Back into it with Pupose…

This year – as a Team Zinn member – I’m going to regularly post short blogs about me and my Dolomite Ti’s advances towards my goals for this year.

I’ve been in a bit of a holding pattern – still riding regurlarly – but only enough really to keep a level of fitness up.  Work and Family have been a priority for the last year – so as needs must – cycling has taken a back seat.

But with things settling down to manageble levels at work – I’ve decided to set some goals and really get into it again…  (Family is still the biggest priority – but they will benifit from a fit Husband and Dad – so all good there).

So – I’ve set a couple of goals this year…

1. A 4 hours 30 something ride at the 160km Taupo Cycle Challenge – in November.
2. A 40km TT in under an hour – before the year is out.

Yikes!

These are lofty goals.  Both of them will be new personal bests.

I’m starting from a position of reasonable – but not spectacular – fitness.  And a bodywieght that’s about 10-15kg too much too much to achieve my goal at Taupo – which has a lot of hills in the first 80km and a biggish one at the 120km mark.  So I have a lot of work to do.  We are heading into Autumn down here in New Zealand – so I’ll be riding and training through our winter – so I can acheive these goals in our spring.

Along the way – I will race in road races and TT’s as much as I can fit in – and generally get involved as much as time allows in the local cycling scene here in Kapiti, New Zealand.

And it’ll all be on my beautiful custom Zinn Dolomite Ti bike – that I’m as excited about riding as the day I got it a few years back.

This is a photo of me racing a few weeks back (one of the only races I entered this summer) – I doctored the photo via snapseed as it helps to hide the weight I’d been dropped when this photo was taken and in a world of hurt.  Good reminder that I need to work harder.

I’ll try to post a blog a couple of times a month about how I’m doing – or just cycling in general on my Zinn…

Adrian.

NEW! Zinn & the Art of Road Bike Maintenance 4th edition

Boulder, CO, USA – February 21, 2013 – Lennard Zinn has updated his best-selling book Zinn & the Art of Road Bike Maintenance, the world’s most helpful and comprehensive guide to bicycle repair and maintenance. From basic repairs like how to fix a flat tire to advanced overhauls of drivetrains and brakes, Zinn’s clearly illustrated guide makes every bicycle repair and maintenance job easy for everyone. Zinn & the Art of Road Bike Maintenance, 4th Ed. is now available in bookstores, bike shops, and online. To preview the book and see what’s new, visit http://www.velopress.com.

* Basics: How to fix a flat tire, lube a bicycle chain, adjust the brakes
* Emergency repairs: How to fix a broken chain, tighten loose spokes, repair a bent derailleur
* Easy shifting: How to clean, lube, and adjust shifters and cables for smooth shifting
* Wheels: How to install a new tire, change a cassette, true a wheel, replace broken spokes, build your own wheels
* Overhaul: How to repair pedals, chains and chainrings, saddles, handlebars, stems, headsets, forks
* New tech: How to maintain 11-speed systems, electronic shifters, disc brakes, new bottom bracket formats
* Cyclocross: How to set up a ‘cross bike for racing, select the right components, and make quick repairs
* Troubleshooting: How to figure out what’s wrong with any bike and fix it

Click here to read the full description

Super Customized Low q-factor Zinn Bicycle

Dear Lennard,

A rainy day here so I’ll catch up on some stuff.   Don’t know if you ever saw this bike after Dave T. dropped the toptube and added the extra stays.  You’ll remember that it was designed for dropped pedals.   I wanted to have two bikes exactly the same so I could go back and forth between them so I switched this bike to standard-pedal cranks.  The saddle is pretty far forward because it’s 4cm higher than it was with the dropped pedals.

I set each one up according to my tests and then measure them to make sure I wasn’t fooling myself.  The tests work!!!  You could take my bike apart and I would put it back together exactly the same without measuring saddle height, reach…..anything.  That could be an interesting challenge.

You remember the tiller aerobar?  I’ve been playing around with it ever since I got it but was never perfect until I got the saddle design worked out.  It’s too sensitive, so far, to changeable winds to be practical overall, but on a calm day or a steady breeze it works.  There are no forearm pads.  Don’t really need them.  My wrists touch the bars but there’s really no weight on them, or on the tiller either really.  My other bike needs some work so I haven’t tried the tiller on it outside yet.  It should at least be more stable since the BB height is 4cm lower.

