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The Climb

Don Scheese
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The Climb

“What the Eiger and the Matterhorn were to the climbers of the 19th century, the Galibier and Mount Ventoux have now become to cyclists; to reach the summit is to defy nature and gravity while flirting with the limits of human endurance. The experience is visual, even spiritual, inspiring heroic deeds that in turn inspire poetic portrayals.” —Daniel Friebe & Pete Godling, Mountain High: Europe’s Greatest Cycling Climbs

“Climbing, I’ve come to learn, is more than a physical task. The act of pedaling your bike to the peak of a distant bump on the horizon is transformative.” —Selene Yeager, Climb! Conquer Hills, Get Lean, and Elevate Every Ride

By Don Scheese — Every serious cyclist has a favorite local climb. Mine is from our home at 5700’ in the foothills of the Sandia Mountains outside Albuquerque, up state highway 165 through Las Huertas Canyon. Weather permitting, I ride it (or at least sections of it, depending on snow/ice conditions) virtually every month of the year. With a one-mile warmup thrown in, it’s six miles to the end of the pavement at 6300’, then another eight miles on Forest Service gravel road to paved Sandia Crest Highway at 8600’ (New Mexico state highway 536). Then it’s another five more miles to the top of the Sandias at 10,667’. Total elevation gain: around 5000’. Regardless of the length of my effort, once my tires begin crunching on the gravel section I enter Another World: a world of quiet, lovely, near-total solitude.

The gravel portion of 165 was built in the 1920s by the U.S. Forest Service, allowing access to and from the west side of the Sandias to the eastern slopes of the mountain range. When completed, it promoted tourist traffic for visitors to the greater Albuquerque area in an era when the city, like other major metropolitan areas of the Southwest, was just beginning to experience significant population growth, thanks to the invention of air conditioning. The 8-mile gravel section runs through portions of the Cibola National Forest, and from time to time the agency has considered paving the road. Thankfully such ideas have been dismissed mainly due to local opposition and cost considerations.

Winter

Depending on snowfall (increasingly iffy in these days of Climate Change), I may be able to ride at least partway up the canyon from December through February. How far up varies with the amount of snow and ice on the road. Once past the historic village of Placitas (Hispanic settlement dating back to the 1700s, Anasazi occupation to the 1200s), houses and developments thin out, till I come to pavement’s end and the community’s last homestead.

From here it’s three miles to Sandia Cave at 7000’ and another mile to Las Huertas Picnic Area at 7600’. But at this time of year, I’m lucky if I can reach several landmarks a mile or so below the cave—the large grove of cottonwoods and elms, the big Douglas fir, or the big Ponderosa pine. All these natural features but the last are below bridge number 3, the pine just above (seven bridges total cross the creek on the gravel stretch, all below the picnic area).

Once my wheels begin to crunch on the gravel road, I always find myself breathing a deep sigh of relief and gratitude. The forest—at this elevation, pinyon and juniper trees, with hardwoods like willow and elm along the creek bed—envelops me, and the quiet becomes palpable. This time of year, the creek, one of only two perennial streams in all the Sandias, runs silently underground, the water locked up in snow and ice in the sub-freezing temperatures. As I ascend, I may hear a few birds like mountain chickadees and juncos, but otherwise the canyon remains quiet. There will be a few short sections of road that are snow and ice-covered because they remain in perpetual shade due to the low angle of sunlight in winter and the twists and turns of the canyon, necessitating lower tire pressure and sometimes even studded tires. But mostly the road will be dry and dusty if the precipitation has been light.

The geology changes as I ascend. Cliff faces begin to appear, defining the canyon walls as the defile becomes increasingly narrower. Ridgetops disappear as the horizon closes in. In quick succession I pass bridges #1 and 2, not too steep at around a 4-5% gradient, then settle in for the longer stretch before, conditions permitting, I reach bridge #3. Usually that’s as far as I can climb at this time of year. I pause to rest, drink from one of my bottles, and perhaps munch a bar, taking in the mountain solitude. In winter the chances of encountering another cyclist or a motor vehicle are slim to none. The only annoying reminders of “syphilization” are the graffiti-covered signs indicating road miles and narrowing roads near approaching bridges.

I brace myself for the fast chilly descent back home, then launch off, quickly upshifting to harder gears, though I’ll pedal hardly at all until I reach pavement again.

Spring

Come March, the canyon road is usually snow and ice free (though muddy and sloppy in spots because of the freeze-thaw cycle), so I should be able to make it up to Sandia Cave at 7000’, nine miles from the house. Once I’m close to bridge #3, I can hear the loveliest of noises (especially true in the desert Southwest): the sound of mountain water. The creek emerges above-ground around the location of the Big Doug fir, fed by melting snowpack and tributary springs.

Spring on the Las Huertas Canyon climb. Photo by Don Scheese

The Cave is a site of some controversy. Back in the 1930s it was excavated by an archaeologist from the University of New Mexico who claimed to have found artifacts dating back 25,000 years, making it the oldest site of human occupation in North America. Thus, the legend of “Sandia Cave Man” was born. But over the decades closer scrutiny of the “evidence” proved that certain artifacts had been planted. Nowadays it is generally agreed upon that some of the archaeological evidence dates back 10,000 years—still a significant discovery. Nonetheless, like any good apocryphal tale, the legend persists and draws the occasional tourist up the canyon. A half-mile trail to the cave leads to a metal staircase ascending to the mouth of the alcove where visitors can peer into its shallow depths. I have even found the blankets of intrepid spelunkers inside who apparently spent a night or two there. Mystery attracts the curious like bees to a honey pot.

It was near the cave that a tragedy unfolded. Some years back a woman disappeared while hiking in the area. The first time I came up the canyon I noticed “WHO KILLED CARLA?” signs plastered on trees. Her remains have never been found, and now a descanso—a gravesite with white cross and artificial flowers—is a sobering reminder of civilization’s worst tendences creeping up the canyon on occasion.

The next mile up to the picnic area is the steepest and toughest section of the entire eight-mile gravel road. It’s rutted, rocky, and at its most challenging the gradient rises to 13%. After pausing at the cave for a break and refueling, I remount the bike and push on. Having passed bridges # 4 and 5, the creek now lies on my immediate right-hand side where I observe pools and tiny waterfalls through the willow-lined banks. I once came across a Native American harvesting willow branches here, maybe for use in fashioning baskets. Ever the vigilant birdwatcher I look for but have never seen an American dipper poking and splashing in the creek. Yellow-rumped warblers are occasionally present in the later spring months at this elevation, before the hardwoods leaf out and shade the canyon road, obscuring their presence. Once I even spotted a goshawk in the leafless treetops, patiently waiting for prey to emerge in the adjacent meadow.

Grinding away in my lowest gear (30-42), I cross bridge #6, grinding away past several primitive campsites along the creek. Here the road is at its steepest and rockiest. Rounding a right-hand bend, I pass an imposing granite cliff face and take on the steepest gradient yet. A sign appears: ¼ mile to the picnic area. It’s the longest quarter mile I can recall until I finally reach the lower entrance to Las Huertas Picnic Area at 7600’.

The picnic area doesn’t officially open until May. I dismount and slide my bike under the closed gate, then remount and ride the paved trail to the connecting road at the upper entrance through delicate aspen groves, varnished in spring green. I then ascend the paved road to the upper picnic area for a longer break. How different is the feel of this upper area! Instead of hardwoods I’m dwarfed by towering ponderosa pines, and the scent of pine duff in the warm spring sunshine is intoxicating. I dismount once again and stretch out on the uppermost, most secluded picnic table, listening to grace’s warblers and nuthatches flitting about in the pine branches. At this elevation, the squawking of scrub jays in the pinyon-juniper forest gives way to the sharper cries of Steller’s jays.

Come late April or early May, this is the site of my annual bikepacking trip in the canyon. Loaded down with about 20 pounds of gear, I engage in some “renegade camping.” Technically the picnic area does not allow overnight stays, but if the area is still closed to the public, who’s to know? I have found a site on a bench just below the upper picnic area where I can set up camp once sunset arrives and enjoy complete and utter solitude overnight. With the creek running nearby I have a readily available source of filter-able water—always a precious commodity in the desert Southwest—and with the picnic area officially closed I have little to no concerns about unwanted intruders. As I relax at camp I think of what Ralph Waldo Emerson once wrote, “I enjoy a perfect exhilaration. I fear to think how glad I am.”

In the diminishing light, I build fire after fire, feeding them with dead Gambel oak gathered nearby. Stars slowly appear in the inky black sky through the gaps in the ponderosa pines. Over the white noise of the purling creek, I hear the occasional hoots of a great horned owl.

Summer

Now it’s bug season. Clouds of pesky gnats swarm my face, making it hard to maintain a steady rhythm and balance as I use one arm to wave away the insects (usually I forget to apply or bring bug dope). Hardwoods have fully leafed out, transforming the canyon into a lush oasis. This is the time of year when the creek is typically at its fullest and loudest, with small cascades lending a pleasing whitewater noise all the way up to the picnic area. Wildflowers are in bloom as are the locust trees which lend an intoxicating fragrance to the ride. Birdsong is plentiful and I’m even buzzed by several broad-tailed hummingbirds as they breed in the high mountain retreats for the summer. Big showy tiger swallowtail butterflies adorn the canyon passageway, fluttering like falling leaves.

