Bontrager’s new Oracle helmet: The best accessory for the top of your head since hair.

The new Bontrager Oracle helmet showing off some of its carbon skeleton.

Sometime last winter, Bontrager announced that they were jumping into the high-end road helmet market with a new helmet they called the Oracle. This helmet became the official headgear of the Leopard-Trek cycling team and has graced the brows of the Schleck brothers, Jens Voight, and Fabian Cancellara during the 2010/2011 racing season. Additionally, this helmet promised a slew of high-tech features that would set it apart from its competition.

I’ve been eager to get my hands on one since it was first announced, but an unfortunate series of delays have pushed availability out first to the summer of 2011, then into the early winter of 2012. However, through my relationship with the folks at Bontrager, I was able to get my hands on a pre-production sample just after Cycle Oregon and have been extremely impressed with it (wish I had it for Cycle-O!).

The first thing that struck me about the Oracle was its overall profile. I am blessed/cursed with a large head and have always been forced to wear size large helmets (my last three helmets were from Bell) which generally make my head look like a big mushroom. The Oracle utilizes a carbon fiber skeleton that not only allows for whopper air vents (with deep internal channeling), but also allows for a lower profile so the helmet fits closer to my head.

The brow-band swung out from the helmet so its vents are visible as well as the in-mold shell across the underside of the helmet.

The second unique feature that struck me was the Oracle’s abundance of internal padding (most new helmets have taken minimalism to rather extreme lengths). These pads are made out of an antimicrobial material called “AgION” which won’t lose its antimicrobial properties over time like over fabrics that only have a sprayed-on antimicrobial coating (such as X-Static).

Additionally, the generous brow/forehead pad rides on a floating, vented nylon “brow band” that helps improve airflow over the forehead. This was particularly appreciated on the last 80-degree day we had in late-September! Also, I’ve had several helmets in the past where the brow pads eventually got crushed into the channeling across the forehead, negating any cooling offered by these channels. The brow band in the Oracle elegantly (and effectively) solves this problem.

The Headmaster retention unit with a nice big hole in the center.

I think the third feature that sets this helmet apart is its retention system, called the “Headmaster” and all-new for the Oracle. The Headmaster is light, flexible, and very unobtrusive. I think my favorite feature of this retention system is the enormous adjustment dial with a big hole pierced right through its center. I have always found the retention device on just about every helmet I’ve owned to create a fairly good-sized hot-spot and appreciate a little more ventilation there to help the back of my head breathe a little more on hot days.

But, enough about features! How does it feel when you ride? In a word: fantastic! This helmet is incredibly comfortable and cool. Bontrager states that the vent size and placement was designed with the help of computational fluid dynamics, but all I know is that the ventilation is awesome! While not as super-light as some other helmets on the market, it’s still lighter than my last helmet, a Bell Volt. I should also point out that a lot of the uber-light helmets on the market have sacrificed ventilation to reduce weight (I’m all for better ventilation, myself). The Oracle also includes a secondary in-mold shell on the underside of the helmet for increased durability (something I appreciate as a daily year-round bike commuter). This secondary shell may aid ventilation across the forehead as it channels directly into the brow band.

The Bontrager Oracle is an amazing helmet that I would strongly recommend to anybody looking for a top-notch helmet. They may have been a long time coming, but I can say that they are well worth the wait!

The new Bontrager Affinity RXL with carbon fiber rails

After nearly 6 years and 25,000 miles split between two Bontrager “original” inForm RL saddles I decided it was time to try something new on my go-fast bike. At the Trek dealer show, Trek World, in August, Bontrager introduced a new 157 gram (in the medium width) version of the Affinity RXL saddle with carbon rails (the 2011 version had tubular titanium and weighed 65 grams more). I decided that this seat was the perfect replacement for my dearly-loved “original” RL and set to installing on my trusty Co-Motion Ristretto. Unfortunately, I made this decision the first of September, with only a couple of weeks to go prior to Cycle Oregon, where I am proud to be a member of the Bike Gallery crew and try to ride my brains out over the span of the ride.

