This was a blisteringly hot day - according to Tony's car's thermometer it was 29 degrees (my Garmin registered a maximum of 33 degrees during my ride) - and with a stiff old breeze from the north that greatly exceeded the 7mph draft that was forecast. It was my first outing on the E2/25 for a year or so.Driving out there, it was clear that the conditions were going to be 'interesting', due mostly to the heat, but also the wind. We collected our numbers from the HQ and retired to a lane near the start. Tony was off slightly more than an hour before me, and I found what little shelter I could beside a hedge and waited. After a while I rode up and down the lane, but it was so-o-o-o hot! By the time I rode off to the start, I'd drunk almost everything I'd brought (clearly insufficient!) and eaten a banana as I was feeling a bit hungry. I reached the start line a bit early and waited in the shade of a tree while talking to one of the women riders (I was starting three minutes after the women in the race). Passing riders who'd already finished observed that it was pretty tough on the return leg.The start was pretty straightforward, though I always get nervous when the pusher-off actually pushes me off, as it always feels like I'm going to depart in an unfortunate direction! But everything was OK as I zoomed off down the sliproad onto the A14. The breeze instantly had its effect, and indeed the outward leg was pretty quick all the way. Coming out of the turn, I was caught by #80 for three minutes, then at the bottom of the slip road by #78 for one minute. No-one else passed me, though I did catch some of the women riders.I found the nagging head wind a bit tough, especially on the slight uphill gradients (the course is actually really flat for the most part). I was also getting very thirsty, with what little saliva I could muster gluing my mouth up! So it was something of a relief to see the finish line looming! I finished in 57:02, which isn't too bad given my season so far.After the race, we returned home for home-made pizza and Leffe, which rounded off a hot, sticky and reasonably successful afternoon out.Stats-wise, I spent most of the race at rather a high pulse rate, often in excess of 190bpm. I think this reflected both the temperature and the effort, though the power recorded by the Powertap wheel was rather lower than I'd expected. All these data and more in the Garmin trace! 

One of the main reasons for buying a new tandem was an improvement in transportation. Not, I add, in transporting us and our luggage but in transporting the tandem by car. In the UK it's pretty much impossible to travel by train with a tandem, so each time we plan a cycle tour, we need to allow for getting the tandem to the starting point using our car.

After a few days of really hot and sunny weather, it came as something of a shock to arrive at Astwood on an overcast, cold and windy evening. This event was the annual two-lapper on the Astwood circuit, and I think I was still feeling recent bike rides in my legs. In any event I really suffered in this event, and in particular I found the headwind in the second half of each lap rather more trouble than I should.So, essentially, I went like a bag of spanners, finishing with 51:20 or thereabouts. Not much more to say really!The Garmin trace is here.

This was forecast to be one of the, if not the, hottest days of the year. It was also our first long ride on the new tandem - a 63 mile trip involving some steep gradients, notably the 10% climb of Tram Hill that takes one up to Brill itself and so representing a test of gears and brakes.  The ride itself was something of a shakedown ride, being an opportunity to make sure that the bike was spot on in its setup for both riders - very important, given that the intention is to tour on this bike.

Despite being a rather overcast evening this event saw a good turnout of riders - 21 solos and two tandems, I think. For my part I was feeling a bit tired after some heavy commitments at work and was  a little concerned that my performance would reflect this.I had hoped to get my time for this course down to the mid-23s - which speaks volumes for the state of my 'racing' season thus far! So it was with some apprehension that I lined up to start. To add further concern, the traffic in the lane where we meet seems to have increased substantially since the McDonalds opened for business.The race itself was rather uneventful - the usual caution in negotiating the first roundabout; the desperate attempt to keep a reasonable racing pace on the gentle climb between the secnd and third roundabouts; avoiding the numerous potholes on the dual carriageway. But I felt pretty good on the whole and, though my ageing eyes didn't seem able to resolve the smaller digits on the bike computer, I was reasonably hopeful that I wouldn't disgrace myself. Geoff Bunyan was captaining a tandem a minute behind me - they came past on the return leg in good and smooth style. They didn't make much headway as the road rises at the end of dual carriageway section, but one the road descended towards the finish, away they went.You can see the results at the NBRC website. I ended up with 22:42, which I was quite pleased by. I was riding my Powertap Hed Jet disc wheel, so I collected more power data. Here's the Garmin trace: 