Landmarks pass in steady succession. At this point I veer away from the creek, and its plashing noises become increasingly faint. I get my first glimpse of towering Palomas Peak at the northern edge of the Sandias, its limestone bands and groves of Gambel oak clearly visible. Once past the picnic area the gradient decreases and the big switchback turns begin. The Forest Service sign and gate at around 8000’ appears, warning drivers not to go any farther in winter conditions due to snowdrifts and icy conditions. (Nonetheless, each year I notice at least one abandoned vehicle that has slid off the road and now lies gutted of all salvageable parts, like some abandoned skeleton.)

The Palomas Overlook on the Las Huertas Canyon climb. Photo by Don Scheese

Next comes the turnoff for the Presbyterian Retreat Center, gated off. Then the trailhead for Palomas Peak, which I once hiked my loaded bike over for half a mile to bikepack at Lagunita Seca (Dry Meadow), a lovely forest opening at the base of Palomas Peak. Finally rounding one more switchback I stop at the first overview available looking back down Las Huertas canyon, allowing a far view across the Rio Grande valley all the way to the towering Jemez Mountains on the northwestern horizon. A bit farther ahead is another overlook, this time affording a view directly across a drainage to massive Palomas Peak, where I stop again.

The riding becomes easier after this, the road even levelling off for a bit. It was here a few years ago that I spooked a black bear as I rounded a corner; it took off in the opposite direction galloping at breakneck speed. A couple longer straightaways follow, then a few more switchbacks to the first views of the East Mountains around Sandia Park—the San Pedro and Ortiz ranges, and farther off the snow-capped rounded-off peaks of the Sangre de Cristo Mountains, where I make my last stop to take in the pleasing prospects and maybe snap a few photographs.

East Mountains overlook on the Huertas Canyon Climb in the Sandia Mountains. Photo by Don Scheese

My goal at this time of year is to make it to Balsam Glade picnic area just off the Sandia Crest Highway at 8600’. It’s less than two miles away and the gradient is not too sharp on this stretch at 5-6%. Getting closer to the Crest Highway I can hear the occasional whine of a vehicle grinding up the road, maybe a jacked-up pickup or souped-up muscle car or motorcycle for which the ABQ area is (in)famous. Through a thick Douglas fir forest, I ascend on a long straightaway before one or two more switchbacks arise and—what a relief—smooth tarmac surfaces. I ride past a few motor tourists parked at the picnic area making a beeline for a short nature trail which winds around the bluff, dead-ending to some fine secluded views of more of the East Mountains. There I park my bike and take a well-deserved break on a bench. In the heat of summer there may be hawks soaring on the thermals coming off the mountain slopes.

I try hard not to focus on the graying “ghost forest” covering the slopes. Because of warming temps and drought conditions, beetles have made their way into the forests of the Southwest, killing off thousands of trees and creating ever-worsening wildfire conditions. Certain areas in the Sandias have been hit particularly hard. As an ex-fire lookout, I worry about the tragic consequences of a fire, natural or human-caused, getting out of control on a hot windy afternoon during one of these upcoming summers.

My mood grows brighter as I think of the reward for having climbed 3000’ from the hacienda: a fifteen-mile descent with only 1 short climb to get back to my starting point. Not that it will be a high-speed carom down the mountain; the rocks and ruts will keep me honest and cautious, at least until I reach pavement again for the last 5-6 miles back home. But with temps in the 60s even 70s at this high elevation, it will be a cool refreshing tonic to make my way back down the mountain.

Fall

From Balsam Glade picnic area at 8600’ it’s another five miles, 13 switchbacks, and 2000’ to the summit of the Sandias. Feeling ambitious in my favorite time of year I decide to Go For It. As Max Leonard writes in Higher Calling: Cycling’s Obsession with Mountains, “for road cyclists…there is nothing that improves a mountain view more than a nice bit of squiggly road going up it.”

60-70 degrees, bright sunshine, light winds—perfect riding conditions. The aspens are yellowing, the oaks are browning, and the doug fir and (farther up) the limber pines are as green as ever as I launch from Balsam Glade after a short refueling break. It’s early morning so the traffic on the Crest Highway is not yet bothersome. Grinding away in my lowest gears on the 8-10% gradients, I make slow progress but falling into a rhythm of deep breathing and steady cadence helps me endure the climb.

Fall colors in the Sandia Mountains. Photo by Don Scheese

Now the suffering truly begins. The Spanish term duende comes to mind, loosely translated as “cruel beauty.” In Peter Cossins’s Climbers: How the Kings of the Mountains Conquered Cycling, he explains its nuanced meaning. Likening cycling in the mountains to the Spanish tradition of bullfighting, he explains the oxymoronic notion of appreciating the beauty of an endeavor while at the same time experiencing excruciating physical pain and maybe even risking serious injury or even death, all in the pursuit of personal achievement and glory. While citing bullfighting, mountaineering, and surfing as other sporting examples, he makes the case that “there is arguably no sporting activity where duende is more apparent than on the mountain stage of the world’s most prestigious and challenging road races. The setting is one of cruel beauty, the majesty of the scenery either heightened or compromised by the elements, the arena packed with fans to the extent that the riders are usually left with no more than a narrow, but fluctuating corridor of road to race on, the atmosphere loud, frenetic, unpredictable….”

Of course there are no fans on the roadside, frenetic or otherwise, as I continue to trundle up the Sandia Crest Highway—only the occasional sound of a passing vehicle, the call of some birds, and the whistle of wind through the treetops.

I ride past the Capulin Spring turnoff…past Ninemile Picnic Area…past the 10,000K parking lot…past the Ellis Trail lot…rounding the penultimate switchback and across the long straightaway I first glimpse the electronic towers on the summit of the Sandias…less than a mile to go! Then, in a last-gasp effort, I crawl up the steep climb through the parking lot past the restrooms and on to the walking trail to the very top…

At the summit of the Las Huertas Canyon climb. Photo by Don Scheese

I’ve done it, summited the Sandias once again! A few tourists linger, taking selfies and making inane conversation. We ignore each other for the most part. Occasionally I’ll meet with a fellow cyclist and chat about the climb. This is not only the most iconic climb in the ABQ area but one of the hardest, longest ascents in the entire state. For some it’s a weekly ritual, for me it’s a twice-annual challenge.

To state the obvious, I’m no pro racer or Strava KOM achiever. Nonetheless as I wind my way up the switchbacks I can’t help but think of the peloton climbing up the iconic mountains of the Tour de France—the Tourmalet, the Alpe d’Huez, Col d’Izoard—and reliving a bit of the glory and feelings of triumph as I crest the summit.

The views are, as they sublime: to the west rises the old volcano of Mt. Taylor (one of the four sacred peaks of the Navajo); to the south the Manzano mountains; to the east the lower ranges of the San Pedro and San Ortiz; and to the north and northeast the Sangre de Cristo and Jemez mountains. Immediately below sprawls the metropolitan area of Albuquerque. When the air is clear I can see for more than fifty miles, all the way south to the Magdalenas, even the San Mateos. No better reward exists at the end of a cycling climb than far-off vistas, physical space commensurate with the internal feelings of personal accomplishments.

As always, there is nowhere to go but down. Physically, but not emotionally.

Cycling Trivia: Before July, the Proving Grounds

Steven Sheffield
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Cycling Trivia: Before July, the Proving Grounds

By Steven Sheffield — Every June, the race calendar offers a pair of Alpine examinations so closely linked in purpose and prestige that they function almost as a matched set. Separated only by a week or two on the calendar, the Critérium du Dauphiné — now rebranded as the Tour Auvergne-Rhône-Alpes beginning with its 2026 edition — and the Tour de Suisse have long served as the sport’s premier dress rehearsals for the Tour de France. Riders test their climbing legs on summit finishes that echo July’s decisive days, teams rehearse tactics under genuine race pressure, and contenders reveal — sometimes unintentionally — whether their form is sharpening or stalling.

The parallels run deeper than geography. Both races are rooted in the traditions of European stage racing’s golden age, born of newspapers, regional pride, and the desire to map identity onto landscape. Both have evolved into UCI WorldTour fixtures that attract nearly every serious Tour contender. And both occupy that curious psychological space in cycling: important enough to matter, but dangerous enough that winning them can feel like showing your hand too early. A rider who destroys the field in June can arrive in July with a target painted on his jersey and nothing left to prove — a problem that has derailed more than a few July campaigns.

Charly Mottet during the Critérium du Dauphiné Libéré, 1988. Creative Commons Attribution-Share Alike 2.0 Generic

Look closer, and the differences emerge. The Dauphiné tends toward compact brutality — shorter, sharper stages in the high Alps, often decided by explosive efforts and aggressive racing. The Tour de Suisse, by contrast, has frequently rewarded patience: longer arcs of competition, decisive time trials, and a slow accumulation of fatigue that tests a rider’s ability to manage himself over days. One feels like a spotlight rehearsal; the other, a slow tightening of the screws. Both, in their own way, are merciless.

