სიახლე პორტალზე MyVelo.Ge

პორტალზე სიახლეა, როგორც გპირდებოდით გაიხსნა თამაშების გვერდი

ონლან თააშები საკმაოდ მოსახერხებელი რამაა: არ ჭირდება ჩატვირთვა, ჩაწერა, ინსტალაცია და რაც მთავარია, მუდამ იცი სად გეგულება სასურველი და საყვარელი თამაში

შევეცადეთ ყველა კატეგორის გეიმერებისათვის და თანაც ველო–მოყვარული გეიმერებისათვის შეგვერჩია თამაშები.

საოცრად სახალისოაააა, მოასწრო  რაც შეიძლება მეტი Cycling Kiss, ვიდრე ცნობისმოყვარე მეზობლების მხედველობის არეში მოხვდები

Bike Tricks გაგაჩნია მიზანი და შეზღუდული ხარ დროში, გადადიხარ სხვადასხვა სირთულის დონეებს, მოკლედ არ მოიწყენთ

ბარბი აქაც საუკეთესოა, ისევე როგორც ყველაფერში Barbie Bike Stylin Ride

უჩვეულოდ მარტივი და   შეჯიბრის ჟინით სავსე  Bicycle Tower Cycling Race გაერთე

გამოცადე თავი   Time Trial Racer

საყვარელი ანიტაა,  ზედხედში აკვირდები მის მანევრებს ტრეკზე  Anitas Cycle Racing

Mountain Bike, ბუნებასთან შერწყმული და უამრავი შესაძლებლობებით დატვირთული

Maria and Sofia Go Biking სუუულ პატარა ველომოყვარული მანდილოსნებისათვისაც იზრუნა

MyVelo.Ge –ს ადმინისტრაციამ.

გიყვარს მძაფრი შეგრძნებები და BMX? ეს თამაში შენთვისაა, ითამაშე BMX Master

მოსინჯე ძალები Downhill Mayhem –ში

BMX –ელებო ველო რომელიც  ყველა შენთვის სასურველ მოძრაობას აკეთებს BMX Park

 

ალექსის ველო თავგადასავლები  Alex Trax

 

სასაცილო და სახალისო  Sik Trix BMX

სხვადასხვა სირთულის დონეები BMX Extreme –ალებისათვის

სახალისო და საინტერესო  Mountain Bike

MyVelo.Ge-ს გუნდი მოხარული იქნება თუკი მოგეწონებათ ჩვენი შერჩეული თამაშები და ასეთივე დიდი ენთუზიაზმით დავდებთ თქვენს მიერ შეთავაზებულ სიახლეებსაც, მთავარია იაქტიურეთ და თქვენს  ყველა სასურველ თამაშს იხილავთ პორტალზე.

მცირე კომენტარი მინდა გავაკეთო:

სულ ახლახანს გათიშული უცხოური

ინტერნეტ–საიტების გამო სულ არ შემქმნია

დისკომფორტი,  პორტალზე  ვთამაშობდი

ყველა თამაშს თანმიმდევრობით 🙂

Elite E-motion rollers

Clever floating subframe design lends more natural feel and safe training

Elite’s E-motion rollers are far easier to ride than standard rollers thanks to their clever sliding sub-frame. Unlike with traditional rollers that can potentially spit you out the front or back if you have an overly rough pedal stroke, the E-motion’s built-in movement effectively cancels out the weight shifts and helps keep you safely centered over the drums.

That slight movement – the total fore-aft range is about 18cm – makes for a much more natural and fluid feel than fully fixed rollers, too. If you’ve never tried the concept, it’s a legitimate game changer.

Additional security comes from the flared drum ends and the twin urethane wheels sitting at the edges of the front wheel. Elite has used this so-called ‘parabolic’ drum shape for a while now but it was still easy enough to ride up and over them on earlier models if you weren’t paying attention (search around on YouTube if you fancy a bit of entertainment).

With the E-motion’s additional lateral wheels, though, you can veer all the way to the edge of the drums and bounce your front wheel right off without falling over as long as you’re not swerving too erratically. In practice, we eventually learned that you can hit the bumpers surprisingly hard, too, with only a startling buzz to warn that you need to alter course.

