by Tom Scotto | May 10, 2017 | Master Instructor Blog
Over the last few weeks, I’ve noticed a number of riders in my classes that were setup incorrectly on their bikes. I found this odd only because these riders had been positioned correctly on their bikes a few weeks earlier. What happened?
I talked to 3 of the riders. Two of them said that another instructor told them that they were too far away from the handlebars and then proceeded to move their seats forward. The third rider told an instructor that she wanted to be in a more aero or aggressive position on the bike so the instructor moved her seat back.
STOP! DON’T TOUCH THAT DRIVETRAIN!
TERMINOLOGY: It is common to refer to the settings related to the seat (height, fore-aft and saddle tilt) as the “drivetrain”. The handlebars, including height and fore-aft are often referred to as the “cockpit”.
NEVER!
NEVER change the drivetrain to compensate for the cockpit! NEVER! Those that know me are probably reading this in shock. Not because they didn’t know this, but because I used the word “never”. Those of us that coach and present on scientific and medical topics avoid words like “never” and instead use words or phrases like “in many cases, it is often found, some instances, etc.” We use less definitive words not because we are unsure, but because we understand that science changes with research and we also respect the immense complexity of the human body. However, in this case, the word is definitively NEVER.
Without going into a 4-hour rant on biomechanics, here are 3 reasons why we should never compromise the drivetrain to compensate for upper body position:
(1) Our feet are “fixed” to the pedals and any change to the hip, knee and ankle position will greatly impact the angles and articulation of the joints. On the other hand (literally), our hands can move, shift and adjust with minimal impact to our mechanics.
(2) Our legs are in motion (mechanically) and our upper bodies, including our hands and arms, are not. Even a slight change in saddle position can have and exponential impact because of the thousands of rotations our legs will experience during a single class.
(3) The legs are manipulating mechanical forces. Not only are they applying forces to propel the bike (figuratively), they are resisting and controlling the momentum of the bikes weighed flywheel. Making changes to the seat height or fore-aft position will alter the angles of the legs while they are under force and “may” place the joints and surrounding muscles at risk.
So What Can We Do?
As always, it depends. It depends on the bike and which options are available. It also depends on what the rider can physically do considering their strengths, weaknesses, flexibility and mobility. In my next article I’m going to address how to determine the optimum cockpit length and height (handlebar height and fore-aft position), but for now, here is something to consider:
Avoid Using Specific Hand Position Cues for Drills
With the inception of indoor cycling came numbered hand positions (i.e. position 1, position 2 and position 3). Besides not being something we do as cyclists, using handlebar numbering systems like this can often predetermine a set of positions for an indoor rider that may not be appropriate for them. Instead, provide guidelines for best hand placement based on comfort, power and safety.
Here are 3 examples:
(1) We recommend using the outer (wider) part of the handlebar for better balance and stability when standing.
(2) If you are taller, you may find that gripping the handlebars farther away from you is more comfortable.
(3) Placing your hands closer to you and closer together can put you in a position to generate more power when climbing seated.
Regardless of how you address the upper-body position and comfort of the rider, never disturb the integrity of the drivetrain and mechanics of the legs in the process.
There, I said it again – “never”.
Originally posted 2011-12-22 09:02:03.
by Tom Scotto | Apr 30, 2017 | Master Instructor Blog
In my last article I focused on the implications of making adjustments to the drivetrain (seat height, fore-aft, tilt, etc.) to compensate for issues and limitations surrounding the upper-body and cockpit.
Drivetrain … Cockpit….. are these “technical” terms in the cycling industry? No, not really. They are however terms that have been used for years when we want to refer to an area on the bike and not a specific part or movement. For example, I could say that we are going to discuss the impact of handlebar height, handlebar fore-aft position and posture to address comfort and performance, but it is much easier to lump the whole thing together as the “cockpit”.
SIDE NOTE: Keep in mind that indoor bikes are often limited in their adjustments. On a real bike, in addition to handlebar height and fore-aft position, the following would be considered: handlebar width, angle, position of brake levers, reach, drop and type of bend.
4 Considerations for Handlebar Position
As always, there can be multiple factors which contribute to each consideration, but here are some basic principles to give you a starting point in helping riders make the best decision and adjustment.