Jelle Wallays (Lotto-Soudal) on the Klausenpass, Switzerland – June 16, 2016: Stage 6 of the 80th edition of the Tour de Suisse crossed the Klausenpass. The stage was won by Dutch rider Pieter Weening. Creative Commons CC BY 2.0 Attribution 2.0 Generic Deed

Taken together, they represent nearly two centuries of combined racing history — a span that includes world wars, doping scandals, canceled editions, dominators and nearly-men, and at least one finish line decided in a way that has no parallel in the modern sport. Some of those details are well known to the committed reader. Others sit just beneath the surface, waiting to be recalled by the fan who pays attention to more than July.

If that sounds like you, read on.

Q1. The Tour de Suisse was inaugurated in 1933 — fourteen years before the Dauphiné — making it one of the older stage races on the European calendar. Its first edition set a precedent that would define the race for decades: an international field competing on Swiss roads, with the outcome decided by a rider who had no particular national connection to the host country. He arrived for the start with almost no preparation time, having traveled to Zurich overnight by train from races in Belgium and France, and still dominated the competition from start to finish. Who was he, and why is his nationality worth noting in the context of a race called the Tour de Suisse?

Q2. The Critérium du Dauphiné didn’t emerge from the established machinery of professional cycling — it was created in 1947 by a regional newspaper, founded after World War II ended in Europe, that saw in a cycling race both a way to promote its circulation and a way to celebrate the landscape it was named for. That newspaper lent its name to the race for over sixty years, until the race’s current organizer took full control in 2010 and simplified the branding. The word at the heart of both names — the paper’s and the race’s — refers to a specific geographical region of France with a distinct historical identity, one that shaped the race’s terrain and character from its earliest editions. What was the founding newspaper called, and what does Dauphiné refer to geographically?

Q3. The Tour de Suisse continued racing through the early years of World War II, kept alive by Switzerland’s political neutrality even as the rest of the European racing calendar collapsed. The wartime editions were truncated, thin on international participation, and logistically improvised in ways that sometimes produced genuinely extraordinary outcomes. One particular edition, after several stages had already been completed, reached a point where the race simply could not continue on the road as planned — and organizers were forced to resolve the competition in a manner that has no precedent in the modern sport. What happened, and how was the winner ultimately determined?

Q4. The Dauphiné holds a distinction no other race on the WorldTour calendar can claim: it is the only race that every rider to have won the Tour de France five times has also won. This isn’t simply a function of those riders’ dominance across all races — it reflects something specific about the Dauphiné’s place in the season, its terrain, and its consistent ability to attract the sport’s most ambitious competitors at a moment when they are tuning for their greatest effort. Four men have won the Tour de France five times. All four also won this race. Name them.

Q5. The leader’s jersey of the Dauphiné has long been one of the most recognizable garments in professional cycling, instantly distinguishable from the jerseys of other major races — including one it superficially resembles but deliberately sets itself apart from. Its design has served as a visual shorthand for the race’s identity and its relationship to the broader French cycling calendar. Describe the jersey: what color is it, and what specific design element makes it visually distinctive?

Q6. The Tour de Suisse has historically structured itself around a significant individual time trial, often placed late enough in the race to function as both a settling of accounts and a final audition before the Tour de France. For GC contenders, a well-placed Suisse time trial offers something that most mountain stages cannot: clean, legible data about where a rider stands relative to his rivals, generated under the specific pressure of accumulated fatigue and genuine race stakes. Why does this structural feature make the Tour de Suisse particularly valuable as a Tour preparation tool, and what specific information does it yield that training data alone cannot provide?

Q7. The Tour de Suisse’s all-time record for overall victories belongs to a rider who achieved something no one has matched before or since: four wins in a single decade, across a field that included some of the most celebrated climbers and stage racers of the postwar era. His success was built partly on exceptional time-trialing ability and partly on a racing intelligence that allowed him to identify and exploit the precise moment when rivals — some of them considerably more famous than he was — had left themselves vulnerable. He is described by historians of the race with particular affection, and his record has stood for over sixty years. Who is he, and in which years did he win?

Q8. The Dauphiné’s official records contain a peculiar silence: several editions from the early 2000s list no official winner at all. The race was held, riders competed, and someone crossed the finish line first on each of those occasions — but the official record declines to name a champion. The decisions that produced those blank entries came years after the editions in question, as a result of investigations that reshaped cycling’s understanding of an entire era. What accounts for those erased results, and which riders were affected?

Q9. The 2020 Tour de Suisse became one of dozens of major races that simply did not happen that year, falling victim to circumstances entirely outside the sport’s control. But rather than go silent, the race’s organizers made a rapid decision to replace the event with something altogether different — a reflection of how creatively the sport had learned to respond to disruption. What caused the cancellation, and what did they stage in its place?

Q10. One of the Dauphiné’s most consequential regular entrants was a five-time Tour de France winner whose approach to the race exemplified a broader shift in how Grand Tour contenders understand preparation. Rather than arriving at the Tour with heavy racing legs built across a spring of constant competition, he used the Dauphiné as a precisely timed intervention — a controlled final stimulus before a deliberate taper — and his results there reflected a level of form that his rivals often couldn’t match when July arrived. His method helped normalize an approach to peaking that has since become standard across the peloton. Who was he, and what did his use of the Dauphiné represent within the sport’s broader evolution?

Q11. Five riders share the record for most victories at the Dauphiné, with three wins apiece — a list that spans five different decades and reads almost as a compressed history of climbing excellence in European stage racing. They include a postwar-era champion, a Spanish climber whose career is often overshadowed by the man he briefly dethroned, a French champion who dominated both the Dauphiné and the Tour de France in the early 1980s, a French rider who bridged eras without quite winning the Tour, and a rider whose Dauphiné victories came as part of a systematic team approach to Grand Tour preparation that redefined how the sport’s biggest races were won. Name as many as you can. (Bonus: one of them also won the very first edition of the race in 1947.)

Q12. The all-time record for stage victories at the Tour de Suisse belongs to a rider who never won the race overall — a gap between his day-to-day brilliance and his inability to accumulate the kind of general classification result his stage totals might seem to promise. His 18 stage wins were built on explosive speed, tactical intelligence, and a rare versatility that allowed him to contest finishes in conditions that would eliminate pure sprinters, yet the race’s mountain stages and time trials consistently prevented him from threatening the top of the GC. He is one of the most recognizable personalities the peloton has produced in the modern era, a rider whose career spanned multiple World Championship victories and an almost comical breadth of terrain. Who is he?

Q13. The Dauphiné’s current status as the definitive French preparation race for the Tour de France was not always guaranteed. Other races competed for that role at various points in the calendar, and the Dauphiné’s prestige has waxed and waned across its history. Its consolidation into the sport’s premier June warm-up was the result of several overlapping forces — organizational, tactical, and geographical — that converged gradually rather than by any single declaration. What were those forces, and why did the Dauphiné ultimately prevail as the race teams and riders trust most before July?

Q14. One of the Tour de Suisse’s most successful modern-era champions is a rider whose overall record at the race far outstrips his results at the Tour de France — a disparity that says as much about the era he competed in as it does about his own considerable abilities. He won the Suisse multiple times, placed on the Tour de France podium more than once, and was by any reasonable measure one of the best stage racers of his generation. Yet he never won the Grande Boucle, his best opportunities consistently frustrated by a rival whose dominance over a particular part of the race rendered the overall competition very nearly unkillable. Who is he, and who was the rival who so often stood between him and the yellow jersey in Paris?

Q15. One of the Tour de Suisse’s most celebrated champions was a rider whose career embodied a kind of effortless, almost theatrical elegance that made him one of the most beloved figures in postwar European cycling. He won the Suisse multiple times before going on to claim the Tour de France — becoming, in doing so, the first of a particular category of rider to win the Grande Boucle in nearly fifteen years. His story has a melancholy conclusion: his career declined sharply in the late 1950s, and he died young under circumstances that were never fully explained, leaving behind a legend colored as much by what went wrong as by the grace of what he achieved. Who was he?

Click to next page for answers.

Mads Würtz Schmidt, Sofía Gómez Villafañe Win UNBOUND Gravel 200

Cycling West
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Mads Würtz Schmidt, Sofía Gómez Villafañe Win UNBOUND Gravel 200

EMPORIA, Kansas (May 30, 2026) — Mads Würtz Schmidt and Sofía Gómez Villafañe conquered mud, mechanicals and late-race pressure Saturday to win the Life Time UNBOUND Gravel 200 presented by Shimano.

Gómez Villafañe won the women’s race from a five-rider sprint on Commercial Street and retained her lead in the Life Time Grand Prix Series. In the men’s race, Würtz Schmidt survived a late puncture with help from teammate Keegan Swenson, who gave up his wheel and sacrificed his own chance at victory.

Elite Women’s Race

The 20th edition of UNBOUND Gravel sent riders south out of Emporia into difficult conditions shaped by sporadic downpours in the days before the race. Mud created the first major selection at mile 11, where riders in both the women’s and men’s fields hit the ground, dismounted or lost contact.