So, even though I generally caution my own fit clients not to make major changes to their bicycles prior to a big ride (like their saddle!), I mounted up the RXL Affinity, being especially careful to match up the position I had previously with the “original” RL. But, in my own defense, I’ve been riding a 2011 Affinity RL on my winter fixed-gear since December of 2010, so the shape and general padding profile of the Affinity saddle wouldn’t be that big of a shocker.

The special 7mm x 10mm ears required to make the RXL Carbon fit on a Bontrager side-bolt seatpost (in this case, a RXL carbon)

One important item to note, is that much like a majority of the carbon-railed saddles on the market, the Affinity RXL (and its sibling the Evoke RXL, which also gains carbon rails for 2012) have very specific requirements as to how they can be mounted to your bicycle (this is what ultimately delayed me on installing my RXL Affinity). First, you are required to use a side-bolt Bontrager seatpost, such as the Race or RL aluminum, RXL or RxXxL carbon posts, or one of the mast-caps on the 5-and-6-Series Madone bicycles. Second, you need special rail clamps (Bontrager calls them “ears”) that are designed to work with the 7mm x 10mm carbon rails on the RXL saddles (this is what delayed me; we didn’t have the ears in stock yet, so I had to order them for my own RXL seatpost).

So, with my nifty new RXL Affinity mounted up on the Ristretto, I managed to squeeze in two short rides before the Bike Gallery Cycle Oregon crew hit the road for Sutherlin, OR, the starting point for Cycle Oregon 24. Both of these rides were shorter than 35 miles, so I wasn’t expecting any real problems (nor did I have any). My major concern was Day 2 on Cycle Oregon, from Cottage Grove to Reedsport, traversing 90+ miles largely on BLM roads.

From the top you can just make out the Contour Relief Zone, a small depression near the center of the saddle that relieves pressure on soft tissue.

Day 2 of Cycle Oregon started off cool and overcast in Cottage Grove and I got an early start since I had an early shift with the Bike Gallery crew in Reedsport with lots of mileage to cover. Having already ridden a little over 45 miles on the traditional Day Zero Bike Gallery staff ride and Day 1, I was already feeling fairly confident about my new seat (also hedging my bets, I had my trusty RL in my bag, just in case). The first couple of miles out of Cottage Grove were fairly smooth, but this quickly changed when the route entered land managed by the BLM. From my experience on eight Cycle Oregon rides, BLM roads can either be glassy smooth, or some of the roughest chip-seal you’ll ever experience. Unfortunately, this road fell under the latter category (I found myself steering onto patches in the pavement as they were generally smoother). While the new RXL Affinity generally felt a little stiffer in its shell and padding than I was used to on my RL Affinity and “original” inForm RL, I wasn’t uncomfortable at any point during the long, rough ride.

As the week progressed, I was able to ride every single mile of the 2011 route (except for the 26 mile option on Day 1) and ultimately fell in love with the RXL Affinity. It was comfortable for all 509 miles I rode in 8 days as part of the Cycle Oregon crew, looked great, and was even a little lighter than the saddle it replaced.

As I’ve mentioned in prior blog postings, the Affinity line utilizes size-specific curvature to best fit the skeletal structure of the rider. Thus, it is available in three widths for men and three widths for women, which are color-coded by size: red (narrow), yellow (medium), and blue (wide) for men, and pink (narrow), light green (medium), and light blue (wide) for women.

However, the Affinity inForm has been designed for the unique support needs of someone riding a modern road bike, where the torso angle is a little more upright than that of your average bike racer. But, this doesn’t mean that this saddle can’t work for folks that ride a more aggressive position as well. Blessed with great flexibility and better-than-average core stabilization, I generally ride with my handlebars well below the level of my saddle and still find my yellow (medium) width Affinity saddles to be extremely comfortable.

To further maximize comfort, Bontrager has integrated the Contour Relief Zone (a relieved section on the top of the saddle that removes material that would otherwise create pressure on soft-tissue [this feature was originally offered on the original inForm WSD performance saddles and later the Evoke mountain saddles]) as well as Zone-Density padding (on the RL and RXL models) that offers firmer padding under the sit-bones for support and softer padding in the nose of the saddle for increased comfort. On top of the Zone-Density padding, the RXL-level saddles also include Bontrager’s proprietary Temptech high-performance breathable microfiber cover.