There are several cool things going on as a result of this saddle.  My upper body stays in the same position regardless of gearing.  In the past I’ve mentioned how I set the hoods for 53/12 and my hands come back on the bars as gearing decreases.  But, in the past, my upper body rose as my hands came back, not the greatest for aerodynamics.  The tiller still worked but my grip moved down progressively.

Another cool thing is that I can put the cranks in any position and they will stay there.  With stock saddles, I can put either foot down around 4:00 or 5:00 and it will go backwards up toward 3:00.  That says to me that the dead weight of my legs is more on the back leg.

I’m ready to get back to Luca now.  I think I’ve figured out how to approach him.  I got a new Concor so I could be fully informed.  I thought it looked dorky in photos with those wings on the side but it looks pretty cool in person.  But it doesn’t work as well as the old Concor for me.

I’ve got to take some photos of the pelvis model on the various saddles.  I think you’ll be surprised.

Thanks,
Ron

Zinn Titanium road bike with Shimano Di2

When building a bike for Di2, there are many ways of arranging the wiring. Some run the cables externally, and some run them internally. Several different ways of mounting the battery have also surfaced since the advent of Shimano’s electronic component group. Read on and check out these images to see how we at Zinn Cycles have achieved a very sleek and elegant system for Di2 with minimal compromise in the frame’s structural integrity.

We have made a convenient entry point for each of the shifting cables so that your custom titanium Di2 bike will look very sleek and very little clutter of cables.

We make a small hole with one of Shimano’s grommets at the very end of the chainstay, so the rear derailleur cable goes right into the chainstay and looks very clean. It also keeps the chainstay stronger than if we were to drill the hole into the side of the tube.

The wire goes from the shifter and into a small hole in the down tube so the wire can be hidden all the way until it reaches the derailleurs.

Instead of drilling the large hole that shimano suggests in their guidelines in the side of the down tube, we put ours in the bottom of the bottom bracket, which has much less effect on the strength of the bike. Then the battery is mounted under the down tube hidden by the chainrings and is very inconsicuous. The chainring gets in the way a little when opening the battery pack, but it’s worth it for the clean look.

Lennard Zinn in Venice

Each morning during the ExpoBici bike show in Padua, I’ve been riding toward Venice along the Riviera del Brenta, as I have 1.5 hours each day to squeeze in a ride between when breakfast opens (and it becomes light) and when my shuttle leaves for the bike show.

Wealthy Venetians back in the day apparently hated traveling by land. To escape the congested island in the lagoon, and because starting in 1345 residents of the SerenissimaRepubblica di Venezia were not allowed to own land on the island, they built enormous villas inland toward Padua along the Brenta Riviera, a navigable canal off the Brenta river (which flows relatively freely to Padua from Trento and Bassano del Grappa) with locks every 10km or so to control the level. The Riviera del Brenta was considered an extension of Venice’s Grand Canal and went all of the way to Padua (35km), and it included many side canals and loops to get all over the place without leaving the boats. Crews would row the luxurious barges across to the mainland from the island of Venice, and then horses would drag the barges up and down the Riviera del Brenta. In the mid 1700s, Casanova and his friends traveled this way from party to party at the huge villas lining the canal.

Check out my daily route (http://bit.ly/nZoEM9). Each day I see more hidden villas with vast, elegant grounds. A lot of them seem abandoned; it would be fun to fix one up and live in it, switching off kayaking to Venice and riding to Venice from there, but the wait for Casanova would be in vain unless he’s on Elvis’s program.

Zinn Dolomite road bike goes into TT mode…

My day at the New Zealand Road Nationals Time Trial was the culmination of a year’s worth of focus.

I'd made huge advances with my Zinn - so wanted to now see how far I could go with some serious work.

A year ago I’d decided to take on a coach – train seriously – aimed at the Nationals TT –  and see what I could do.  I’d only ever ridden in a handful of TT’s at that stage – but figured that would be a good place to aim – as it takes the size element out of the equation to a degree.

So this was it!

Not quite do or die – as apart from me – no one would really care a jot about how I went.  But it was going to be a serious test of my years’ worth of work.

And I was worried about how I’d go.