Scenes from the Elite Women’s race at 2026 UNBOUND Gravel. Photo courtesy of Life Time.

In the women’s race, defending champion Karolina Migoń crashed in the thick mud and dropped out of the leading group. By mile 32, a front group had formed with Gómez Villafañe, Cecily Decker, Paige Onweller, Geerike Schreurs and Rosa Klöser, who chased back after an early mechanical.

Scenes from the Elite Women’s race at 2026 UNBOUND Gravel. Photo courtesy of Life Time.

Onweller spent much of the day fighting bike trouble and repeatedly yo-yoed off the back of the lead group, but she held on into the closing miles. Klöser led the group onto Commercial Street, where Gómez Villafañe launched the sprint and held it all the way to the line.

Scenes from the Elite Women’s race at 2026 UNBOUND Gravel. Photo courtesy of Life Time.

Gómez Villafañe won in 10 hours, 31 minutes, 37 seconds. Schreurs finished second, one second back, with Decker third, Onweller fourth and Klöser fifth.

“That was a day of perseverance,” Gómez Villafañe said. “I would say that Geerike had the cleanest race of the five of us, with Cecily hitting ground, Rosa flatting, and Paige dropping off and getting back on continuously.

Sofía Gómez Villafañe takes the sprint to win the Elite Women at 2026 UNBOUND Gravel. Photo courtesy of Life Time.

“Heading into UNBOUND Gravel, you could be the fittest athlete, but it might not mean a result for you,” she added. “I think I had the smallest FTP out of us [in the lead group], so getting away solo wasn’t going to be an option. The plan was for Gee [Geerike] to try to go solo, but when it came to the sprint, we were going all in on me, so to get a one-two is unreal.”

Elite Men’s Race

The men’s race also split early in the mud at mile 11, where several riders crashed and many others had to run or walk through the worst sections. A group of 15 riders emerged from the chaos and separated from the field.

At mile 60, Würtz Schmidt, Swenson and Cobe Freeburn made the decisive move. The trio opened a gap that hovered around six minutes as the race crossed the Kansas Flint Hills.

Freeburn lost contact at mile 110 and dropped back to a chase group that included Brendan Johnston, Emil Herzog, Cameron Jones and Matthew Beers. Beers then faced a tactical challenge, with two Specialized teammates up the road.

The race turned at mile 150, when Würtz Schmidt punctured. Swenson gave his wheel to his teammate, ending his own hopes of victory and helping Würtz Schmidt continue alone at the front.

Würtz Schmidt rewarded the sacrifice. He held off the chasers and won in 9 hours, 14 minutes, 51 seconds.

Mads Würtz Schmidt wins the Elite Men’s Race at the 2026 UNBOUND Gravel. Photo courtesy of Life Time.

“The plan today was to be aggressive on Texaco Hill, and I probably got too excited, but Keegan, Cobe, and I got away, and we sent it,” Würtz Schmidt said. “I was on a really good day, but I couldn’t have done it without Keegan — he is a champion. He sacrificed his race and Grand Prix for me, which was incredible, and it gave me extra motivation for the final hours.”

Behind him, Beers broke clear of Tobias Kongstad in the closing miles to finish second. Kongstad took third, Johnston fought back from early bike trouble to finish fourth, and Swenson rounded out the top five.

Matt Beers finishes second the Elite Men’s Race at the 2026 UNBOUND Gravel. Photo courtesy of Life Time.

Beers also took maximum points in the Life Time Grand Prix men’s category and moved into the overall series lead.

“We celebrated the 20th anniversary of Life Time UNBOUND Gravel presented by Shimano this weekend with dynamic racing and unpredictable conditions, which made for a historic event for cycling fans from around the world,” said Michelle Duffy, Director of the Life Time Grand Prix.

“The second round of the Life Time Grand Prix has now concluded, and the 2026 Wild Card selections will be announced very soon.”

Women’s Results

Place Rider Time
1 Sofía Gómez Villafañe 10:31:37
2 Geerike Schreurs 10:31:38
3 Cecily Decker 10:31:38
4 Paige Onweller 10:31:38
5 Rosa Klöser 10:31:39

Men’s Results

Place Rider Time
1 Mads Würtz Schmidt 9:14:51
2 Matthew Beers 9:19:54
3 Tobias Kongstad 9:24:43
4 Brendan Johnston 9:36:46
5 Keegan Swenson 9:39:19

 

Through Mud and Thunder, Gemperle Claims UNBOUND XL

Cycling West
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Through Mud and Thunder, Gemperle Claims UNBOUND XL

EMPORIA, Kansas (MAY 30, 2026) — Robin Gemperle does not race gravel so much as absorb it. On Saturday, across 356 miles of Flint Hills limestone and storm-wrecked mud, the Swiss ultra-cyclist absorbed more than most riders ever will — and came out the other side in 21 hours and 16 minutes, nearly an hour clear of second-placed Max Agut, with a UNBOUND Gravel XL victory that will not be easily forgotten.

Robin Gemperle riding his 32″-wheeled SCOTT Prototype at the 2026 UNBOUND XL. Photo © Ri Gainey, courtesy of Life Time.

It was, by any measure, a brutal edition. Multiple rounds of thunderstorms rolled through the Kansas plains throughout the day and night, turning long sections of gravel into ankle-deep mud that no amount of horsepower could negotiate. Gemperle walked approximately 13 miles of it. He also fell ill at the 112-mile mark — a detail he mentioned with the matter-of-fact brevity of someone who has learned to treat suffering as background noise. “The course was everything I expected and more,” he said afterward. “The weather made it something else entirely. But I’ve been in those dark places before, and I knew if I kept moving, I could get through it.”

Robin Gemperle wins the 2026 UNBOUND XL, riding his 32″-wheeled SCOTT Prototype. Photo © Ri Gainey, courtesy of Life Time.

Moving is something Gemperle does with uncommon efficiency. Aboard a prototype SCOTT RC Gravel bike built around 32-inch wheels — a pure racing concept that SCOTT has been developing alongside Gemperle and fellow athlete Cameron Jones — he averaged 16.7 mph across terrain that was actively trying to stop him. The larger wheel platform is not a gimmick. On the chunky limestone and mud-slicked two-tracks of the Flint Hills, the rollover advantage and superior traction are measurable, and on Saturday they were decisive.

Robin Gemperle wins the 2026 UNBOUND XL, riding his 32″-wheeled SCOTT Prototype. Photo © Ri Gainey, courtesy of Life Time.

Competing in just his second Unbound XL, Gemperle brought the full complement of what defines the sport’s best: strategic intelligence, physical endurance, and the mental fortitude to keep moving through the dark places. The XL crown joins a palmares that has been accumulating at pace — the Tour Divide record and the Silk Road Mountain Race title both fell to Gemperle in 2025. Saturday’s win, crossing the finish line in downtown Emporia, adds the sport’s most coveted ultra-distance prize to that collection.

SCOTT, meanwhile, demonstrated that its investment in the 32-inch wheel platform is more than prototype theater. As gravel racing continues to evolve, the brand arrived in Emporia with a bike fast enough to win the hardest race on the calendar — and an athlete capable of proving it.

Bartlett Wash Slickrock: Before and After

Cycling West
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Bartlett Wash Slickrock: Before and After

By John Woeste — This story begins with two photographs taken 34 years apart—images that reveal how both bike technology and the rider have changed.

I started mountain biking in the spring of 1986 and quickly fell in love with Moab’s now-famous Slickrock Trail. As Slickrock’s popularity grew, my friends and I searched for another place to play. We found Bartlett Wash and rode it largely alone for several years. Riders also call it Rainbow Rocks, a nod to the colorful bands of smooth sandstone that ripple across the terrain.

In 1991, when I was 30, a friend snapped a photo of me riding a 1990 Gary Fisher Hoo Koo e Koo II (HKII) across Bartlett’s slickrock.

We still ride Moab often, but over time Bartlett slipped from our routine. It sits southwest of the Moab airport, and whenever I drive Highway 191 I glance toward it and think about those early days. I have no good explanation for waiting so long to return, but in October 2025 we finally did.

Bartlett has no trail, no painted dots, and no prescribed lines. The terrain limits you only by your imagination and skill. Riding there feels like pure freestyle joy. We didn’t have the place to ourselves, but over two hours we saw just four other riders and a couple of walkers—still quiet by Moab standards and far less crowded than Slickrock or most other trails. My wife, Shell, had never been there before. We spent the afternoon wandering happily across the rock on our modern bikes.

John Woeste riding Bartlett Wash in Moab in 1991 on his 1990 Gary Fisher Hoo Koo e Koo II. Photo by Dave Trautner

We display the 1991 photo in our home, so I remembered the composition clearly. After some searching, I found the exact spot where the original image was taken. We decided to do a now-familiar “before and after.” Shell stood where I believed the original photographer had stood and took a series of photos. When we got home, we were thrilled to see that she had captured me in almost the exact same position and riding posture as in the original shot.

That moment sparked long conversations about how bikes—and aging—have changed.

