Field-derived values for aerodynamic drag area can be equivalent to values derived from wind tunnel testing, and these values can be used to accurately predict speed even during maximal-power acceleration by world-class sprint cyclists. This model could be useful for assessing aerodynamic issues and for predicting how subtle changes in riding position, mass, or power output will influence cycling speed.
Performance models provide an opportunity to examine cycling in a broad parameter space. Variables used to drive such models have traditionally been measured in the laboratory. The assumption, however, that maximal laboratory power is similar to field power has received limited attention. The purpose of the study was to compare the maximal torque- and power-pedaling rate relationships during "all-out" sprints performed on laboratory ergometers and on moving bicycles with elite cyclists. Over a 3-day period, seven male (mean +/- SD; 180.0 +/- 3.0 cm; 86.2 +/- 6.1 kg) elite track cyclists completed two maximal 6 s cycle ergometer trials and two 65 m sprints on a moving bicycle; calibrated SRM powermeters were used and data were analyzed per revolution to establish torque- and power-pedaling rate relationships, maximum power, maximum torque and maximum pedaling rate. The inertial load of our laboratory test was (37.16 +/- 0.37 kg m(2)), approximately half as large as the field trials (69.7 +/- 3.8 kg m(2)). There were no statistically significant differences between laboratory and field maximum power (1791 +/- 169; 1792 +/- 156 W; P = 0.863), optimal pedaling rate (128 +/- 7; 129 +/- 9 rpm; P = 0.863), torque-pedaling rate linear regression slope (-1.040 +/- 0.09; -1.035 +/- 0.10; P = 0.891) and maximum torque (266 +/- 20; 266 +/- 13 Nm; P = 0.840), respectively. Similar torque- and power-pedaling rate relationships were demonstrated in laboratory and field settings. The findings suggest that maximal laboratory data may provide an accurate means of modeling cycling performance.
We sought to determine whether improved cycling performance following 'Live High-Train Low' (LHTL) occurs if increases in haemoglobin mass (Hb(mass)) are prevented via periodic phlebotomy during hypoxic exposure. Eleven, highly trained, female cyclists completed 26 nights of simulated LHTL (16 h day(-1), 3000 m). Hb(mass) was determined in quadruplicate before LHTL and in duplicate weekly thereafter. After 14 nights, cyclists were pair-matched, based on their Hb(mass) response (ΔHb(mass)) from baseline, to form a response group (Response, n = 5) in which Hb(mass) was free to adapt, and a Clamp group (Clamp, n = 6) in which ΔHb(mass) was negated via weekly phlebotomy. All cyclists were blinded to the blood volume removed. Cycling performance was assessed in duplicate before and after LHTL using a maximal 4-min effort (MMP(4min)) followed by a ride time to exhaustion test at peak power output (T (lim)). VO(2peak) was established during the MMP(4min). Following LHTL, Hb(mass) increased in Response (mean ± SD, 5.5 ± 2.9%). Due to repeated phlebotomy, there was no ΔHb(mass) in Clamp (-0.4 ± 0.6%). VO(2peak) increased in Response (3.5 ± 2.3%) but not in Clamp (0.3 ± 2.6%). MMP(4min) improved in both the groups (Response 4.5 ± 1.1%, Clamp 3.6 ± 1.4%) and was not different between groups (p = 0.58). T (lim) increased only in Response, with Clamp substantially worse than Response (-37.6%; 90% CL -58.9 to -5.0, p = 0.07). Our novel findings, showing an ~4% increase in MMP(4min) despite blocking an ~5% increase in Hb(mass), suggest that accelerated erythropoiesis is not the sole mechanism by which LHTL improves performance. However, increases in Hb(mass) appear to influence the aerobic contribution to high-intensity exercise which may be important for subsequent high-intensity efforts.
The aims of this study were to describe normative values and seasonal variation of body composition in female cyclists comparing female road and track endurance cyclists, and to validate the use of anthropometry to monitor lean mass changes. Anthropometric profiles (seven site skinfolds) were measured over 16 years from 126 female cyclists. Lean mass index (LMI) was calculated as body weight × skinfolds(-x). The exponent (x) was calculated as the slope of the natural logarithm of body weight and skinfolds. Percentage changes in LMI were compared to lean mass changes measured using dual-energy X-ray absorptiometry (DXA) in a subset of 25 road cyclists. Compared to sub-elite and elite cyclists, world class cyclists were (mean [95% CI]) 1.18 kg [0.46, 1.90] and 0.60 kg [0.05, 1.15] lighter and had skinfolds that were 7.4 mm [3.8, 11.0] and 4.6 mm [1.8, 7.4] lower, respectively. Body weight (0.41 kg [0.04, 0.77]) and skinfolds (4.0 mm [2.1, 6.0]) were higher in the off-season compared to the early-season. World class female road cyclists had lower body weight (6.04 kg [2.73, 9.35]) and skinfolds (11.5 mm [1.1, 21.9]) than track endurance cyclists. LMI (mean exponent 0.15 [0.13, 0.18]) explained 87% of the variance in DXA lean mass. In conclusion, higher performing female cyclists were lighter and leaner than their less successful peers, road cyclists were lighter and leaner than track endurance cyclists, and weight and skinfolds were lowest early in the season. LMI appears to be a reasonably valid tool for monitoring lean mass changes.
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