Elite has also fitted the E-motion with an integrated and quiet three-step magnetic resistance unit. There’s no remote function and the magnetic system feels artificially linear as opposed to a fluid or fan setup’s more progressive curve but for riders seeking an all-in-one option just to help maintain their on-season fitness, it’s a good thing to see. In addition, the three positions offer up a reasonable wide range, from nearly zero load for easy spins and pedal stroke drills to moderate levels of drag for hard tempo workouts.

Getting started on the E-motion is easier than usual, too. The concentric dual-frame designs yields a refreshingly wide platform on which you can rest your feet, plus the whole setup sits low to the ground. That doubled up architecture does result in a big 60x180cm footprint and a non-folding frame so be sure you’ve got the storage room (and space in the car) before plunking down the credit card. There are no adjustable feet, either, so you’ll need to use wedges if you’ve got an old house with uneven floors.

Taken in total, the E-motion’s security features allowed us to do some usefully intense efforts – something that’s often tough to do on regular rollers – and we even tackled moderate out-of-saddle sprint drills with far less worry than usual. However, we still favor stationary trainers for hard workouts and as with most any roller, you still have to have a reasonably smooth pedal stroke to extract the most benefit.

Deja vu?

US readers in particular may think they’ve seen this before and rightfully so as Elite licenses the floating cradle design from Inside Ride.

“Elite has licensed our technology, but is making their own version of the rollers and using the E-motion name as well,” said Inside Ride’s Larry Papadopoulos. “We found it too expensive to sell ours overseas and neither party felt it was wise to compete for the same customers, so as part of the licensing agreement, we serve North America and they serve Europe and the rest of the globe.”

The only issue is that in tweaking the design for mass production, Elite has also filtered out some of the benefits of the original.

The Inside Ride version includes two supplemental full-width drums that further cradle the rear wheel. Out-of-saddle sprints are admittedly possible on both versions but we found you have to be smoother in the initial jump to keep from shooting off of the Elite – which can and will happen, as we discovered – whereas on the Inside Ride you can genuinely unleash to your heart’s content with truly remarkable security.

Elite contends the extra rollers aren’t necessary but we disagree. True, they’re not absolutely necessary but their omission takes a good chunk of the magic away from the floating frame design.

“The two rollers surrounding the back wheel have not been included because, although psychologically they have a value, they are not essential,” said Elite’s Marta Segato. “Tests have been performed with numerous cyclists of different levels and the American inventor himself agreed that actually these are not essential.”

We also found the Inside Ride version to just feel much more like really riding on the road with its smoother-moving cradle, built-in flywheel, and lathe-turned drums. In comparison, the Elite E-motion is a little jerkier, has almost no inertia, and there’s a bit more vibration.

“The flywheel was not included because the feedback from our testers was that they didn’t perceive a significant advantage,” Segato continued. “The roundness of a lathe-turned drum is undoubtedly more precise. Nevertheless, in our product we can guarantee the tolerance on the roundness is very close to a lathe-turned drum. Furthermore, we can guarantee an excellent balance of the drum because our drum has a consistent thickness, while in a cylinder obtained from extrusion, then lathe-turned, this is not possible.”

A good choice but we’d rather have the real thing

Unfortunately, the altered design doesn’t carry a substantially lowered price tag, either, with the decidedly nicer Inside Ride version carrying a premium retail price of US$850 – Elite’s version is actually even more expensive at €749. While the floating cradle feature inarguably lends the Elites a notable advantage over fixed-position rollers, we’d still rather have the real thing.

Mavic Zxellium Ultimate road shoes

Fairly light and stiff but a funky fit and far too expensive

The bottoms of Mavic’s flagship Zxellium Ultimate road shoes are emblazoned with the fancy-sounding names of no fewer than eight separately identified features. The combination yields a good shoe overall but one that’s saddled with a somewhat disjointed fit and a feel that will be overly stiff for most users.

Add in the extraordinary US$449.95 asking price and it’s tough for us to recommend the Zxellium Ultimate shoes for anyone but the most diehard Mavic fans.

Features galore

To Mavic’s credit, there are a lot of promising concepts at work here. The semi-rigid Energy Frame+ exoskeleton and ratcheting main buckle provide a secure and supportive fit around the base of the foot. Add in the Energy Lock external carbon fibre add-on that pinches around the sides of your heel, the deep heel cup, the densely padded wraparound tongue, and the 5.5mm-thin full-length carbon outsole and the result is an impressively solid hold and efficient power transfer.