In the “Before” photo, the HKII has no suspension at all. I had added a Softride flex stem, which in hindsight was a terrible idea. It flexed downward when the bike hit an obstacle, making endos more likely, and it wagged side to side under load, reducing steering control. Bad on all counts.

Otherwise, the bike remained stock, running a Shimano Deore LX groupset with a 130 mm stem and 21-speed (3×7) gearing. It retailed for $1,500, weighed about 26 pounds, and used a chromoly steel frame built from True Temper Super Size tubing. The geometry was steep, and the seatpost lacked a quick release. At least the drivetrain had indexed shifting. Before indexing, riders used friction shifters, nudging levers until the chain ran quietly. Indexed shifting did that work for you, clicking into position—though you still sometimes had to fine-tune the adjustment.

The 3x drivetrain offered a wide gear range but came with heavy redundancy. Riders learned which combinations shifted fastest and most reliably. Front shifting required care: you had to ease off the pedals, which cost speed and momentum—especially frustrating on steep climbs. Cross-chaining stressed the drivetrain and demanded constant attention.

The rims measured 1.5 inches wide, paired with 1.9-inch tube tires inflated to more than 40 psi to avoid pinch flats. That pressure delivered a brutally harsh ride. At the time, narrow tires signaled speed and efficiency. The cantilever brakes worked, but only barely, and required frequent adjustment. Flat pedals used plastic toe clips with straps—no pins, no forgiveness. Many slow-motion falls ended in bloodied knees and elbows when feet failed to come free in time. Every technical climb carried a level of “appropriate concern,” which reduced commitment and success—and usually resulted in more blood.

The Selle Royal saddle felt acceptable but offered too much padding. Oversized saddles often reduce comfort by creating friction points. The Gary Fisher Bulge handlebar ran narrow, and I added forward-curving bar ends for leverage on technical climbs and an extra hand position. I still miss bar ends, though wider modern bars have largely replaced their function.

John Woeste riding Bartlett Wash in Moab in October 2025 on his 2020 Evil Following. Photo by Shelley Woeste

My current bike is a 2020 Evil Following, which retailed for about $7,200. It offers 120 mm of rear travel, 130 mm up front, and weighs roughly 29 pounds. It isn’t the most aggressive bike for Moab, but it represents a remarkable blend of design and technology. The carbon frame uses modern geometry and outstanding suspension. A 175 mm dropper post eliminates most of the “appropriate concern” for sensitive anatomy.

The drivetrain combines Shimano XT and XTR components with a 1x setup: a 32-tooth chainring and a 10–51, 12-speed cassette. Pedaling 29-inch wheels demands more power than 26-inch wheels in the same gear, so chainring choice matters. For those curious, the Sheldon Brown website offers a deep dive into gear ratios. Overall, 1x shifting surpasses the old systems in every way. It eliminates cross-chaining and redundancy, shifts quickly and accurately, and allows steady pedaling through gear changes.

The Evil runs hydraulic disc brakes, a 180 mm OneUp carbon handlebar, flat pedals, and tubeless tires sealed with Stan’s. I switched to tubeless in 2008 and haven’t had a flat since. The tires measure 2.5 inches in front and 2.4 in the rear, inflated to about 15 psi, with an insert in the rear. The HKII’s high-pressure tires offered terrible traction. Riders bounced off rocks and roots, losing control and speed. Modern tire setups provide tremendous grip, smoother handling, better impact absorption, and faster real-world performance. The WTB saddle also beats the old Selle Royal—partly because it isn’t oversized.

I started using a Camelbak shortly after they hit the market in 1989. Back then, it was just a bladder in a sleeve—no storage, no straps, no style. I’ve used one ever since. Once, my brother went over the bars and ruptured the bladder. That water cushion may have saved him from serious injury. I accept the extra weight and sweat for the added safety and convenience.

Adjusted for inflation, the $1,500 HKII would cost about $3,750 today. The Evil Following’s $7,200 price would approach $9,000. That’s more than twice the cost—but far more than twice the bike. Fully rigid bikes worked well on smooth slickrock and might still excel there. But nobody rides only smooth slickrock.

If I had to choose one modern improvement I wouldn’t give up at Bartlett, it would be the dropper post, followed closely by flat pedals. The terrain features many steep descents, and I no longer tolerate being pitched forward over a tall seatpost. Drop it. As for climbs, flats mean fewer injuries. You won’t clean every move, but you’ll bleed less.

The modern bike serves as a kind of reasonable accommodation for aging. New designs help riders of all ages, but the old bike taught valuable lessons. Clean line choice and precise technique mattered. The new bike encourages more “point and play” riding and treats the body more kindly.

I once had a strong motor—and still do, for my age. I rode the White Rim In A Day 16 times, 10 of them solo. My last solo ride came four years ago at age 60. I finished in my usual time and decided to stop while everything still felt good. I didn’t want to push my luck. My rides are shorter now, but I’m far from done.

Three years ago, after decades of riding, I attended a three-day mountain bike skills clinic. It transformed my technical riding. Before the clinic, fitness and speed carried me, while technical ability lagged behind. I could roll through Slickrock comfortably but hesitated on gnarlier terrain. Since then, I’ve loved learning and applying new skills. My fitness and technique now feel balanced.

About ten years ago, I attempted the Captain Ahab trail and walked large sections that felt sketchier than Slickrock. Last spring, I rode nearly all of it. The experience brought real joy—offsetting some of the downsides of aging with new skills and renewed stoke.

What bike designs and technologies do you love most? If you had to choose just two or three non-negotiables, what would they be? How do you plan to keep riding as you age?

Have one.

We’re incredibly fortunate to ride in this era, on bikes this capable. Keep on riding.

 

The History of the Bicycle Collective’s Bike Prom – A Funraiser!

Dave Iltis
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The History of the Bicycle Collective’s Bike Prom – A Funraiser!

Bike Prom is an annual event put on by the Bicycle Collective, a non-profit community bicycle organization based in Salt Lake City, Utah. The event began in 2011, started by Bicycle Collective member Agnes Robl. This year’s event will take place on May 30, 2026.

Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis

Jonathan Morrison, former Executive Director of the Bicycle Collective recounts Bike Prom’s origins:

“The creation of Bike Prom is rightfully credited to Agnes Robl, at the time I was the Executive Director of the Bike Collective.

“Earlier that year my wife (Joellyn Manville), Agnes, and I rode bicycles to a local woodland creature themed party. Agnes and Joellyn were wearing prom dresses from the D.I. and Joellyn and I rode our tandem (the same one used in all the original bike prom photos by Anna Day). During that night I blew out my knee, my dancing is not only bad but apparently dangerous and I had to get a ride back. Thankfully Agnes volunteered to ride the tandem home alone — in her prom dress. The entire ride Agnes received many cat calls from gentlemen asking her if they could ride on the back — and she loved it!

“Shortly after she spearheaded a group of people to organize a fundraiser for the Bicycle Collective where people could ride around in Prom Dresses — and Bike Prom was born. The first event was graciously hosted by Bicycle Collective Founder, Brian Price. At the time the Collective was experimenting with various other fundraisers, such as the Bicycle Film Festival — but nothing could touch the excitement that Bike Prom generates — and Bike Prom quickly became the main fundraiser for the Collective.”

Photo gallery: 2025 Bike Prom Photos

Fast forward to 2026. We caught up with the Bike Collective’s Thomas Cooke and asked him to reflect on the annual social event.

What does Bike Prom mean to the Collective today?

What Bike Prom means to us today since we brought it back after a hiatus during  the COVID pandemic, is that riding bikes, gathering with friends and neighbors, and throwing a fun party has an intangible value that goes beyond traditional fundraising events. I guess this is a good segue into the next question, but it takes a lot of effort from our volunteers and staff, and it hardly seems worth it at the end of the day, except for hearing people say “I can’t wait until next year.”

Is this a major fundraiser for the Collective?

It is intended to be a fundraiser first and foremost, but in reality it is a “funraiser” or “friendraiser.” We do a little better than break even every year, but again it comes down to the relationships we build with people in the community, and hope the good karma pays off later down the road. Our board has looked at other opportunities, like doing a more formal event, but that’s not really what Bike Prom ever was in the past. I think it is an authentic event that people associate with Bicycle Collective, so it raises awareness and a little bit of money from tickets and the Silent Auction, and it’s hard to imagine not doing it.

What else would you like to add about Bike Prom?

Obviously this year it is at the end of May, which is also Bike Month, so a fitting way to end the month. This is a departure from the last 4 years when we held it in mid September. A few folks have asked why the change? There are a lot of reasons, but aligning with Bike Month and the fact that it used to be a Spring event are probably the top reasons why it made sense to give it a try in May.

The work the Collective does is highlighted in their mission, “The mission of the Bicycle Collective is to promote cycling as an effective and sustainable form of transportation and recreation, and a cornerstone of a cleaner, healthier, and safer society. We provide refurbished bicycles and educational programs to the community focusing on children and lower income households.” Bike Prom is an important fundraiser for that work. 