I’d made really big gains in the first half of my year – which showed up in the difference in the test results from the start and then halfway through the year.  But then I’d hit problems.  I had a big performance drop – which saw me heading to the doctors for a full round of medical test.  Tests came back fine – but showed that I had very high blood pressure – which we dealt with via medication.  This didn’t really explain the drop in performance however and in the end it looked like the probable cause was some sort of virus.  Anyhow it took me a long time to come right from that – and it was only in the weeks leading up to the Nationals that I was starting to feel like I did at the time of the previous test just before things went haywire.

And in the TT rides I’d done up to the nationals – I hadn’t gone as well as I would have liked.  One of the early markers that I’d set myself was to break a 40km/hr average in a TT – and this was something I thought I would’ve cracked pretty quickly with training.  But here I was at the Nationals – still having not got past the elusive 40km/hr in a TT.  I was seriously beginning to think that maybe it was beyond me.

So how did I go?…

There were 2 of in our club having a crack in the TT – and we drove up together on the day.  We met up with Bob and Derek, who were the officials from our club, at their motel.

I’d woken up that day feeling pretty nervous and this was building as I got closer to start time.  But it was that good sort of nervous energy that I hadn’t experienced since my days playing in big rugby matches.  So I took this as a good sign.  We got changed at the motel and performed all the pre ride rituals – pinning the number on the jersey – checking the bike – pre ride meal etc etc.

Nerves, nerves, nerves!

How would I go?  Would I come last? It wouldn’t really matter if I did come last – but please don’t let me come last!!!

So with these sorts of thoughts going through my head – we headed over to the course.  I’d already figured I was going to commit a big no no – in changing what I normally did.  My plan was to do a long warm up of 1.5 hrs.  I’d never warmed up for that length of time before – but I’d never really had the chance as most of the TT’s I’d done up to now were evening events after work – so no opportunity to warm up for that amount of time.  And I know I often struggled early on in races and got more comfortable as things progressed – so I figured I’d do a long warmup that started slow and build the intensity into the last half hour.

So that’s what I did – and it was absolutely the right thing to do.   Spent best part of an hour just going for a ride – nice and relaxed.  I stayed pretty close to the Start/Finish just in case I had any bike problems – and I tried not to see all the very flash TT specific bikes and the riders with the skinsuits and all the TT bling.  It’s the rider that counts the most right?

Then with a little over half an hour to go – I came back to the club trailer and Bob and Derek swapped the wheels on my bike over to the quick SRAM S80 wheels that I’d borrowed for the event.  (a bit of bling of my own).  Put on my borrowed TT helmet – and headed off again to build a bit of intensity and get a real sweat up.

Intervals went well – wheels sounded cool (very important J) and  before I knew it – it was time to head to the start.

Still feeling nervous – but still good nervous – amped, focussed, buzzing, ready to go…

Had to get through the scrutineering – where they measured my bike to make sure it complied with UCI regulations.   If you’ve read the rest of my blog you will know that as I’m 6’7” and have a custom built bike – no – it didn’t meet with the UCI’s restrictive regulations (specifically the front half of the bike was too long and the bottom bracket was too high off the ground).  But I’d made sure that I’d complied as much as I possibly could – especially in the setup of the handlebars and seat.  I’d been in touch with the commissairs before the event to let them know my circumstances and they’d told me that if my bike didn’t comply – they’d let me ride but that I wouldn’t be an official part of the results.  They also then went on to tell me how my bike was all wrong and had very strange geometry – which I didn’t appreciate as I wasn’t asking them what they thought of my bike – I was asking if it complied with their rules.  By now I’m used to people questioning the validity of the design.  It’s nice to let the results speak for themselves…

So as I rolled up – the commisaire said “So this is the famous bike”.  Here we go I thought.

In TT mode. Managed to get the seat forward with seatpost turned backwards - so the offset was forward.

He put it up against their jig and saw that the bars and seat were inside the prescribed measurements – and told me that I’d done well to make it comply – off you go…  Wow!   The measurements that my bike fails on – weren’t even on the jig!!!

So I was going to be part of the results…

So that left me with a 5 min wait until my start – in the start box (once you’ve been measured – you can’t leave the start area).  They offered me a seat – but I couldn’t sit – had to keep moving.  Bob came and was a calming influence – focussing on the process I was about to start.