Mavic supplements this system with its unique Ergo Strap SL forefoot straps, which sub in Kevlar cords and alloy guides in place of a traditional wide-format straps and D-rings. According to Mavic, the thinner cords are easier to tighten, don’t take a set like folded-over straps, plus offer better ventilation. We honestly didn’t notice any of those benefits during testing but the adjustable length (along with the two-position main buckle) does conveniently accommodate riders with varying arch heights and foot volumes.

Speaking of ventilation, the uppers are laced with generous amounts of mesh that would normally suggest plentiful airflow. But in reality, that mesh is dual-layered and backed with a much more densely woven material that doesn’t let as much cooling air through as we’d like (unlike the single-layer mesh is Mavic’s far airier but less supportive Huez model). While this was a pleasant surprise for mid-autumn training – no booties needed – we suspect these shoes might be uncomfortably warm come summer.

That dual-layer mesh also gives the Zxellium Ultimate uppers a rather stiff feel in general, especially when combined with the additional layer of more supportive material bonded on top of it. That lack of suppleness isn’t a deal breaker in and of itself as we’ve been happy with plenty of high-end shoes with fairly stiff uppers but the Zxellium Ultimate’s overly tapered and narrow toe box doesn’t help matters; there’s no heat-mouldable feature to help tune the fit if the last doesn’t perfectly suit you out of the box.

Mavic says this stiff feel was intentional, though.

“Zxellium Ultimate was introduced as a response to those that actually prefer a more robust, unyielding upper,” Mavic communications manager Zack Vestal told us. “Professional racers and more powerful riders had in fact requested from Mavic a shoe that had less ‘give’ in the upper compared to the original Zxellium. So they’re intentionally built to be more substantial and stiffer in the upper than our other, original shoe options.”

Riders with sensitive arches will also note the near-total lack of arch support in either the carbon outsole or multi-density insole. It’s no worse than Sidi though, and at least in this case there’s enough volume in the last to more easily accommodate an aftermarket insole with more support if needed.

Finally, there’s that exorbitant US$449.95 asking price, which puts it on par with Sidi’s highly refined Genius 6.6 but well over Specialized’s superb S-Works model or even heat mouldable options from Shimano and Bont. While the Mavic Zxellium Ultimate shoes are pretty good, there simply are too many better options out there for less money, including models in the company’s own catalogue.

Alternatively, the standard Zxellium offers a softer and more supple feel – but also less support – at a less offensive US$299.95, while the ultralight Huez model is far more airy for US$399.95. While we applaude Mavic’s decision to offer different types of feel to its consumers, we wish the stiffer-feeling option didn’t come at such an extreme price premium.

 

Zipp 404 Carbon Clincher

Impeccably fast high-speed cruisers for smooth roads and the glue-averse

Zipp’s new 58mm-deep Firecrest rim profile admittedly takes a while to get used to, what with its unusually fat width, nearly board-flat sides, and decidedly blunt nose but when out on the open road the only thing you’re likely to think about is, ‘holy crap, I’m flying!’

We don’t say that lightly, either – after having ridden countless other sets of aero profiled wheels of both shallower and deeper dimension, the new 404 shape genuinely does feel quicker than comparably sized wheels at typical cruising rates of around 32km/h (20mph) – and even many wheels we’ve tried using a much taller cross-section. Those differences only become more obvious at more time trial-appropriate speeds of 50km/h (31mph) or more, especially in comparison to older designs with narrower and/or more V-shaped profiles.

During one memorable instance on a familiar, fast and slightly negative grade, we actually had to sit bolt upright and feather the brakes to avoid overtaking a similarly-sized rider that was well up the road and clearly pedaling like mad. If flat land speed is what you’re after, these are clearly a good way to get it.

So, if your ultimate goal is flat-out speed and you’re not interested in tubulars, there’s a lot to like with Zipp’s new 404 Carbon Clincher – they’re fast with a big, fat, capital ‘F’ and offer handling stability in crosswinds unmatched by other aero wheels we’ve used.

But you won’t see these wheels under a ProTour rider anytime soon; drawbacks such as the stiff ride, so-so weight and high inertia (for a pure race wheel), screaming brakes, and high price tag (for the rest of us) are tough to ignore.