2026 Bike Prom details (follow the link for tickets):

May 30 — Bike Prom, Utah Bike Month, Salt Lake City, UT, Bike Prom is more than a ride—it’s a celebration of cycling culture, sustainable transportation, and the community spirit that powers Bicycle Collective’s mission. Don your fanciest prom duds or costume, grab a date (or group, or come solo) and join a thousand friendly riders on a slow ride around SLC streets. The bike ride starts at 6:30 PM at Liberty Park (corner of 500 East and 900 South) and will end at Woodbine Food Hall ( 545 West 700 S, Salt Lake City, UT 84101) where we’ll dance and eat the night away! For more details, or to get involved as a sponsor, reach out to Bicycle Collective, Donna McAleer, 801-328-2453, [email protected], bicyclecollective.org, bikeprom.com

Photos from the first Bike Prom are below.

Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis
Scenes from the first Salt Lake City Bike Prom in 2011. Photo by Dave Iltis

The Incredible Cycling Life of Paul Willerton

Dave Campbell
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The Incredible Cycling Life of Paul Willerton

By Dave Campbell — Paul Willerton stands as a remarkable figure in American cycling history who has seemingly done it all. He raced all over the world as both an amateur and a professional road cyclist, and later as a mountain biker. He is a partner in a successful cycling apparel company and a filmmaker. He also crusades passionately for clean and ethical sport, and his bold anti-doping stance helped drive crucial changes in cycling. He sees cycling as “his lens” and “the window through which he sees the world.” Since he didn’t attend college in the traditional sense, he sought “the most education in the shortest possible time,” finding it through cycling, traveling the world, and building his company, DeFeet. This is his story.

Paul Willerton’s first racing bike. Photo courtesy Paul Willerton

Willerton discovered road cycling in 1981 through his love of the outdoors, riding the quiet roads around Hollister, California, especially Fremont Peak. He embraced cycling in that era as an adventure in every sense, and in the pre-internet world, he had to learn everything proactively. In 1982, he was often the only cyclist on the roads between Hollister and Salinas. California junior racing at the time regularly featured fields of 120 riders aged 14 and 15, battling across undulating, twisting coastal roads in the rain. During this “find it yourself” era of American cycling, he met his hero Greg LeMond at the 1985 Fisherman’s Wharf criterium stage of the Coors Classic. In a remarkably serendipitous turn, he began training regularly with LeMond just over a year later and became his teammate only six years after that.

A dual Swiss citizen who quickly learned languages, Willerton felt comfortable in Europe. By 1986, he raced the Giro della Lunigiana (the junior version of the Giro d’Italia, later won by future stars such as Remco Evenepoel and Tadej Pogačar) in Italy against a young Marco Pantani. That winter, while living in Lake Tahoe, he frequently traveled to Rancho Murieta, California, to train with LeMond, who became his mentor and close friend. He discovered he could stay with the Tour de France champion when others fell away. Their shared love of fishing and outdoor adventure forged a lifelong bond.

Willerton spent much of 1987 riding with LeMond during his recovery from a hunting accident. By 1989, he admitted he wasn’t sure his friend would return to the top of the sport—but he did, and Willerton witnessed that struggle firsthand. Beyond cycling, Willerton came to deeply admire LeMond as a person and saw his family endure challenges most could not survive.

Paul Willerton in Northern California in 1987 in the Plymouth Reebok kit. Photo by Gary Newkirk

In 1987 and 1988, Willerton became a key member of what may have been the finest junior cycling program in U.S. history—the Plymouth/Reebok team. These riders dominated the national junior scene, competed strongly in senior events, and raced extensively in Europe. LeMond himself designed their training programs, advised their positioning, and provided bikes built by legendary Californian frame builder Roland Della Santa. After winning the Junior Worlds Trials, Willerton raced the 1987 Junior World Championships in Bergamo, Italy, finishing seventh in the team time trial behind the Italians and strong Eastern European squads.

From 1988 to 1990, he raced the demanding and prestigious pro-am Tour de l’Avenir (renamed the Tour of the EEC in 1990) in France, a race LeMond famously won in 1982 and one widely regarded as a “Tour of the Future.” In 1989, as a member of the U.S. National Team, he ventured into the Vuelta Colombia. In his words, “Escabar was raging, the Medellin and Cali Cartels were at war, and a two weeklong stage race went right through all of it!” Norberto Cáceres, a Colombian friend of LeMond’s from the Coors Classic, “came along as a liaison just to keep us alive!”

Willerton missed the first half of the 1990 season due to knee surgery but returned strong, finishing second in the amateur National Road Race behind 1988 Olympian Bob Mionske in New York. Because of his early-season results, he needed to win the national title to qualify for the World Championships in Japan. Devastated by missing out, he continued racing the domestic “National Prestige Calendar.” After a high-speed crash at the Washington Trust Stage Race, he still fought back to finish fifth atop Mount Spokane. When injuries sidelined several riders slated for Worlds, selectors added him to the team alongside a young Lance Armstrong.

Paul (white helmet left) and Dave Campbell (black helmet right) racing together in the 1990 downtown Portland Mayor’s Cup Criterium. Photo by Doug Desrochers

In 1991, Willerton realized a childhood dream—“signing for the Yankees”—when he turned professional with Greg LeMond’s French Z team. As the only other American on the squad, he received no special treatment. LeMond made that clear. Willerton carved out his place the hard way and found the transition brutally difficult. Like LeMond before him, he based himself in Kortrijk, Belgium, sharing a home with teammate Miguel Arroyo and soigneur Otto Jacome.

Life in Europe differed greatly then, and Willerton brought a fax machine so he could handwrite letters and send them home cheaply. As a young pro, he worked tirelessly for teammates, but his own results remained limited—and so did those of many established riders. The pro peloton was changing rapidly. Even LeMond, the two-time defending Tour de France champion, finished seventh in 1991 despite feeling in peak form. As Willerton put it, his “timing was terrible.” Still, he valued riding alongside childhood heroes like Robert Millar, Gilbert Duclos-Lasalle, Bruno Cornillet, Jérôme Simon, and Eric Boyer—“real, no bullshit bike riders on a clean team.”

In June, Willerton returned to the United States to race for the national title. In the 1991 USPRO CoreStates Championships in Philadelphia, he broke clear late in the race but, for the second year in a row, missed out on a major title. Team tactics within the breakaway allowed the group to be caught in the final moments of the 156-mile race. In 1992, he joined Subaru-Montgomery, a European-based American team directed by Eddie Borysewicz. He balanced emerging American races with Europe’s biggest events, including Paris-Roubaix and the Professional Road Race at the World Championships in Spain, again alongside Armstrong. As speeds continued to rise, Willerton and his teammates struggled not only to compete but sometimes even to finish what he described as “turbo-charged” races. That same Subaru team would later form the foundation of the infamous U.S. Postal Team.

One of his defining moments came at the 1993 Tour DuPont, his final road season with Subaru. After a stage, an upstart sock company handed out samples, and Willerton stuffed a pair into his jersey pocket. Later, he realized DeFeet had created the first cycling-specific sock—the Aireator. It surpassed anything he had used before. When he called the number stitched into the sock, he connected with Shane Cooper, and the two formed a lasting partnership. Willerton became the brand’s first ambassador, introducing the socks across Europe, often customizing them for teams. Within a few years, they became ubiquitous in the peloton.

When Subaru folded, Willerton found few opportunities on American pro teams and lost his enthusiasm for European road racing. Returning to familiar domestic races held little appeal. He needed a new challenge to revive both his career and his passion. Having long dreamed of winning the Tour de France, he now accepted that goal had passed—and turned instead to mountain biking.

With support from Chums and Keith Bontrager, Willerton attacked the 1994 World Cup mountain bike circuit with determination. Early results proved difficult—mechanicals, DNFs, and off-form finishes—but back home in Winter Park, Colorado, his confidence returned. Racing the NORBA series, he steadily improved, culminating in a second-place finish at the National Finals in Big Bear, just 16 seconds behind Ned Overend. That result earned him a spot on the U.S. team for the World Championships in Vail.

Starting 130th out of 175 riders, Willerton faced long odds. But with LeMond cheering from the sidelines, he charged through the field in a remarkable ride, finishing sixth. Many believed that with a better starting position, he could have reached the podium—or even won the world title.

Looking back, Willerton later reflected, “I wasn’t prepared to make the necessary sacrifices.” At the time, he questioned whether he lacked maturity or mental toughness—or whether he simply no longer loved the sport enough. Riders he once beat as juniors now dominated. In the years that followed, the reasons became clear. As doping spread through cycling and later mountain biking, Willerton found himself again outpaced in what he recognized as another era of “terrible timing.”

Paul Willerton at the Nike Campus Protest. Photo by Pat Malach

After retiring, Willerton returned to fishing, skiing, and self-directed learning, while writing for cycling publications and deepening his involvement with DeFeet. Frustrated by doping, he again took a proactive stance. Alongside other retired riders, he protested outside Nike’s campus in Beaverton following the USADA report. Outraged by what he saw as the fraud of the Lance era, he publicly challenged Nike and Phil Knight, asking why the brand ignored mounting evidence. Within days, the façade collapsed. Willerton later appeared in documentaries and news programs, emerging as a powerful voice for integrity in the sport. He modestly described himself as a “tiny needle” that helped burst a massive bubble, while crediting others such as David Walsh, LeMond, and Betsy Andreu.