Bob and I in the pre-start area. I think the bike's a little too big for him

Got on the bike with about 30 seconds to go – there was a starter counting me down – and a guy to hold my bike.  I reminded him that I was probably double the weight of most of the other riders – so make sure you get a good hold…

Bob was talking to me as the clock counted down – which was really good stuff – breathing, focus, power etc etc

5, 4, 3, 2, 1, GO!

The plan – that my coach and I had come up with – was to start in a controlled fashion for the first few km.  In the past I’d been guilty of going out too fast too soon and blowing up.  I’d done that in the Wellington Centre TT Champs only a few weeks previously – and had come second in a TT I should have won.  So – start in a biggish gear and keep the heart rate down a bit just to settle in – and then give it death!

And the course played into this plan for me – as just after getting up to speed from the start – it headed slightly downhill for a good bit and this let me comfortably get in a big gear and settle in without pushing too hard.

It’s a fine line however…

I knew the course – which helped – I’d come up a few weeks previously and had ridden it.  It was an out and back that followed the river upstream in the first half.  So was slightly uphill on the way out – but I knew that it was really a series of flats with short steps up in between.  So push hard on the steps and back under control on the flats.

And it went fantastically well on the way out.  I wasn’t riding with either a heart rate monitor or a speedo – but I knew I felt good and comfortable and that I was pushing a big gear – even on the slightly uphill bits.  And I also saw that I could see the rider that started a minute in front of me and that I was slowly catching him!  Cool – I had someone to chase.  Turns out I caught this guy easily – and he was in fact the guy that had started 2 mins ahead of me – and he’d already been caught by the guy in front of me.   It really is the best feeling to blast by someone – and it also meant something very important – I wasn’t the slowest!

Then I started seeing another rider up ahead – my minute man.  And I was catching him too – not as fast – but definitely catching.  Yeee Haaa!

At the turnaround – I was about 20secs behind him – and had 12.5km of slightly downhill to go.  And when you are my size – slightly downhill is your friend…

I caught him with about 6km to go.  He had a beautiful TT bike, skinsuit and all the bling – so it was a nice feeling to pass him on my road bike with clipon TT bars.

Then it was a matter of hanging on.  I was tiring – and finally had to change down a gear – but I knew I was going way faster than I ever had before.   I died a bit on the uphill bits before the finish – and had absolutely nothing left for a sprint.

I finished in 36:08 – and an average speed of 41.5km/hr!  (click here to see results)  Very very happy – didn’t just break the seemingly unbreakable 40km/hr barrier – but absolutely smashed it!

Looking back now – I think I had the perfect day.  I really don’t think I could have gone any faster.  Terry Gyde (my coach) really did a great job preparing me – especially in the last few weeks.  He’d told me a few weeks before the event – that I would average between 41 and 42 – and I didn’t believe him.  I guess that’s why he’s the coach.

To be sure – I think I can definitely go faster – but that will take more training, hard work and focus.  And Terry agrees “I’m picking you have a lot more development left in you”.  He and I are working together again to see what I can do in the Masters 3 division.

I’d love to have a TT bike for the next one – but I don’t think it’s going to happen (I’m still buying the lottery tickets).  But my beautiful Zinn once again proved itself the perfect vehicle for me to get power down on the road.  I know as a rule people seem to ride longer cranks in TT’s – but I bet not many are riding 210mm beauty’s!  Being a road bike – It’s certainly not the ideal platform for TT’s – and I will need to figure a way to get the bars lower still so I can get more aero.  But I think the proportional length cranks more than made up for any shortcomings.   When I do go for a TT bike – it’ll definitely be a custom built Zinn – so I can take advantage of the proportional cranks…  No brainer for me.  Can do things on the Zinn I could never have done before.   Did a seriously competitive time on a road bike with clip on aero bars!  And as far as I could see – I was the only one in my grade not on a TT bike.    So that bike geometry is not so silly after all

Rugby player to cyclist?

My quest to turn myself from a rugby player into a half decent Time Trialist continues…

Making progress.

I’ve just updated my blog with a whole lot of valuable information from Lennard Zinn about TT positioning and what I can do to turn my beautiful Project Big Dolomite Ti bike into a makeshift TT rig.

What I have to do to it – getting the seat a whole lot further forward – isn’t pretty – but it’s certainly working…..

I’ve still got a lot of things to change – but progress is happening.  And I’m learning what a beautiful – stable – versatile platform my Zinn is.  I’ve had the bike for over a year now and have been racing on it constantly – and it hasn’t missed a beat.

