, when building Confente frames, Mario would make no apology for plainly stating that he built the world's best bicycles. From him, it seemed an honest statement of fact.
 
One of the dynamics that came up between Mario and I was that he found some employees of the US Masi company seemed to think that their employment there entitled them to an education in frame building and as soon as they were barely competent they would leave to build their own frames. This never-ending cycle of training was a drain on productivity. This contrasted with Italy where there was an established tradition of apprentices, who did not earn full wages during their education and it was more difficult for independent builders to establish themselves.  It was never my intention to become a frame builder - if I worked with Mario, I could help him establish his operation by handling some of the paper work needed to get going and then paint his frames.  Since I could always paint more than Mario could build, it seemed that we could develop two symbiotic companies. “

For most young framebuilders the opportunity to work for a company with the repute of Masi would be a dream come true, but according to Cunningham, working with Masi ended up constraining Confente’s independence. “Mario had worked for Sieber, Pogliaghi and Bianchi and had some success in his independent shop until he was hobbled there by being blacklisted and unable to buy supplies He survived as a subcontractor to big name builders.  It was not until Mario was in California that he discovered that Faliero Masi himself had initiated the strangulation of Mario's nascent independent frame building operation.  Mario had been brought to California because Masi had been so dependant on local subcontractors at the time that he signed the deal to set up the US company, he had to bring some of his subcontractors along to help establish the shop.  Mario had not expected to be in the US long, but soon saw it as a place to regain his freedom.  Mario grew up a fan of American cowboy movies and John Wayne in particular.  Despite the glare of Hollywood, Mario thought he glimpsed truth in the Duke's honest and independent spirit.  They both believed that in America more than anywhere else, destiny was in every man's hands and great success was possible.”

When businessman Bill Recht hired Confente to build bikes and Custom Bicycles by Confente was founded, the partnership resulted in frames that became renowned for combining American quality and Italian style – a mix that proved very desirable amongst the racing elite. This combination came at a price, but Mario worked hard to produce the best frames he possibly could.  Cunningham remarks, “Mario told me that his fellow frame builders in Italy thought he was crazy in that his work was better than it had to be.  Clearly he raised the bar.  Mario was also bold enough to charge considerably more than other custom builders.  His frames were $500 at a time when most other top builders were $300 or less. Builders like Richard Sachs, saw the craftsmanship and the price tag and followed Mario's lead. Of course, Mario was also a leader in the development of attractive investment cast lugs.  As such, he virtually obsoleted his own strongest skills, that is, shaping beautiful lugs from rough stampings or castings and brass brazing.  Investment cast lugs take much of the skilled hand labor out of steel lugged frame building.  They have the close tolerances to permit use of low temperature sliver brazing, but allow less design flexibility and greater capital investment.”

While Mario plugged perfecting Confente frames, Cunningham set up his own business, Cyclart,  and serviced several new clients but remained loyal to decorating the products of Confente. “Because Mario clearly wanted to reestablish his independence, and we agreed to two separate companies, I did not view myself as an actual partner in his business,” states Cunningham.  “When we negotiated the financing agreement with Bill Recht, we had a clear understanding that I insisted Mario get in writing, but he wanted to do the deal on a handshake.  Had I been a partner, or a bit less respectful of his leadership or privacy, I would have not have let that happen. ”

Indeed, the tables turned for Mario Confente when Recht undermined him by planning to launch a cheaper inferior frame under Mario’s name. Mario discovered the hard way that Recht had been misrepresenting his place in the company all along. “…He thought he had found a cycle-enthusiast benefactor in Bill Recht to finance the start-up of his US operations, but came to feel he was mislead, and that his designs would be taken to set up a larger operation.” Says Cunningham, “Mario thought he was operating his own company, and did not realize that the fact that his paychecks were routed through Recht's local company "for convenience" meant that technically Mario was an employee.  As such, tooling, patentable designs and more that Mario developed belonged to his "employer".  Since Mario was developing investment cast lugs and other things then considered revolutionary, this was a big deal.  It's very sad that Mario never got to achieve his potential.” 

Mario resigned and Recht responded by locking him out of the factory, even withholding access to his tools. The upset drove Mario to Monterey where he hooked up with George Farrier and once again began producing frames. Although the arrangement was more comfortable for Mario he still wanted to have his own business. He started towards a new life, putting together a plan for a new business with Jim Cunningham and reuniting with his longtime girlfriend Lisa after a rocky period that convinced her she and Mario could never have a future together.  Although his devotion to the bicycle seemed at times greater than his desire to forge a lifelong relationship with his true love, Mario Confente stands out in Cunningham’s mind as a man who was simply the victim of his own demands on himself. “I believe many famous artists have lived with undiagnosed Manic Depressive or Obsessive Compulsive Disorders and romanticized accounts of their lives leave many with the idea that creative genius is shadowed by an uneven or prickly personality. I don't think Mario had any such disorder.  I think Mario considered himself a craftsman, not an artist.  What drives some artists and craftsmen to great accomplishment with or without M/D or OCD is passion for their work. 
 