Building DeFeet provided the second half of his education. Over three decades, he engaged in every aspect of the business—from materials and product development to manufacturing, marketing, and fulfillment. He views it as an ongoing journey that continues to inform his work across industries.

Most recently, Willerton directed the film Flandrien. Originally conceived as a brand film, the project evolved into a celebration of Flanders, one of cycling’s great cultural heartlands. Fascinated by cameras as long as by cycling, Willerton drew on his early experiences racing in Belgium to create a film that captures the region’s spirit—something he wished he had seen as a young rider. The film celebrates the riders, races, and enduring passion of Flanders, and is available on YouTube. ( https://www.youtube.com/watch?v=iIcD3Rpc3n0&t=0s)

He continues to plan future cycling films.

Despite setbacks and redirections, Willerton’s love of cycling remains undiminished. He recently traveled to Washington, D.C., to watch Greg LeMond receive the Congressional Gold Medal. He still fishes, plays tennis, and reflects on the lessons cycling has taught him. Today, he divides his time between Buenos Aires and Bend, Oregon, striving to remain a positive force for his family and others—and continuing to live an extraordinary life.

SOURCE MATERIAL:

Giro d’Italia 2026: Ganna Flies, Narváez Strikes, Vingegaard Takes Pink (Stages 10-15)

Cycling West
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Giro d’Italia 2026: Ganna Flies, Narváez Strikes, Vingegaard Takes Pink (Stages 10-15)

The 2026 Giro d’Italia returned from its second rest day with Afonso Eulálio still in pink and Jonas Vingegaard closing fast. Filippo Ganna blew apart the Viareggio–Massa time trial, Jhonatan Narváez collected his third stage victory, Alec Segaert and Alberto Bettiol delivered opportunistic wins, and Fredrik Dversnes rewarded Uno-X Mobility with a breakthrough victory in Milan. But the defining moment arrived in the Valle d’Aosta, where Vingegaard attacked on the road to Pila, won his third mountain stage, and finally took command of the Maglia Rosa.

Stage 10 — Viareggio–Massa Tudor ITT, 42 km

Filippo Ganna opened the Giro’s second act with a demonstration of raw speed, overwhelming the 42-kilometer individual time trial from Viareggio to Massa and delivering a one-two finish for Netcompany Ineos.

The Italian covered the long test against the clock in 45:53, averaging 54.921 kph on a course that gave the specialists a rare opportunity to stretch their power across more than 40 kilometers. Teammate Thymen Arensman finished second at 1:54, while Rémi Cavagna completed the podium for Groupama-FDJ United at 1:59.

Italy’s Filippo Ganna of Netcompany Ineos during Stage 10, an individual time trial at the Giro d’Italia, from Viareggio to Massa, Italy, Tuesday, May 19, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

Behind Ganna’s dominant performance, the battle for pink tightened dramatically. Afonso Eulálio defended the Maglia Rosa, but Jonas Vingegaard reduced his deficit to just 27 seconds. Arensman’s ride also pushed him into third overall at 1:57, placing another Netcompany Ineos rider within reach of the race lead.

“We have done an amazing job last winter to prepare for time trials and it can be seen also with the GC riders of the team, look at Thymen Arensman in second place like at Tirreno-Adriatico,” Ganna said after the finish. “It’s a good victory for us here today, we can enjoy it tonight and focus on the remaining stages of the Giro.”

Ganna welcomed the chance to race such a long Giro time trial and made clear that the victory did not satisfy all of his ambitions.

“From today, another Giro starts for Filippo,” he said. “Today it was a massive goal for me but I want to try and win another stage. Why not on Friday on my home stage.”

Stage Results
Place Rider Team Time
1 Filippo Ganna Netcompany Ineos 45:53
2 Thymen Arensman Netcompany Ineos +1:54
3 Rémi Cavagna Groupama-FDJ United +1:59
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 39:40:34
2 Jonas Vingegaard Team Visma | Lease a Bike +0:27
3 Thymen Arensman Netcompany Ineos +1:57
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 11 — Porcari (Paper District)–Chiavari, 195 km

Jhonatan Narváez turned a day of missed opportunities into another Giro victory, surviving a relentless 195-kilometer stage into Chiavari and beating Enric Mas after an exhausting battle over the climbs and descents.

UAE Team Emirates XRG missed the first breakaway, then missed the second move as the race stayed aggressive through the opening hours. Narváez refused to concede the stage. After two hours of hard racing, he jumped across to the breakaway himself and placed his team back in contention.

Mas proved the strongest rider on the climbs, but Narváez refused to race on the Spaniard’s terms. The Ecuadorian defended himself over the hills, survived a full-gas run through the descents, and stayed close enough to contest the finish. When Mas launched the sprint, Narváez held his nerve and took the victory, while Diego Ulissi finished third at 11 seconds.

Jhonatan Narváez (UAE Team Emirates XRG) wins stage 11 of the 2026 Giro d’Italia in Chiavara, Wednesday, May 20, 2026. (Photo by Gian Mattia D’Alberto / LaPresse)

The win gave Narváez his third stage victory of the Giro after earlier triumphs in Cosenza and Fermo. Eulálio retained the Maglia Rosa, preserving his 27-second advantage over Vingegaard.

“The whole stage was difficult, especially because we missed the first breakaway group, then we missed the second one too,” Narváez said. “After two hours of hard racing I tried to jump straight to the breakaway. It was difficult also and I realised that Enric Mas was the strongest in the climb. I knew I had to play my game.”

The finishing sprint added one final moment of tension to a stage raced without respite.

“I got scared when he launched the sprint and almost blocked me to the barriers,” Narváez said. “I was on the limit because it was full gas the whole day. Even in the downhills we have raced hard!”

Stage Results
Place Rider Team Time
1 Jhonatan Narváez UAE Team Emirates XRG 4:33:43
2 Enric Mas Movistar Team s.t.
3 Diego Ulissi XDS Astana Team +0:11
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 44:17:41
2 Jonas Vingegaard Team Visma | Lease a Bike +0:27
3 Thymen Arensman Netcompany Ineos +1:57
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 12 — Imperia–Novi Ligure, 175 km

Alec Segaert gave Bahrain Victorious another reason to celebrate in pink, launching a perfectly timed late attack in Novi Ligure and holding off the chasers for his first Giro d’Italia stage victory.

The Belgian had identified his opportunity the night before the stage. Rather than waiting for the anticipated reduced sprint, Segaert committed to an attack with three kilometers remaining, taking advantage after a hard pace on the climb had worn down the sprinters’ support riders.

Belgium’s Alec Segaert of Bahrain Victorious winner of the stage on the finish line during Stage 12 of the Giro d’Italia, from Imperia to Novi Ligure, Italy, Thursday, May 21, 2026.
(Photo by Massimo Paolone / LaPresse)

Segaert drove alone toward the finish and crossed the line three seconds ahead of Toon Aerts and Guillermo Thomas Silva, converting a bold plan into the biggest victory of his career. Behind him, teammate Eulálio continued his run in the Maglia Rosa, while Vingegaard slipped six more seconds back in the general classification to trail by 33 seconds.

“This is super amazing, my first win in the Giro d’Italia!” Segaert said. “I came here to race in the young category as well. I had the Maglia Rosa at the Giro NextGen. To do it here on the biggest stage… The Giro was already amazing for the team with Afonso wearing the Maglia Rosa.”

Segaert said he carried the idea of the late move through the entire stage, waiting until the race created exactly the opening he wanted.

“Yesterday evening I decided to attack with 3km to go. I kept it in mind all day today,” he said. “There was a hard pace on the climb. It made the teammates of the sprinters tired. It was my chance to attack when I wanted to. For this result, you give everything.”

The victory also offered immediate redemption after Segaert left the previous day’s time trial disappointed.

“Winning is the best thing to do after a bit of a disappointment in the time trial,” he said. “It’s the right way to come back stronger.”

Stage Results
Place Rider Team Time
1 Alec Segaert Bahrain Victorious 3:53:00
2 Toon Aerts Lotto Intermarché +0:03
3 Guillermo Thomas Silva XDS Astana Team s.t.
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 48:10:38
2 Jonas Vingegaard Team Visma | Lease a Bike +0:33
3 Thymen Arensman Netcompany Ineos +2:03
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 13 — Alessandria–Verbania, 187 km

Alberto Bettiol could hardly have selected a better place for his Giro victory. On roads he knows as a second home, the XDS Astana Team rider rode away to win in Verbania and delivered a deeply personal triumph beside Lake Maggiore.

Bettiol entered the stage with uncommon motivation. His girlfriend’s family comes from Verbania, he often trains in the surrounding area, and he had studied the decisive climb both on his bike and on a motorbike before the race. When the moment came, that familiarity paid off.

Alberto Bettiol (XDS Astana Team) wins Stage 13 of the 2026 Giro d’Italia. (Photo by Gian Mattia D’Alberto / LaPresse)

The Italian reached the finish 26 seconds ahead of Andreas Leknessund, with Jasper Stuyven taking third at 44 seconds. The general classification remained stable behind the battle for the stage, with Eulálio still holding pink by 33 seconds over Vingegaard and Arensman third at 2:03.