Comfort: Many riders (both indoors and outdoors) find handlebars that are set low to be uncomfortable. This can be due to weak core muscles, poor posture, back and spine issues, and simply because it is not something they are accustomed to. Raising the handlebars can relieve pressure, relax tight muscles and provide a more upright and comfortable position.
Performance and Power: Relatively speaking, handlebars that are lower can help riders gain more power and better performance. Besides aerodynamic considerations, deeper torso flexion can provide better gluteal and hip flexor activation often resulting in a more efficient pedal stroke and more powerful down-stroke.
Flexed Spine: When the fore-aft position of the handlebars is too close to the rider (cockpit too short), riders may have the tendency to hunch (curve or flex their spine). This can put their back and spine at risk particularly when they are using large amounts of resistance. Adjusting the fore-aft position to lengthen the cockpit can help neutralize and relax the spine and surrounding muscles.
Over-Extended: When the fore-aft position of the handlebars is too far away from the rider (cockpit too long), riders can find themselves reaching, hyper-extending the spine and in deep flexion at the hips. This over-extended position can cause lower back pain, shoulder pain, strain on the neck and leave riders with fatigued arms. Adjusting the fore-aft position to shorten the cockpit will relax some of the aggressive angles and allow the arms and core muscles to support the upper body.
In many cases you will find yourself both adjusting the handlebar height the fore-aft simultaneously to get the desired position. Also, don’t assume that more aggressive settings (in either direction) are necessarily wrong. I’ve seen road cyclists and triathletes that are comfortable and safe using a very low handlebar position, as well as, a rider recovering from back surgery with their handlebars appropriately in the highest, closest position.
Determining The Optimal Cockpit
Our first concern is always safety which is why the first question we should ask any rider before we suggest or make an adjustment to their bike is “Do you have any injures that may be aggravated by riding?” Knowing this information upfront can save you from putting a rider in a risky position plus allow you to help them make better decisions as to what may be best at this time.
Handlebar Height
Assuming we have no physical concerns, it is simply a matter of comfort vs. power. When I setup a rider for the first time, I prefer to place their handlebars level with their seat (often referred to as “neutral”). This can sometimes be a challenge with shorter riders because the handlebars on some indoor bikes cannot be adjusted that low. Do what you can. If a rider feels uncomfortable, raise the handlebars in small increments. If a rider feels they are too high or wants more power, lower their handlebars in small increments. I’ve talked to instructors who feel that the handlebars should never be lower than the seat. I’m not sure where they received that information, but it is incorrect. It is not uncommon for outdoor riders (particularly road cyclists and triathletes) to have their handlebars more than 4 inches below the level of their seat. Consider the safety and needs of the individual rider and avoid making up rules.
Handlebar Fore-aft Position
Many of the bikes we use indoors may still not have the ability to adjust the fore-aft position of the handlebars. Even though, you still may be able to make suggestions for where a rider should grip the handlebars based on what you observe. As I mentioned in my previous article, this is the reason we should avoid numbered hand positions.
To determine the optimal starting point for handlebar fore-aft position, have the rider (seated) bring their foot and pedal to 12 o’clock keeping their ankle relaxed. Have them place their elbow to their kneecap with the end of their arm (hand and wrist) on top of the handlebars. The other hand should be gripping the handlebars and providing support.
Simply observe the alignment of the wrist and the crossbar of handlebars. If the crossbar is more than a fingers-width in either direction, you can suggest making an adjustment (keeping the above considerations in mind). You may find yourself incorporating a combination of hand position and handlebar position depending on what range of adjustment is available.
My Strong Opinion
I’m certain no one is surprised as I’m also certain I’m preaching to the choir on this one: “there are no short cuts when dealing with the variables and complexity of the human body in motion”. Certifications and individuals that advocate specific settings and positions will often find themselves wrong, and worse, lead others astray or toward injury. However, I’m comforted knowing that all of us at ICI/Pro default to knowledge. Doing something right requires understanding, where following rules…not so much.
Originally posted 2011-12-29 12:36:14.
by Tom Scotto | Feb 23, 2012 | Master Instructor Blog
I love evolving. It is exciting to realize that you can and have changed for the better. I can remember like it was yesterday, the first time my knuckles stopped dragging on the floor. Seriously though, one of the areas I have evolved in is music. Not so much the type of music I like, but rather the variety of music I like to use.