Shocking cross-wind performance and other highlights

Straight-line speed in calm conditions is one thing but the 404’s remarkably composed personality in crosswinds flat-out shocked us. One popular section of pavement around our Boulder, Colorado office is renowned for violent crosswinds as you head out of town but even in strong gusts clocked at well over 50km/h (31mph) that would normally find us death-gripping the bars – and still getting knocked off-line – we found the front end refreshingly easy to control and with a feel more akin to shallow-section wheels.

We had the same experience while bombing in a full tuck down one of the local canyons in unpredictably swirling winds, too. In addition to being admirably stable in those conditions, overall handling is predictably rock-solid and confidently surefooted in hard corners thanks to impressive lateral rigidity – feel free to go just that little bit faster or lean it over just that little bit further and these wheels will likely pull you through safely.

Braking performance coming down from those speeds is good with the included Zipp blocks. Initial bite is suitably strong and confident – especially for a carbon rim – and that power is easy to modulate with no unsettling grabbiness or pulsing. Zipp is also keen to point out the higher heat capacity of its new composite system – a critical feature as tire bead softening is a known Achilles’ heel for carbon clinchers, especially for riders that live in mountainous regions.

“The 404 Carbon Clincher has the highest temperature capacity of any carbon clincher ever tested,” Zipp technical director Josh Poertner told us. “That was the goal of our multi-year project, and nobody else even comes close at this point.

The picture below shows how evenly the temperature distribution is, as well as the ability of the rim to shed heat – notice the difference between the portion of the brake track leaving the pad vs. what is entering from the backside. This test is done in still air to ensure the minimal amount of convective cooling possible and we still manage to shed over 150 degrees in a single revolution in still air.”

 

Indeed, in our test the 404s have proven to admirably maintain their structural integrity under high heat conditions with no disconcerting thumping under continuous braking – a telltale indicator that the bead hooks are giving way. But despite Zipp’s claims, the rims still don’t dissipate heat as well as we’d like, and certainly still not as well as an aluminum hoop.

The 404’s rim-and-pad system gets hot very quickly on long descents or when forced to scrub a lot of speed and even single-run downhill panic stops from 40km/h (25mph) consistently produced measured tyre pressure increases of 3-5psi – enough to affect handling for riders that are sensitive enough to that sort of thing and something we didn’t notice when we tested Easton’s EC90 SL.

Great, but not perfect

Unfortunately, that heat build-up also brought with it a disconcerting burning smell, a high-pitched shriek from the carbon-specific Zipp Tangente cork pads, and a bit of fade. Interestingly, Zipp’s new 404 is one of the few carbon rims we’ve used in recent memory where braking performance was worse when we used our normally benchmark SwissStop yellow pads – they bit much less aggressively and squealed even more.

Getting up to the realms where you can really enjoy the 404’s benefits isn’t quite as rosy an experience as we’d hoped, either. Under hard acceleration efforts like from a standstill or just when punching it to close a gap or for sprints, the 404s simply don’t produce the sensation of shooting forward like many people would expect of a wheelset costing US$2,700.

Weight – or more specifically, inertia – seems to be the culprit here. Actual rim weight is just over 500g and while that’s not necessarily heavy per se, all that mass is concentrated at the outer edge of the wheels where they have the most effect.

Say what you will about the debated effects of wheel weight on overall acceleration – we know it’s a small percentage of the total bike-plus-rider mass – but it’s still a noticeable difference nonetheless. It’s not likely to be an issue for more constant-velocity events like time trials and flatter road stages where that added inertia can actually help maintain speed but the 404 Carbon Clincher probably wouldn’t be our first choice for a criterium with its frequent accelerations.

Ride quality leaves something to be desired, too, with a stiff ride on bad road surfaces despite our relatively supple 23mm-wide Continental GP4000 reference tires.

“Whereas with the 303 the entire rim shape and layup was designed around vertical compliance, the deeper 404 has to balance the desire for vertical compliance with the need to keep the rim section from flexing within the section,” Poertner explained. “In net terms, the 404 is slightly stiffer laterally than the 303, and about 20 percent less compliant vertically but still more than 250 percent the vertical compliance of a V-shaped rim of similar depth.”

Poertner also insists that in-house testing has shown wider tire beds in general to require lower inflation pressures to achieve comparable compliance numbers. “In the lab we find you need to reduce pressure 4-6 psi on the 16.25mm bead to achieve similar radial compliance as the same tyre on a 15mm bead,” he said.