Determining your correct size is crucial as an apparently large-framed rider may take a small size and a small-framed rider may require a wider saddle, based upon the structure of their pelvis, which isn’t always readily apparent. Fortunately, figuring out your correct saddle width is simple thanks to a special sizing device that takes an imprint of your sit-bones in a material called Z-FLOW. A color-coded slider then helps determine what width of inForm saddle you need.

Trying one out comes with almost no risks as well. Between Bike Gallery’s 100% satisfaction guarantee and Bontrager’s 30-day comfort guarantee on the inForm saddles you have to time to experience the inForm saddle yourself and discover how it works for you.

I’ve very much enjoyed my time on all the Bontrager inForm saddles I’ve had over lots of miles and the last several years. I would strongly recommend them to anybody looking for a better seat for their bicycle. The Affinity RXL carbon has become my new personal favorite!

Bike Gallery's recycling guru, Domann, also works at our Beaverton store.

Have you ever wondered what happens to all those old tubes or tires your bike mechanic is replacing? Or all those zip ties holding packing together? You’ve guessed it. They usually end up in the landfill. But thanks to owner Jay Graves’ commitment to sustainability and our own recycling guru Domann’s hard work, we save thousands of pounds from filling the landfills each month.

I spent the day following Jason Domann—who goes by Domann—on a recycling run. You might be wondering, “doesn’t the local waste disposal company take your recycling?” They do. But they accept a very limited number of items.

After picking up recyclable materials from each of our six stores that the local waste disposal company won’t collect, we were sweaty and dirty. But the Sprinter was stuffed with tires, tubes in the cardboard boxes, plastic bags and rigid plastics that we were saving from the landfill.

The Sprinter was stuffed with items that we were saving from the landfill.

We hoisted over 680 tires alone into the truck.

Tires

Our next stop was the home of Julien Jaborska. Julien is a local Portland artist whose company, the Rebicyclist, fashions belts and key chains from recycled bike tires. There are not many small businesses that can use the quantity of recycled tires we have each month, but one large wholesale account is keeping him very busy. He makes over 100 belts a month and he’s a sole proprietor.

Domann says finding a recycling partner “is like adopting a dog. You have to check references and know where it’s actually going.” Julian is a wonderful example of this research. After Julian has used all he can from the tires, he pays to take the scraps to be recycled instead of throwing them away.

Julien Jaborska is the founder of Rebicyclist.

Rebicyclist fashions belts and keychains from recycled bike tires.

Julien makes over 100 belts a month.

Inner Tubes

Our next stop was Cycledog in NW Portland to drop off all our used bike tubes. Cycledog fashions the used inner tubes into dog leashes and collars.

Plastics

Our last stop was Far West Fibers in east Portland. They accept all our plastic bags and rigid plastics like plastic clamshell packaging, zip ties, etc. Our plastic bags alone filled up an entire dumpster.

And talk about dedication! Domann looks through every bag of rigid plastic to make sure that there are no contaminants (unrecyclable materials) that might render the recycling batch unusable.

Thank you Domann for your “tireless” dedication to Bike Gallery and to minimizing our impact on our community and the planet. When he’s not recycling, you’ll find Domann at the Beaverton store. If you’re in the area, stop by and tell him how much you appreciate his efforts.

Domann checks every bag for contaminants.

Far West Fibers accepts zip ties and other plastic waste.

Our plastic bags alone filled an entire dumpster.

For most technical trail lovers, the current ride of choice is a 125mm- to 160mm-travel all-mountain bike equipped with quality suspension, a travel adjuster on the fork and possibly a remote adjustable height seatpost. This type of bike has the efficiency to take on any trail loop and is savvy enough to conquer most rugged terrain. Trek’s Remedy 9.8 fulfills this role beautifully, whether you’re into lengthy trail loops or just want to get to the top of the mountain to blaze back down.