I honestly still get that “I’ve got a cool new bike” feeling every time I get on it.

Quite a few people have been asking me how I’m getting on with the bike now that I’ve had it for a while – and the short answer is that i still absolutely love it.  The long answer will come in the form of another review – which I’ll do shortly for this blog.

But in the meantime – if you want to find out more about the TT’ing – check out this latest over at my blog…

Cheers

Adrian.

Here’s what happens when you get a Zinn…

Finished up our season down here in NZ with our club AGM and prizegiving.

Here’s what happens when you get a bike that fits properly…

It was given with the comment that I was the only one considered for the award as I’d had such a massive improvement.

I have to say I was very nervous when I ordered the bike – because I was taking a bit of a leap of faith.  I remember telling someone from my cycling club about it after I ordered it and he was very sceptical - especially about the long cranks (and this is someone who’s been around bike racing for many years).   So I had a big smile on my face the other day when he questioned whether the long cranks were legal – because he reckons it’s given me an unfair advantage.   I told him it’s not unfair – it’s just a bike that finally lets me use the mechanical advantage that a taller rider has.

I then rode off into the distance

So thanks Lennard and Nick for putting together such an awesome machine.

Bigger things are to come! (I’m going to try blogging about my upcoming year http://everydaytallstories.wordpress.com/)

Cheers

Adrian.

Two Zinn Magnesium Track Bikes

It’s been a great winter of riding the track at Boulder Indoor Cycling. The new Zinn magnesium track bike has really proven itself out there. They are so light, yet stiff, and super smooth. The magnesium frame corners on a rail and stays in control at very high speeds. Magnesium damps vibration better than any other frame material, which gives the rider much more confidence when riding really fast. Other frames send vibrations through to your body which means, you won’t feel as comfortable at high speeds.

We weighed both of these bikes. The white one weighs in at 14.9 lbs and the yellow one weighs 15.8lbs. They were built for a 6’5″ and a 6’6″ rider respectively. With Lennard’s unique compact frame designs and the vast benefits of using Magnesium make these track bikes the best performing track bikes a tall rider could ever hope to ride. A magnesium track bike for an average sized person would also destroy the performance of a similar carbon fiber bike. There is really no comparison once you get on the bike. Come to Boulder Indoor Cycling if you want to test ride the yellow bike in this picture.

Impressions of a Zinn.

Howdy – I’m Adrian McKenzie - a new member of Team Zinn,  from New Zealand.  

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I took delivery of my new Zinn Dolomite Ti a few weeks back and after a wee while on it, I posted the following review on the www.roadcycling.co.nz website (I’ve edited it a bit to explain a couple of things that might not make sense to non kiwis – and added a couple of extra photos)…

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And now – for something a little different…

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This bike is a little different from most road bikes out there.  But its design differences have been tried and tested over many years of building bikes for hard to fit customers.  The differences make absolute sense when you ride it – and the proof is in the pudding – when you see the jump in performance that comes with it.

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So in light of that synopsis – a little background is needed…

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I’m 6’7″ and 125kg and and a few broken frames over the years had convinced me that – damn it – I needed to go custom.

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A couple of years ago I’d found a company in the US called Zinn Cycles that builds custom bikes – with a focus on building for hard to fit people.  The guy behind the company is Lennard Zinn whose name you might recognise from his books – especially one titled “Zinn and the Art of Road Bike Mainenance”.  And he also writes a regular technical column for the VeloNews website.  Lennard is 6’6″ himself and his company grew out of his own desire for better bikes and components to suit his own needs when he was a top ranked rider in America.

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So here I’d found custom built bikes for tall people built by a tall guy who’s been there and done that, and knows what works.  Sounded like the perfect fit for me.

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So I got in touch with the team at Zinn Cycles and eventually ordered the Dolomite Ti – which comes from their custom built series called ‘Project Big’.  The process consisted submitting a series of detailed measurements and discussing my needs and desires – as well as detailing what sort of riding I’d be doing. It’s a collaborative process, with draft designs submitted and discussed then tweaked as needs be.

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So what exactly is different?