The forecast for this event, unusally for this point in the year my first on the F1, was for sunny conditions with a light breeze. There was a light mist as we set off for Tempsford - but this lifted as we approached the F1. We did have to make a slight detour to fill the car with petrol! Unfortunately the wind did rise considerably, meaning there was a rather stiff cross-wind that promised to make the return leg a bit tougher than expected. However, I was keen to really kick-start my somewhat belated racing season. This was my first '25' of the season, rather astonishingly.After the usual start line banter, I set off along the minor road up to the flyover - here a white van man decided that the roundabout was an appropriate place to pass me, driving rather too close for comfort. Down the slip road to the A1, I picked up a bit of speed. Traffic was pretty light on the morning, which was rather good. But it was clear that the southbound legs were going to be a bit tougher than northbound. Turning as the Sandy roundabout, about 12.5 miles at a decent speed faced me, with the only possible hitch being traffic at the Black cat RAB, where I got through with only a slight drop in speed due to giving way to traffic heading off towards Bedford.I reached the Buckden RAB without too much trouble, and turned to head south. With the cross/head wind this was a bit harder, but not actually horrendously so...until the 19-20 mile mark, where I found the combination of a slight gradient and the wind dropped my speed to around 20 mph. But I soon picked the speed up, crossed the Black Cat in decent style to finish just outside the hour. I rode back to Tempsford with the guy who'd started a minute before me - he was a bit cross at his choice of fixed gear (he'd been misled by the weather forecast).I had to leave Tempsford before the results board was populated with data, but I estimated my time as about 1:00:04 (see Garmin trace below). A bit frustrating not to get below the hour, but rather better than I'd expected, given the paucity of racing and training this year. I was pleased that I seem to have finally got rid of my bad back - I had no trouble riding in the aero position. Onwards and upwards.Roadkill avoided: two deer, one cat, one pigeon.

Astonishingly, two weeks after I placed the order for the new tandem, I received an email notifying me that it had been built and was ready for dispatch. I say 'astonishingly' because I'd been led to believe it would take about 6 weeks for delivery. And so I took delivery of an enormous and unwieldy box.

This event was on a warm but heavily overcast and very humid evening. Still, conditions seemed to be enough for a decent turnout! I felt particularly sleepy before starting, though as usual sleepiness soon dissipated as my start time approached. For a change, it was a rather still evening - which was good.I was quite optimistic for the event. However, I hadn't raced for a month, and training had been interrupted by a brief holiday in Yorkshire followed by a work trip to Italy. While both those were fun, it did dent my training a bit, leaving a question mark over this event.As it turned out, the event was something of a mixed bag. I shot off from the start reasonably well, but my speed (as far as I could gauge it with my ageing vision) soon dropped off alarmingly, and this on parts of the course I'd normally be quite quick on. This pattern was repeated all through the event, with my general sensation being that of riding through a viscous substance. Perhaps that reflected the humid conditions.I finished with 24:42 which, while not a great time, was around a minute faster than my previous outing on the course.Here's the Garmin trace. 

We have had our Dawes Super Galaxy tandem for around 20 years, and it was second hand then. Of course in the intervening time, most of the components have had to be replaced due to wear or occasionally upgrades (see Trigger's Broom, and Theseus' Paradox). Indeed, as far as I can recall, the only original components that remain are the front seat pin, rear handlebar stem and the Arai drum brake. Also, two of the frame tubes were replaced after an incident when the front top tube had a bit of an accident involving a wooden gate post in Durness. The bike has served us well over the years - see the various accounts of cycle tours accessible via the menu above. For the past seven years it has been our main vehicle for commuting to work.