In all fairness, the rim weight is inline with similarly-sized carbon clincher competitors, especially considering the Firecrest shape’s abundant surface area. Plus, clincher rims that are significantly lighter or offer a smoother ride – whether they be carbon or aluminum – are apt to be substantially shallower and include fewer aero benefits.

Even so, if wheel weight and inertia are among your list of concerns, the 500g+ figure has to be taken into consideration – especially when the similarly shaped 404 tubular is nearly 300g lighter, not to mention US$400 cheaper.

According to Zipp, the 404 Carbon Clincher’s new composite system was specifically designed to withstand high heat – the most common mode of failure for full carbon clincher rim beads.

 

Track World Championships make for five busy days in Apeldoorn

Top contenders gear up for 2012 Olympic Games

By:Cycling News

The 2011 UCI Track World Championships get underway on March 23 at the Omnisport Apeldoorn in the Netherlands with a heavy five-day schedule which encompasses all of the sport’s events, including those not on the Olympic programme for 2012.

As nations from around the globe gear up for the London Olympic Games next year, there will be plenty of attention paid to the opening event of this year’s championships, the men’s team pursuit. With Great Britain lacking Olympians Geraint Thomas and Bradley Wiggins due to conflicts with the road season, the British will have their work cut out to defeat their rivals from Australia.

The event is not only the world championship, but also important toward qualifying places in the London 2012 Games.

Opening day also sees the finals of the men’s team sprint, where World Cup winners France have dominated all season leaving Great Britain’s team, led by Sir Chris Hoy, to do some catching up.

The men also contest the scratch race on day 1, while the 500m time trial and points race serve to kick off proceedings for the women.

Team pursuit and sprint events for the women follow on the next day, where World Cup winners New Zealand will likely battle fellow Anglophones Australia and Great Britain for the gold in the pursuit, while China, Australia, Great Britain and France are top contenders on the sprint.

World record holder Jack Bobridge will step into the spotlight to fight for the men’s individual pursuit on day 2. In the absence of last year’s champion Taylor Phinney (USA), the main competition should come from Jesse Sergent (New Zealand). The sprinters also get underway with qualifying rounds on day 2.

Three-time world champion Sarah Hammer will defend her crown and world record in the women’s individual pursuit on Friday, pitting herself against Alison Shanks (New Zealand) and Wendy Houvenaghel (Great Britain), while the female sprinters begin their competition. Victoria Pendleton will seek her sixth crown in the event, but faces increasingly strong competition from China’s Shuang Guo and Australian Anna Meares.

The men’s omnium also gets underway on Friday, and the finals of the men’s points race will see Australian Cameron Meyer try for a third consecutive title in the event. The big men will vie for the gold in the sprint final, where World Cup winner and flying lap world record holder Kevin Sireau (France) will look to finally win his first individual sprint title.

Racing heats up on Saturday with the men’s omnium finishing up as the women begin their five-race series. American Sarah Hammer is the odds-on favourite for the gold in the event, but with strong endurance riders like Kirsten Wild (Netherlands) and Canadian Tara Whitten and the randomness of two mass-start events in the mix, anything can happen.

The busy weekend schedule also sees the women’s sprint heats and scratch race on Saturday, as well as the men’s keirin.

On Sunday, racing wraps up with the conclusion of the women’s omnium, the men’s kilometre and the men’s Madison, where Australians Leigh Howard and Cameron Meyer will seek to defend their title.

 

 

 

პირველი ქართული ბი–თუ–ბი ველო–პორტალის MyVelo.Ge გზამკვლევი

ჩვენ აქ ვართ, თქვენს გვერდით და თქვენს სამსახურში 🙂

 

დღეს “მემბერ“–ის პერსონალურ  საიტს “დავზვერავთ”  თქვენთან ერთად, შემდგომში კი სხვა დანარჩენებს

აი ისიც, ადგილი რომელიც ყველა სახის ველო-ტრანსპორტით და მათი აქსესუარებით მოვაჭრეებისთვის არის  განკუთვნილი, თქვენს განკარგულებაშია მაღალტექნოლოგიური მარკეტინგული ინსტრუმენტების გამოყენებით შექმნილი თანამედროვე სავაჭრო ვირტუალური სივრცე

ასე გამოიყურება  მემბერის საიტი

 

რა ინფორმაცია დევს  “ტრანსპორტი“–ს გვერდზე?