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Well I guess the best place to start is with the design philosophy of custom length cranks.  Experimenting initially on himself – Lennard’s found over the years that proportional length cranks make a big difference in comfort and performance for tall riders (and short ones).  The bike is designed around the common sense idea – that a taller rider, with longer legs should be pedalling proportionally the same sized circle as a shorter person.  So this means a crank that’s a lot longer than then standard 175mm.  They have settled on the formula of inseam x 0.216, which in my case corresponded to a crank length of 210mm!

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Now if you put that sized crank on a regular bike you’d be scraping the ground at the mearest hint of a corner – so what they do is to build the bottom bracket higher off the ground to eliminate any clearance problems.  And this has the added advantage of making the frame smaller from the bottom up.  It means a shorter downtube, shorter chainstays and shorter seat tube – all big benefits in a big frame.  And it’s a compact design with the top tube lowered so that the frame is shorter from the top down also – further adding to the strength.

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The front end geometry is also different in that there is a relaxed head tube angle to give the bike more fork trail and hence stability.  This eliminates the shimmy that commonly affects big frames that often have steep head angles to keep the wheelbase short.  The Alpha Q Z-Pro fork they use on all their Project Big bikes, is also specifically designed for Zinn.  It has a beefed up carbon steerer that minimises any flex that can occur inside the big head tube of a large frame.

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They make bikes out of steel, aluminium and also magnesium – but I’d settled on their flagship model – with a full titanium frame.

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So how does this all work in the real world?

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Well I took delivery of the bike the day before Taupo!  (which is a hilly 100 mile ride round Lake Taupo in the central North Island.  Taupo is the premier challenge ride on our calendar – with over 12,000 riders taking on the course).  And I figured there was no way I was going to ride Taupo on my old repaired steel bike knowing I had a brand new custom build titanium beast in the garage at home.

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So I rocked up the next morning having ridden only about a couple of km’s on the bike (and most of that on the way to the start).  I was a bit worried about how the bike would perform.  Especially since the long cranks felt very weird when I first hopped on the bike.  But I needn’t have worried as the bike performed beautifully.  I started well up towards the front fully expecting to be left behind on the hills like normal – but found to my delight – that I wasn’t getting dropped.  The long cranks while still feeling a little odd – were enabling me to climb with much more ease and hang with the weight weenies.
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Took 30mins out of my best time to record a 4:49 which I was extremely happy with for a 125kg rider on a brand new bike.  The long cranks felt more and more comfortable as the ride went on – and I suspect I’ll only get better as I get more used to them.  They certainly enabled me to get more power on the road.

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And a good proof of that came a week later when I lined up on the start line to take on the clock in my club’s hill climb champs.  The 2km Maungakotukutuku hill behind Paraparaumu is a regular lunchtime ride of mine and I had ridden the course at my maximum on my old bike a couple of weeks previously so I could compare to the Zinn.

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The proof of the long cranks effectiveness shone through as I beat that time (which was a personal best) on the Zinn by 44 seconds – which over a 2km climb is massive.

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I’ve also raced on it a few times and in the space of a few weeks have moved 2 groups – from break3 to break.  I can get on top of the gears so much quicker and the accelerations that would have spat me out the back in the past are now manageable.  (There have been a few raised eyebrows and accusations of drug taking with my new found speed )

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It’s a custom build – so you dictate the components – from a just a frame and fork right through a full bike with you dream componentry.  I went for a full build – and my budget allowed for a mixture of Ultegra and 105 componentry (with a SRAM red ceramic bottom bracket).  They also built up a super strong wheelset for me with 36 spoke Ultegra hubs and DT Swiss 7.1 rims front and rear.  The full bike weighs in at a tad over 9kg which for a huge bike with 72 spokes – is very very good. (I’m sure that will drop significantly with a lighter wheelset – but I took the horses for courses approach)
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So all in all – I’m supremely happy with it.  The workmanship on the bike is just exquisite.  It’s a joy to ride with all the renowned benefits of a full titanium frame and is a thing of absolute beauty. But beauty that comes with – I think – unparalleled functionality for someone my size.  It’s meant I can finally use my long levers to get more power down on the road – and subsequently my performance has jumped massively. And that’s made me hungry for more.

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If anyone is interested in more detail – drop me a line at bam@paradise.net.nz and I can send you a more detailed review with a whole heap of detailled photos that I’ve taken of the bike.
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Below is a a short montage of shots that I did of the first 24hrs with the bike…

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