Mario had great self-discipline, a passion for his craft and "the bicycle" as he called his work, was clearly his first priority. His focus on and dedication to "the bicycle" was much like that of a devout religious man. There was purity and trusting innocence about him that also made him vulnerable to exploitation.”

About to reach his goals with a new shop and a loving wife, Mario Confente died just two weeks after his wedding. The master builder’s death came as a complete shock to those who knew him. Cunningham explains, “Mario's autopsy showed that he died of a coronary aneurism.  His heart was heavily scarred and almost 300% normal size.  The doctor I spoke to said that he had obviously suffered many smaller tears of the heart wall during exertion.  He felt that any serious medical exam, such as one might get on admission for an Olympic team would have turned up the problem and the patient would have been advised to avoid exertion immediately.  I think Mario's career may have been ended by such a diagnosis.”
 
“Mario never mentioned heart trouble to me or to his wife Lisa.  Perhaps he did not want to concern us.  Perhaps it was pride.”
 
“There was obvious passion for riding in Mario.  Despite frequent suggestions I only got him out on his bike a handful of times, he seemed to agree to ride as an antidote for the darkest times.”

I asked Jim Cunningham to share some of his fondest memories of working with Mario Confente, perhaps an unfair request of someone who spent so much special time with such a memorable figure. Cunningham’s answer is succinct, but paints a wonderful portrait of the spirit within Confente. “Watching Mario interact with his clients.  I remember Jerry Ash, Don Mitchell, and Kareem Abdul Jabbar in particular.  Seeing his pride after taking a freshly brazed frame, locking it into the fixtures on his granite checking table and confirming that the alignment was within a hair's breadth at every measuring point.  Hearing him sing while working.”

By all accounts 34 years was not nearly long enough for Mario Confente to occupy this earth. Confente’s tremendous potential as a world-class frame builder was only shadowed by the kindness and generosity that exuded from within his persona. Cunningham sums up the loss of Mario Confente with elegant simplicity, “We lost a man of passion and integrity.  He inspired me to my career.  He would have inspired many others had he lived longer.”

I’m sure the cycling world agrees wholeheartedly.
 

Many thanks to Jim Cunningham of Cyclart for providing firsthand insight into the life of Mario Confente.

The following websites also served as sources of information for this article:

http://www.greatbuildings.com/places/italy.html
http://www.bicycletrader.com/confente.html
http://www.campyonly.com/retrobikes/2004/confente_fixed.html
http://www.cyclart.com

The sport of polo is no longer the sole domain of the horsy set. In fact, according to some sport historians, it never was.  Polo has actually been played on bicycles for over a decade, although there is some debate as to the origins of the bicycle version of the sport.

According to some sources, bicycle polo began in Ireland in the late 1800’s.  Other sources place its beginnings in India where teams used bicycles to practice for horse polo. Regardless of its origins, the sport quickly gained popularity, so much so that it gained status as an Olympic sport at the 1908 games in London. International competition in the sport flourished until the Second World War. With this catastrophic event, world interest in the sport fizzled and it sank into obscurity until the 1980s when India and the USA began competitive leagues once again.

Bicycle polo is a simple sport with few rules and minimal required equipment. This makes it easy for anyone to enjoy. Bicycles used to play can be of any make and model, however attachments such as bells, kickstands and racks are not allowed. Players must also have a bicycle helmet and a mallet. Appropriate mallets are available from organizations such as the U.S. Bicycle Polo Association.

The field on which the game is played may vary in size from 80x120 meters to 100x150 meters. Goal posts are placed in the center of each end and 4 meters apart. For safety reasons, these posts should be constructed so that they will fall or break if a player runs into one with any force.

The play is fairly straightforward. Two teams of four players are required and the object of the game is to score the most goals against the other team.  A game lasts for 4 chukkars (a chukkar is a ten minute period) with a 5- minute break between each.

Each player must hold the mallet in his right hand only. The game begins with the two teams lining up such that they face each other at the center of the field. From a sideline the referee bowls the ball between the teams. Players may not hit the ball with a mallet more than 3 times in a row and never while their feet are on the ground. If a player’s feet leave the pedals, he or she must ride out of bounds and back in again before resuming play.

Players may only hit the ball while traveling parallel to the sidelines. A good player will perfect the skill of passing the ball between the wheels of his bike – obviously this skill takes a bit of practice on a moving bike!

A bicycle polo game is an excellent way to build strength and sprinting stamina, as well as developing skills such as track standing and bike handling. It doesn’t need a lot of organization – it can be played on almost any surface as long as it’s big enough. For riders who try the sport and like it, there are several national and international organizations that oversee bicycle polo and they can suggest regional clubs and tournaments to help to take your game to another level. Complete rules for the game can be obtained from any of these organizations.