აქ, გარდა ოთხი უფასო ფოტოსა და მოკლე ტექსტური ჩანართისა, ველოს დეტალური მახასიათებლების განთავსებაა შესაძლებელი , როგორც ხედავთ ინფორმაცია საკმაოდ ამომწურავია 🙂

რა ხდება “ნაწილები“–ს გვერდზე?

აქ ფოტოების, ტექსტური ჩანართისა და მოკლე მახასიათებლების ის ოპტიმალური მოდელია, რომელიც აბსოლიტურად ამომწურავი ინფორმაციის მიწოდების შესაძლებლობას იძლევა

“აქსესუარები“–ს გვერდიც საკმაოდ ლაკონურად და ოპტიმალურადაა შედგენილი

თქვენს განსაკუთრებულ ყურადღებას საჭიროებს მარცხენა სვეტზე არსებული “რეიტინგისა და კომენტარები“–ს განყოფილება. აქ პორტალის სტუმარს პირდაპირ პორტალზე ეძლევა შესაძლებლობა მოიწონოს ან დაიწუნოს ესა თუ ის პროდუქცია, გამოთქვას  სურვილები თუ შეკითხვები, დაეკონტაქტოს უშუალოდ კომპანიას

რაც შეეხება დაკონტაქტებას, ტრადიციული საკონტაქტო რეკვიზიტების გარდა “პოტენციურ მყიდველებს” ეძლევათ შესაძლებლობა იმეილით ან სკაიპით მიმართოთ კომპანიის წარმომადგენლებს, თუ რაღათქმაუნდა ასეთები მითითებული ექნებათ საკუთარი საიტის შექმნისას ჩვენს ძვირფას “მემბერ”–ებს 🙂

აქვე მინდა “ორი სიტყვა”  გითხრათ პორტალის სერვისების შესახებ: პორტალზე რეგისტრაცია უფასოა, ყველა მსურველს ეძლევა შესაძლებლობა განსაკუთრებული ძალისხმევის გარეშე გაიაროს რეგისტრაცია და განათავსოს თავისი პროდუქცია. დამატებითი მომსახურების მიღების სურვილის შემხვევაში თქვენ შეგიძლიათ გახდეთ ჩვენი VIP წევრი, ამის თაობაზე დეტალური პირობების მისაღებად უნდა დაგვიკავშირდეთ promo@myvelo.ge იმეილზე, სასტარტო ინფორმაციას კი აქ იხილავთ:

ორ სიტყვაზე მეტი გამომივიდა, მაგრამ  მომიტევებთ იმედია 🙂

პორტალის უნიკალური “საძიებო სისტემის”  შესახებაც გეტყვით, გარდა იმისა, რომ მაქსიმალურად გათვალისწინებულია “ბუნებაში” არსებული ველოს ყველა მოდელი და კატეგორია, ერთ პუნქტზე მინდა გავამახვილო თქვენი ყურადღება: თქვენი სხეულის სიმაღლის შეყვანისას “სერჩი”ამოგიგდებთ თქვენთვის მორგებულ ველოს მოდელს 🙂

პორტალის სხვა შესაძლებლობებისა და სიახლეების შესახებ პერიოდულად მოგაწვდით ხოლმე ინფორმაციას, მუდამ თქვენს სამსახურში  MyVelo.Ge–ს ადმინისტრაცია 🙂

Cancellara considers skipping Worlds time trial and aim for the road

 

Leopard Trek rider disappointed with second place in Milan-San Remo

Fabian Cancellara is obsessed with winning the Worlds road title this September in Copenhagen. The Swiss rider has won the time trial title four times, but is considering not riding that race this year in order to concentrate on the road title.

“I just turned thirty,” he told Het Nieuwsblad.“Basically I have five years to win a gold medal.”

The Leopard Trek rider continued, “I definitely want to fill this gap. I shudder at the thought that I could end my career without having ridden a season in the rainbow jersey.”

In order to accomplish that, he is willing to sacrifice the time trial, because it “costs energy” which could be better used a few days later in the road race.

Disappointment in San Remo

Cancellara had hoped to repeat his 2008 victory on Saturday in Milan–San Remo, although he knew it would be virtually impossible to repeat that successful attack. He was obviously disappointed with his second place behind winner Matthew Goss of HTC-Highroad.