The Technology

Trek makes two types of Remedy chassis: The Remedy 9 series features a carbon main frame and seatstays while the Remedy 7 and 8 series are all aluminum. The Remedy 9.8 we tested is constructed using Trek’s proprietary Optimum Compaction, Low Void (OCLV) Mountain design in the front triangle and seatstays. Trek’s been perfecting their carbon technology for a long time and has developed specific materials and techniques for each frame application. The Remedy 9.8 also uses aluminum chainstays and a magnesium rocker link. The frame has a tapered head tube design, Carbon Armor down tube guard, full-length seat tube and 12x142mm rear hub spacing.

ABP Convert Suspension The Remedy uses Trek’s Active Braking Pivot (ABP) suspension design that places the rear pivot inline with the rear axle. This helps eliminate the affect of the rear brake on the suspension movement and keeps the bike feeling supple in the rough. The ABP Convert design allows the use of a 12x142mm thru-axle or the bike can be converted to work with a standard 135mm quickrelease rear hub. The chassis also incorporates a suspension linkage that does not attach the shock to the main frame, producing what is called a “floating” shock. With the upper shock pivot attached to the EVO rocker link and the lower pivot attached to an extension of the chainstays, Trek says the floating design allows them to produce the exact shock stroke they want to achieve.

Suspension Fox handles the suspension duties on the Remedy with a 32 Talas Fit RL up front and a Float RP23 DRCV shock in the rear. The 150mm-travel fork has a travel adjuster that swaps the available active travel between 120mm and 150mm and has adjustable rebound damping and a lockout. The Dual Rate Control Valve (DRCV) shock is proprietary to Trek and features a secondary air chamber that is engaged about halfway into the travel. This dual chamber system is designed to produce an air spring that feels more like a coil spring. The shock also has a rebound damping adjuster and an on/off ProPedal adjuster to aid pedaling. The ProPedal adjuster gives the rider the choice of three damping levels when it is engaged.

The Ride

Flanked by the cross-country Fuel EX and the freeride Scratch Air in Trek’s lineup, the Remedy hits the all-mountain category right in the center. It has a superb all-around ride that excels on an extremely wide variety of terrain, making this bike ideal for trail riders that like to dabble in a little of everything.

Setup The Remedy comes ready to rip right out of the box. It has a solid parts kit and gives the rider the critical suspension adjustments. The bike comes with a full Shimano XT drivetrain, DT Swiss wheels and quality Bontrager parts. It also has a Joplin 4R remote adjustable height seatpost, which is a necessity for aggressive trail riding. The only thing that was said about the Remedy setup that wasn’t a compliment was the bars were too narrow at 660mm. Most riders would like to see at least a 710mm-wide bar on a bike of this caliber because riders can always cut them down if needed.

Trek supplies their bikes with clip-on sag meters to help the rider quickly and accurately set the correct air spring pressures. It’s a small detail that can make a big difference in getting the bike feeling good out on the trail quickly and we were happy to use them ourselves.

Pedaling The Remedy is a great pedaling bike that has minimal feedback from the terrain. It cruises up fire roads and mobs over rocks and ruts, letting the rider maintain cadence and momentum. The carbon main triangle is noticeably stiff and translates power from the cranks to the rear wheel well.

We flipped the ProPedal lever over to level “3” anytime we wanted to get a little more punch at the pedals for ascending and traverses. Even with the ProPedal adjuster on, the suspension still takes the edge off bumps and tracks the terrain. The 1, 2 and 3 ProPedal settings have a light, medium and firm feel that will make most riders happy but some test riders said they would have liked to have the option for an even firmer ProPedal setting to make the bike feel snapper at the pedals. Even still, the 150mm-travel Remedy is an efficient trail bike that comfortably takes on everything from big trail loops to short lunch rides.

The travel adjuster on the Fox fork can be a big help for riders that want to get their bar height down on climbs. A quick flip of the lever on the top of the crown drops the fork down 30mm, just enough to put the rider in a better climbing position when the trail gets steep. We didn’t use it all of the time but when we did, it was a welcome option.