From Pre-Class to In-Class Music
Maybe this has happened to you — While browsing iTunes you find this perfect song. The rhythms are so cool and hip (although saying “hip” may not be cool). You’re already imaging how you are going to use this song in your upcoming playlist. You click the “Buy” button and wait in anticipation for the progress bar to make its way to the right so you can get the full dose of this inspirational new song. However, approximately 2 minutes into the music, everything goes silent….then weird sounds….some dude singing opera….a mysterious sound…..(2 minutes later) the beat kicks back in. Utterly disappointed and heart broken, you file the song into some obscure folder and mourn the lost of $1.99.
I’ve got a number of pre-class music playlists that I rotate from week to week. These are the tunes I play before class begins. I also have post-class playlists (for…well…after class) that include a variety of mellow cool-down music. These playlists are where I dump all of the songs I download that fall into the above scenario. However, I’m now finding myself going back into my pre-class music playlists thinking, “wow, this is a cool tune, I can use this.” The song then graduates out of the folder of misfit tunes.
Insert Some Drama
I’ve been drawn more and more to the songs with the weird interludes (or the funky non-rhythmic sections). These seemingly non-musical, awkward sounding sections provide a great backdrop for some drama. There are usually less instruments and a lot of space to talk, so it is perfect for building up the suspense for what is to come. Sometimes I will tell a short story about something we believe we couldn’t do and then when the actual music kicks back in — WE GO FOR IT!
Depending on the song, I’ve found these tunes to be great for 2-3 minute intervals. We’ll work hard until the music goes wack and then use the bizarre musical backdrop for a short bit of recovery before going at it again. It’s a lot of fun, particularly when you time it just right.
What I Hated I Now Love
I find it ironic that the reason I didn’t like certain music is now the driving force for using it. It is also nice to know that we can continue to grow as instructors and coaches. Growth in this way may be from building a better cueing vocabulary or becoming more confident or both. Obviously one helps the other.
So give it a go. Dig back to wherever you hid those lonely rejected songs and see if you find that your horizons have expanded and…just maybe… you are ready for some drama.
by Tom Scotto | Feb 2, 2012 | Master Instructor Blog
As an athletic coach, nothing bothers me….OK, “ticks me off” more than when legitimate methods of training are misused. It blatantly demonstrates a lack of knowledge and professionalism. Unfortunately, this tendency is rampant in the fitness industry, which has thus spilled over into indoor cycling.
Professor Izumi Tabata — You are the Man!
Now before you think I’m against Tabata training, I’m not. I think it is an amazing protocol, which was put forth with sound research. Basically, Professor Izumi Tabata performed studies where bouts of short, high intensity training was followed by short periods of recovery and repeated 8 times. In an interview with Professor Tabata, he laughs as he openly admits that the credit for the protocol goes to Japanese speed skating coach, Mr. Irisawa Koichi. Professor Tabata was simply asked to analyze the effectiveness of Mr. Irisawa’s training regiment.
The official, researched protocol is: 20 Seconds of intense work followed by 10 seconds of rest repeated 8 times.
Let’s Beat Everyone To a Pulp Mentality
When the Tabata protocol was released into the public, fitness “professionals” began drooling and scheming with big smiles on their faces as they imagined people flailing away to utter exhaustion praising their names as the greatest trainers on earth just before limp bodies hit the ground. Professor Tabata stated in his interview “This means that, excluding the warming up and cooling down, the exercise can be completed in only 4 minutes if repeated 8 times, more than enough to make even a fit person exhausted”. So what does the fitness industry do?… THEY MAKE AN ENTIRE 60-MINUTE TABATA CLASS!!!!! Total insanity. It is the “more is better — bigger is badder” approach, which is void of both science and proper regard for safety.
Group Fitness Hell
Here is another quote from Professor Tabata: “Such high-intensity exercise is exhausting, so it’s not good for those simply interested in general promotion of their health.” I’m trying to figure out how this statement translates into building Tabata-based group fitness and indoor cycling classes consisting of such a wide age and fitness-level demographic. At least if you’re working with a single individual, you can monitor their response to the training and adjust accordingly. With classes upwards of 20+ people, this is impossible and irresponsible.
Tom, Calm Down — What’s Going On?