A few years ago, I decided to have a play with using a power meter in my training. Because I wasn't too sure about how useful I'd find this, I went with the cheap option - a Polar CS600X with WIND speed and power/cadence sensors. This worked reasonably well - at first - but I've had no end of problems with reliability. Mostly this seems to be because there are several essential components in the WIND power meter system: the power supply, the chain tension sensor, the cadence sensor and the chain speed sensor. If any one of these elements doesn't work, you see no power or cadence reading, and there is virtually no diagnostics available to figure out where the problem lies (except if there is no power). And what is particularly annoying is that the setup can work fine one day, and the next (with the bike not moved from the turbo trainer) it doesn't the next day.Anyhow, enough was enough, and I decided to move to one of the more 'serious' power meter systems. I was looking for something that could be moved from one bike to another, that used ANT+ (I am so fed up with the Polar proprietary system), and that would be reasonably robust. I thought through the following options:1. The Polar Pedal system. Not ANT+. Seems from reviews that the pedal installation is fiddly so not easily switched from bike to bike.2. The Garmin Vector system. Despite winning a product of the year award from a bike magazine a few years ago, this hasn't been released to the public yet and remains effectively vapourware. It also uses an undesirable (to me at least) pedal system - Look Keo - and may well be prove to be a fiddle to install the pedals as with the Polar system. At least it is ANT+. I should add that I've not got anything against the Keo pedals, but I've no desire to add Keos to collection of pedals that includes old-style Look, Campagnolo Pro-Fit, Shimano SPD and Speedplay!3. The Brim Brothers system where the power meter is within the shoe plate - seems attractive, but what's the release date? At any road, the system seems to use Speedplay shoe plates.4. SRM - the industry standard crank based system. Clearly the system to have above all others, but it's expensive and not easy to switch between bikes. It is ANT+.5. Other players come and go...6. Powertap. This is what I plumped for. I went for a Hed Jet disc wheel with a Powertap G3 hub. This is a spoked wheel with a permanently bonded carbon fibre cover bonded to the rim and hub. It seems to be a robust construction (though the skin is pretty thin and flexible), and I am proposing to use it while turbo training as well as on the road.So far, I've had the device for a few weeks, and I can make a few observations. Firstly, the ANT+ system is a godsend, particularly as it relates to the Garmin 500 computer that I use. I've only used the wheel for a couple of events, as bad weather and a combination of leave and working away from home have interfered. I can observe that typical wattage is considerably lower than recorded on the old Polar system. But that's kind of what I expected, and I am only using these data internally as there's little point in comparing with other riders or power meters. I'd add that the Garmin 500 offers quite a bit of versatility in how data are displayed. I've decided to set one of the screens to include Power, Power (3 sec average) and Power (30 sec average). This offers not only an instantaneous power value, but a rather smoother and stable figure. The Garmin's data are easy to import into Golden Cheetah.As a disc wheel, the Jet disc is different to disc wheels I've used in the past. My first disc was a Hed with a screw-on hub - this had a rather cardboardy feeling carbon structure and was hollow and symmetrically lenticular. This disc was sold and replaced with another version with a cassette (currently adapted for fixed gear use). I've also got a Corima disc, which appears to be a foam core with carbon skin, and is flat-sided. The Jet disc wheel is essentially a spoked wheel with a thin carbon sheet covering the spokes - sort of a fairing. It has therefore got something of an asymmetric lenticular appearance because of the wheel's dishing. The skin feels a bit flimsy, particularly around the valve hole, but has stood up to use rather well so far. The skin is firmly attached to the hub and is bonded to the alloy rim. I chose a clincher version, as I've pretty much abandoned tubulars for all but the best of road conditions - around where I live I was suffering too many punctures in recent years. I imagine that a 'normal' Jet disc would be quite light though with a Powertap hub, even the lighter G3 version, the weight is a little hefty.Expect a longer term review at the end of the 2013 season.