Descending One of the best things we noticed about the Remedy is that the harder you push it, the more it responds and the bike will go where you lead it. While the character of the bike is happy flowing through a forest full of sinuous singletrack and berms, it also embraces burly trails full of rocks, roots, ruts and jumps. The carbon main frame is stiff, allowing the bike to hold a line when cranking through a corner or skipping over rocks and providing a positive feel through the handlebars. It also transfers pedal power to the rear wheel well when spinning out of the corner or punching it on the trail to gain more speed. The geometry and suspension cater to a good range of all-mountain riding that make this bike adapt well to any given terrain. It’s a great descender that lets the rider focus on the trail to choose a good line and maintain speed.

Overview

A quality all-mountain performer, Trek’s Remedy 9.8 has a high-end, well thought out parts kit mated to a superb full-suspension chassis. It can take on the meanest routes you want to pedal and the remote adjustable height seatpost and quality Fox suspension will take care of you when blazing back down the mountain. For a do-it-all trail bike, the Remedy delivers fabulously and will make any technical trail lover extremely happy.

Specifications

Chassis
Frame: OCLV Mountain Carbon Main Frame & Seatstays/Aluminum Chainstays
Fork: Fox 32 Talas Fit RL; 120/150mm
Shock: Fox Float RP23 DRCV; 150mm

Cockpit
Brake Levers: Avid Elixir X.O
Brakes: Avid Elixir X.O
Handlebar: Bontrager Race X Lite Carbon
Headset: FSA E2
Saddle: Bontrager Evoke 3
Seatpost: crankbrothers Joplin 4R; 100mm
Shifters: Shimano XT
Stem: Bontrager Rhythm

Wheels
Hubs: DT Swiss M1800
Rims: DT Swiss M1800
Tires: Bontrager XR3 Team; 2.3”

Drivetrain
Bottom Bracket: Shimano XT
Cassette: Shimano XT; 11-36t; 10-speed
CranksRANKS: Shimano XT; 24/32/42t
Derailleurs: Shimano XT
Pedals: N/A

Reprinted with permission from Decline Magazine. All rights reserved.

The Trek Dirt Series will be bringing its instructional mountain bike camp to the Northwest the weekend of July 30-31 at the widely acclaimed Sandy Ridge, just outside of Portland, OR. The women’s-only camp is a full weekend designed to help riders of all levels, from beginner to expert, hone their mountain biking skills in a safe, educational and fun environment and will include morning skill development sessions and afternoon rides to incorporate new techniques and explore local trails. The 2-day camp features some of the continent’s most experienced female coaches and will include access to the trail, bikes, food, and more.

“These camps are designed for women and coached by women. It’s as educational an atmosphere as it is inspirational,” said Dirt Series Manager Candace Shadley. “Our camps are completely customizable to whatever our participants want to get out of them and our campers walk away with an unforgettable experience and a whole new set of skills to hit the trails with.”

In its twelfth year of existence, the Trek Dirt Series delivers world-class instruction with the goal of developing skills through a supportive, step-by-step process that helps riders move beyond their fears to discover the fun of mountain biking. A member of the Trek Women Demo Tour will be on hand offering a full array of Trek mountain bikes, including Women’s Specific Design models made to fit better from the start.

Online registration is now open at dirtseries.com. Women are encouraged to register sooner rather than later as open enrollment is expected to fill up fast.

There was a record number of participants: 750, and 29 from Oregon. There was no new “ask” this year. Instead the focus was on encouraging congress to not cut funding for cycling projects currently in place. We concentrated on three areas of interest:

1. Continued transportation enhancements
2. Safe routes to school
3. Recreational trail programs

Oregon representatives are supportive of cycling projects and the benefits bicycling brings to communities and individuals. We saw congressman Earl Blumenauer speak five times during the three days of meetings. He’s been very supportive and inspiring of the work we’re doing on Capitol Hill. Oregon cyclists are very fortunate to have such a friend working at the capitol. At this point in the budgeting process not one representative has suggested cutting cycling related infrastructure, which is good news.