“I was here to win,” Cancellara said on the team’s website. “The team rode really well, and I tried to finish that off, but I didn’t succeed. I even tried go alone but everyone was on my wheel.

“In the end, I did one of the best sprints of my life but Goss was unbeatable.”

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Georgian Map

გააზიარე:

25 მარტს იხსნება პირველი ქართული ბი-თუ-ბი ველო-პორტალი.
დამატებითი ინფორმაციისთვის გთხოვთ დაგვიკავშირდეთ ელ. ფოსტაზე: promo@myvelo.ge

Milan-San Remo 2011

Open season at Milan-San Remo

Long list of potential winners for Italian Classic

By:Cycling News

Milan-San Remo is one of most delicately balanced races on the calendar, and there is arguably no other Classic that has such a long list of potential victors. Ostensibly, the largely flat route and fast finale heavily favours the sprinters, but with after seven hours of racing, the famous capi on the approach to San Remo swell from mere ripples to severe obstacles that can be the graveyard of so many sprinters’ ambitions and the Classics stars will have their say too during the 298km race.

Traditionally, sprinters’ names dominate the list of favourites at Milan-San Remo, but this year, no one fast man has stood out above all others. Garmin-Cervélo have a strong triumvirate of potential leaders in Thor Hushovd, Tyler Farrar and Heinrich Haussler, but they will need to have their roles clearly defined in a hectic finale.                  Milan – San Remo winner Oscar

Freire (Rabobank)

Alessandro Petacchi (Lampre-ISD) has tasted glory here before, but after a truncated start to his season, the 298 kilometres may just sap his speed in the finale. Oscar Freire (Rabobank) is bidding for a fourth win, and given his penchant for ripping up the form book seemingly at will, expect him to be a marked man at the finish.

Mark Cavendish (HTC-Highroad) is another man with the capacity to rise to the big occasion. Although he has looked in difficulty at various points this Spring, the 2009 winner has a phenomenal record on the sport’s grandest stages. Other fast finishers chasing glory include Tom Boonen (Quick Step), André Greipel (Omega Pharma-Lotto), Juan José Haedo (Saxo Bank-SunGard), Daniele Bennati (Leopard Trek), Edvald Boasson Hagen (Sky) and Allan Davis (Astana).

Before the finish on the Lungomare Italo Calvino, however, a number of strong men will be looking to have their say. Philippe Gilbert (Omega Pharma-Lotto) has been in ominous form atTirreno-Adriatico, while Filippo Pozzato (Katusha) and Fabian Cancellara (Leopard Trek) have both shown they know how to derail the sprinters’ dreams here. Alessandro Ballan (BMC), Giovanni Visconti (Farnese Vini-Neri), Danilo Di Luca (Katusha) and Damiano Cunego (Lampre-ISD) are also likely to be prominent on the Poggio, as Italy chases a first win La Primavera since Pozzato triumphed in 2006.

The route

Every year, the final plunge to San Remo sees a thrilling pursuit match between the opportunists and the sprinters’ teams, and while that ending can vary year on year, the opening stages follow a set script. Soon after the race leaves Milan, an early break will take its chances in the chilly air on the flat Lombard plain, while the peloton rolls steadily behind.

The pace will only begin to rise once the bunch passes through Campo Ligure and tackles the Passo Turchino around the midway point. While exploits like that of Fausto Coppi in 1946 and Claudio Chiappucci in 1991 are now a distant memory, the climb will nonetheless begin to shuffle the pack. After the Turchino, the riders snake along the Ligurian coast, and after the stiff challenge of Le Manie (204km), the pace will ratchet up accordingly.

It is in the final 50km where the race explodes into life, however, as the capi make their presence felt. Hostilities begin on the Capo Mele, and the Capo Cervo and Capo Berta follow in quick succession. They may only be undulations in the grand scheme of things, but with little time to recover and the pace rising ever higher, more and more riders and deposited out the back.

With 22km to go, the Cipressa will see the favourites begin to make their moves as they scramble for positions at the front ahead of the hallowed Poggio. Coming just 6km from the line, traditionally the first man to the top had every chance of tasting glory in San Remo, but with the sprinters and their teams growing ever stronger, the odds are increasingly stacked against him staying clear. After a breakneck plunge into the town below, there will be a grandstand finish on the promenade named in honour of San Remo’s most famous son, writer Italo Calvino.

Map

 

Gallery