I’ve been in numerous conversations in recent months where indoor cycling instructors are throwing around Tabata training like salt at McDonalds. They add it to everything with little to no regard for the focus of the class or the benefit to those participating. Here are two examples:
(1) I’m helping a group of indoor cycling instructors create a ride profile. We had decided that the focus was going to be on moderate, long climbs since it was early in the year and they wanted to help riders increase their muscular endurance. We had designed a nice ride profile with 3 long climbs, but as we looked at the timing, we were short about 3 minutes. Before I was able to suggest we adjust the length of one of the climbs or decent (recovery), one instructor said we could throw in some Tabata. WHAT?!?!? We’re in the &$*W$ mountains on a long climb in the early part of the year and you want to “throw it” some high intensity intervals?!?!
(2) I just finished a ride that concluded with a 25-minute steady-state effort targeting Zone 3 (~75% perceived exertion). It was tough and people were definitely feeling it at the end. After we completed the stretch and people were exiting the room, one rider was still on the bike working hard. As I approached the rider, who is a seasoned fitness instructor, they told me how much they like the class. They continued to say that it would have been nice to end the class stronger with some Tabata training. I smiled and packed up.
A License to Kill
Training methods and protocols like Tabata are legitimate and effective ways to train in the appropriate environment. Let’s make sure we are doing our homework as fitness professionals and demonstrating the responsibility we have with those that will follow our example and passion. Indoor cycling instructors have unfortunately used Tabata training, in particular, as a license to throw high-intensity into their classes whenever they want. “Oh, I’m just doing some Tabata Training”.
For those of use who have taken the time to study, research and design classes built on sound training science, we see right through the smoke screen.
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Here is the link to the interview with Professor Izumi Tabata – http://www.ritsumei.ac.jp/eng/html/research/areas/feat-researchers/interview/izumi_t.html/
by Tom Scotto | Dec 8, 2011 | Master Instructor Blog
Some may say I’m all work and no fun. Oh, come on! What can be more fun than final exams?
Although this time of year is loaded with holiday parties and a time to take a well-deserved break from training structure, it is also a great time to determine our conditioning before we begin the upcoming year.
We want to be more than just a weekly class to our riders, but rather part of their overall training and fitness solution. In order to do that, we must be able to give them guidance and suggestions as they set goals for next year. Any good coach or trainer knows that where a person is starting is just as important as what they are trying to achieve. Part of the reason for testing is to set a benchmark so we can track progress. Also, putting ourselves to the test often reveals our strengths and weaknesses. So bring on the testing, the learning and the fun.
Pick a Test or Take them All
There are four tests I like to throw at my riders at the end of the year. You can decide to subject them to just one or all 4, just not at the same time. During the last few weeks of the year, I’ll announce that the remaining classes are going to be very challenging (they like that), and that we are going to put their aerobic ability, leg speed, muscular strength and sustainable power to the test.
SIDE NOTE: If you were planning on taking a periodized approach to next year (read my earlier article), providing an end of year test is a way of showing your commitment to the plan. It transforms you from a mere instructor to a coach who knows the correct way to train and prepare people for success.
Create an Event and Have some Fun
Really, you can have some fun with this. I recommended giving your class at least a week’s notice that an end-of-year test is coming. Couple it with a little holiday get-together. Work hard and then have some fun celebrating after class.
Also, make sure you have the tools you need before selecting your test. Obviously you will need bikes that measure watts to conduct a sustainable power challenge. Targeting a consistent power can also be helpful during long muscular strength efforts, but choosing climbs of varying length can also work. Bikes that display cadence are useful for leg speed tests, but music set to specific tempos can also keep riders on track. And finally, heart rate monitors are best when putting one’s cardiovascular system to the task.
This may prove to be the perfect time to get your riders using a heart rate monitor. For example, take the time to explain the benefits of using heart rate when riding and training and how it will be a part of your class next year. Give riders a heads-up that you will be conducting a threshold test next week and that a heart rate monitor will help them track their results and allow them to start incorporating training zones. If your club sells heart rate monitors, even better! Get some information about the models they sell and ask to have one that you could display during class.
Repeatable Results
Once you created the class profile that will put your riders to the test, don’t throw it away. Instead, I recommend pulling it out every 5 to 6 weeks to allow your riders to retake the challenge. It will give them something to train for while providing a way to demonstrate improvement in their fitness.
I need to jump in here and say Thank You Tom! for committing to provide your valuable incites and knowledge through all of 2012! – John