We heard from a retailer in Texas who was meeting with a Texas representative who relates most closely with the Tea Party designation. It was encouraging to hear the congressional member was in favor of cycling and all the benefits it brings.

I attended the Summit with my wife Alison. We rented bikes from the Capitol Bike Share program a number of times. $5 for 24 hours and that’s all the expense there is if your trips don’t exceed 30 minutes each. We used these bikes to ride down Pennsylvania Avenue on the recently installed cycle track.

Thanks Jay for working to promote better cycling opportunities here in Oregon and in other parts of the country!

Bike Portland has great coverage at their website if you want some more detailed reading. 2011 National Bike Summit

One of our own mountain bike gurus Brian Twilley will be speaking about suspension maintenance basics. Brian will be focusing on Fox Air rear shocks, and will be happy to answer other suspension questions.

We also will have a member of the local Bureau of Land Management to answer trail questions and talk specifically about the Sandy Ridge Trail system. We will also be welcoming representatives from Fox, Shimano, Trek, Kona, Dakine, Giro, Continental tires and more. And our showroom will be open if you want to have a close up look at some of our newest bikes, like Trek’s amazing new Session 88.

So mark your calender and join us for a night of beer, bikes, maintenance tips, giveaways and special deals. Call the shop at 503-281-9800 with any questions.

The Bike Gallery Sprinter will depart our Hollywood store at 8:00 a.m. this Saturday, January 15th. The work parties will run from 9:00 a.m. till the work is done. There may be a ride after the work if the trail is in riding condition. If you’d like to get a ride or get more info, contact Shawn Cowen: shawncowen@bikegallery.com.

The Sandy Ridge Trail System is an amusement park of mountain bike riding; approachable for the beginner, and challenging for the expert. Says Mountain Bike Magazine, “the quality of these trails is over the top, and with a little pedal power riders can turn out laps at Sandy on par with any bike park. Plus, there’s another eight-mile trail loop in the works, along with a second trailhead under construction, which will come complete with generous parking, covered public space, a bike wash and a pump track.”

We understand it takes a commitment to ride through the winter months, this is our way of saying thanks for being out there. And if you are a fair-weather cyclist who has hung up the bike for the winter, we want to help get you and your bike ready for the warmer spring weather.

Flat fixes can be done while you wait. In the meantime, feel free to chat with our mechanical wizards about any bike questions you have. We can look at your bike and let you know if there are any parts or service that would help it last longer and perform better. Estimates for service are always free and there is no obligation. We are proud of the vault of skill and knowledge that our service staff represents and we want to share it with you.

* Limit one free flat fix per Friday.

What does it takes to get to this level of racing?

Dean showing a recent photo in VeloNews

I guess the key to training for me is motivation and consistency. It takes a huge amount of motivation for me to get out of bed early to get to the gym before work, and keep focused for a second workout after the shop closes. I don’t really have days off, I work 5 days a week when I’m home and I have workouts scheduled 6 days a week. My one day off training I’m at the shop all day and my days off from work just mean I have more time for training. I skip a lot of happy hours and have to avoid my favorite fast food places like the plague, but it’s worth it on race day.

I spent 2 years at the OTC (Olympic Training Camp in Colorado Springs), and am very happy to be back home in Portland. I learned a lot of important technical details about training and physiology, and learned how to be disciplined, but wasn’t a big fan of the city, so I found it hard to make progress. I wasn’t happy there and my wife wasn’t happy, so we came back as soon as we could afford it.

Who has been the source of motivation for you? Was there a bike racing moment when you said “Yeah I want more of this!”?

I don’t know that there was a single person, but I think the first Alpenrose Velodrome Challenge I attended as a spectator was that “aha moment.” It was in 2000, and I had just started road racing, but the track just seemed like such a rush. I fell in love with everything about sprinting. The pure speed, the black magic tactics, the showmanship of the top guys, everything. Then I started following the euro six days and the world cup circuit and made that statement that most ambitious teenage boys make and said “I want to do that.” and now here I am at my 4th pro six day.

Can you give an idea of what the world cup races represent to a person who might not understand how big they are?

The World Cups are the biggest “classics” of the calendar year. There’s only 4 every year, and you have to earn points at a certain number of them to qualify for the Olympic Games. As a cyclist, the World Cups are like the playoffs, the world champs are the superbowl, and everyone knows what the Olympics mean.

How does racing a world cup compare to racing other big races (like a Belgian 6 day, or a big local race like Alpenrose classic)?

It’s very tough to compare. The big local races are still local. You’re still there mostly to have fun, you get to sleep in your own bed at night and all that’s at stake is a little bit of prize money and some bragging rights. Anyone can race if they pay their entry fee, and on a great day there’s maybe 150 spectators out.

The European sixdays are a different beast. Only 6-8 sprinters get chosen by the organization for each sixday, and usually 2 are reigning World Champions, so those last few spots don’t come easy. You have to be fast enough to keep up with guys wearing rainbow bands (World Champions wear the rainbow jersey) and entertaining enough to keep the crowds happy. A busy night at Rotterdam is 13,000 paying spectators, so for the riders there’s a lot more money at stake.

The World Cups are the same types of races you’re used to, but against all the guys you read about in magazines. Add to that the intense pressure that comes with a large staff of people and sponsors who invest a lot of money and effort to send the US team around the world, then compound it with life in a suitcase, hotel food and language barriers, and you have an incredibly stressful situation that you’re expected to perform in. It’s the world stage, it’s the highest level of competition, and you don’t get many chances to get it right. With national team qualification standards, there’s always someone waiting to take your spot if you don’t perform, so there’s really no margin for error.

What is the most important piece of equipment you use?

My travel sized French Press and a pound of Stumptown beans. Its my one piece of home that goes everywhere with me. The bike helps, too.

Why isn’t track racing more popular in the US?

I think it’s getting better. Our local race series has been breaking attendance records every year. Anyone can see that cyclocross and track racing are seeing pretty big growth on a grassroots level.

On the elite level it all comes down to money. Euro sixdays are wonderful shows and they’re accessible to everybody, but they’re pretty expensive to run properly, and no one in America’s been able to put up the cash to get the ball rolling. Same with National teams.

Jamie Staff, our coach and 2008 Olympic Champ makes the good point that Europeans invest money in sports programs in order to develop riders and races, and see results in the future, and it works.

Americans generally will not invest until they have results first, which kills our development, but suits the sure bets like Lance Armstrong or Taylor Phinney.

What is it like to be racing at this level and then to spend your day job working at Bike Gallery?

Bike Gallery has been an important backbone for me. My schedule is pretty tough to predict more than a month down the road, and the shop and our manager Amy has been incredibly flexible with my race trips. It’s also pretty nice to spend my days working with bikes when they’re already such a big part of my life. I’ve been racing and commuting since I was 15, and working at the BG off and on since I was 16, so this is all a native language. I’m proof that bikes can take you wherever you want, whether it’s down the street or around the world, so I love helping people get started. I mean, I don’t think I’d have filled a passport up by my 26th birthday had my dad not bought me that 105 equipped road bike that I did my first nervous road races on when I was a teenager. I didn’t have any concept of where it would take me, and most people don’t think that buying a bike is a big deal, but you never know what’s around the corner till you roll out the front door. So it feels good to be part of that process whenever I can.

What does the road ahead look like?

As far as schedule, the next race is the Rotterdam Six from the 6-12th. After that is the World Cup in Manchester February 18-20, so I’ll be in LA from the 7-12 preparing, then in the UK from the 13th to the 21st. If we do well in Manchester, then we’ll go to the World Champs in Apeldoorn, NL on March 23rd, and I’m sure I’d be in LA the two weeks before that. That’s the end of the international season, so the summer will be my off season, although I’ll keep racing at Alpenrose and PIR for training.

For the first time in my life racing at the Olympics is becoming realistically attainable, instead of just being a “dream.” My performance at the World Cup in Colombia proved to the USA coaching staff and to myself that I can get there. I’m more optimistic than ever.

In addition to being a world class racer Dean is also an entertaining writer. He keeps a blog of his travels at voodoomadness.blogspot.com.