“I already won before the race because I was so motivated today as Verbania is a second home for me,” Bettiol said. “My girlfriend’s family is from here. I often train around here. It’s been an advantage to know the climb. I recced it once on the bike and on the motorbike.”

Bettiol said the victory justified every day he had waited since his last win and thanked XDS Astana Team for the faith it placed in him.

“To win like this is something I’ll bring with me forever,” he said. “It doesn’t matter if I win only every two years. If I have to wait for two years for a win like this one, I’m fine with it. I’m happy to finally win for XDS Astana because Alexander Vinokourov believed in me two years ago. He really wanted me in the team. My teammates have done an amazing job since the start of the Giro. I’m happy to be part of this.”

Stage Results
Place Rider Team Time
1 Alberto Bettiol XDS Astana Team 3:51:33
2 Andreas Leknessund Uno-X Mobility +0:26
3 Jasper Stuyven Soudal Quick-Step +0:44
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 52:15:17
2 Jonas Vingegaard Team Visma | Lease a Bike +0:33
3 Thymen Arensman Netcompany Ineos +2:03
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 14 — Aosta–Pila (Gressan), 133 km

Jonas Vingegaard had been closing in on pink for nearly a week. On the steep road to Pila, the Danish favorite finally took it.

Team Visma | Lease a Bike controlled the 133-kilometer mountain stage through the Valle d’Aosta from the start, setting up its leader for the decisive attack. When Vingegaard rode away with 4.6 kilometers remaining, none of his rivals could answer. He reached the summit alone to claim his third victory of the Giro and strip the Maglia Rosa from Afonso Eulálio.

Jonas Vingegaard (Team Visma | Lease a Bike) wins Stage 14 of the 2026 Giro d’Italia. (Photo by Gian Mattia D’Alberto / LaPresse)

Felix Gall finished second at 49 seconds and Jai Hindley crossed the line third at 58 seconds, repeating their positions behind Vingegaard from the Blockhaus summit finish. Eulálio fought to defend his race lead but could not match the Dane in the high mountains. The former race leader dropped to second overall at 2:26, while Gall moved to third at 2:50.

“Out of three mountain stages I’ve won so far, today’s is the one I’ll remember the most,” Vingegaard said after the finish. “We made a plan with the team. We wanted to control the race. My teammates did an incredible job all day long. It was very impressive how they rode. I’m proud of them and proud to pay them back.”

Vingegaard credited Davide Piganzoli with delivering the final launch pad, saying his teammate had almost completed the separation before the race leader even attacked.

“We wanted to go when it would be steeper but I almost had nothing to do after Davide Piganzoli’s pull,” Vingegaard said. “It will be nice to enter Milan with the Maglia Rosa tomorrow. I’ve been there before. It’s a special city. I want to enjoy the moment.”

In the press conference, Vingegaard reflected on pulling on pink for the first time in his career and on a team performance that placed him firmly in control before the Giro’s final week.

“It’s definitely new to me to be in the Maglia Rosa,” Vingegaard said. “It’s something special in cycling and something I’m really happy with. I’ve been dreaming of having a Maglia Rosa like many young cyclists. I really wanted it. I’m proud of it, especially after what we did today as a team.”

He also cautioned that the race remained far from finished, with three difficult mountain stages still waiting in the third week.

“Anyone can have a bad day,” Vingegaard said. “We need to keep fighting for this beautiful jersey. It’s my dream to take it to Rome.”

Vingegaard’s takeover also changed the secondary classifications. The Dane held both the Maglia Rosa and Maglia Azzurra, while Narváez replaced Magnier at the top of the points classification. Eulálio lost pink but retained the Maglia Bianca as the race’s best young rider.

Stage Results
Place Rider Team Time
1 Jonas Vingegaard Team Visma | Lease a Bike 3:53:01
2 Felix Gall Decathlon CMA CGM Team +0:49
3 Jai Hindley Red Bull-Bora-Hansgrohe +0:58
General Classification
Place Rider Team Time
1 Jonas Vingegaard Team Visma | Lease a Bike 56:08:41
2 Afonso Eulálio Bahrain Victorious +2:26
3 Felix Gall Decathlon CMA CGM Team +2:50
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Ciclamino Points Classification Jhonatan Narváez UAE Team Emirates XRG
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 15 — Voghera–Milano, 157 km

Fredrik Dversnes turned the Giro’s arrival in Milan into a landmark day for Uno-X Mobility, surviving from the breakaway to deliver the team its first stage victory in its first appearance at the Giro d’Italia.

The 157-kilometer stage from Voghera to Milano flew along at an average speed of 51.063 kph, but the breakaway refused to surrender to the chasing peloton. Dversnes, Mirco Maestri, and Martin Marcellusi reached the finishing battle together, with the Norwegian proving fastest at the line.

Fredrik Dversnes (Uno-X Mobility) wins stage 15 of the 2026 Giro d’Italia into Milano. (Photo courtesy of LaPresse)

Dversnes credited his Italian breakaway companions with helping keep the move alive and said he began to believe the stage victory was possible inside the final five kilometers.

“I got a super good help from the Italian guys in the breakaway,” Dversnes said. “They were really strong today. I knew this was an opportunity. I’m pretty good at going in breakaways. That was my big shot.”

As the finish drew closer, Dversnes balanced hope with the tactical demands of keeping the escape alive.

“With about 5km to go, I thought the win was possible but all the way I had to think of what to do to maintain the hope,” he said. “My team manager Thor Hushovd was delighted on the finish line. This is huge for our team in our first Giro d’Italia.”

Behind the breakaway’s celebration, Vingegaard completed his first day in the Maglia Rosa without incident. He retained his 2:26 advantage over Eulálio, with Gall still third at 2:50 as the Giro headed toward its final week.

The points jersey also returned to Paul Magnier after Narváez had taken the Maglia Ciclamino on Stage 14. Vingegaard remained in control of both the general and mountains classifications, while Eulálio continued to lead the young rider competition.

Stage Results
Place Rider Team Time
1 Fredrik Dversnes Uno-X Mobility 3:03:18
2 Mirco Maestri Team Polti VisitMalta s.t.
3 Martin Marcellusi Bardiani CSF 7 Saber s.t.
General Classification
Place Rider Team Time
1 Jonas Vingegaard Team Visma | Lease a Bike 59:12:56
2 Afonso Eulálio Bahrain Victorious +2:26
3 Felix Gall Decathlon CMA CGM Team +2:50
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

NPS Opens More Trails to MTBs in Whiskeytown-Shasta-Trinity National Recreation Area

Charles Pekow
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NPS Opens More Trails to MTBs in Whiskeytown-Shasta-Trinity National Recreation Area

By Charles Pekow — Nearly 80 miles of trail will soon open to bicycles in the Whiskeytown-Shasta-Trinity National Recreation Area. The National Park Service announced it will allow bikes on approximately 79.8 miles of trails in the Whiskeytown Unit beginning March 11.

South shore of Whiskeytown Lake. Redding, California. Photo by RoyalMayfair, CC BY-SA 4.0 Deed Attribution-ShareAlike 4.0 International

Until now, riders could use bicycles — including pedal-assist e-bikes capable of speeds up to 20 mph — only on roads and most existing trails within the recreation area, located in the Shasta County portion of the Klamath Mountains in Northern California.

Park officials said they updated the rule in response to population growth and rising recreational demand in the Redding area. By opening additional off-road trails to bikes, the agency aims to expand access while managing increased visitation.

Details are available in the Federal Register notice: https://www.govinfo.gov/content/pkg/FR-2026-02-09/html/2026-02479.htm

 

The Athlete’s Kitchen: Sodium, How much does an athlete really need?

Nancy Clark
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The Athlete’s Kitchen: Sodium, How much does an athlete really need?

By Nancy Clark MS RD CSSD — Sweat contains more than just water; it has electrically charged particles (electrolytes, commonly called minerals such as sodium) that help keep water in the right balance inside and outside of cells. You’ve likely seen ads for electrolyte supplements that highlight sodium.

Sodium gets lost with sweat, so it makes sense sweaty athletes should replace those losses, right? But what are the sodium guidelines? How much sodium does an athlete actually need before, during and after exercise? What are the best strategies to maintain optimal sodium and fluid balance? Do athletes really need daily commercial electrolyte products? Or can you take the info in those advertisements with a grain of salt?

Sodium, How much does an athlete really need? Photo by Dave Iltis

To address these questions, I defer to respected sport nutrition researcher Alan McCubbin PhD of Monash Univ. in Australia. In his recent article Sodium intake for athletes before, during and after exercise: review and recommendations, McCubbin states:

“Currently there is no evidence that athletes require a greater dietary sodium intake day-to-day, due to regulation of sodium losses via the kidneys and sweat glands. Whether before, during or after exercise, evidence suggests that it is the relationship between sodium and water that influences health and performance outcomes … Sodium intake strategies will be most effective when thought of as part of, and not independent from, hydration strategies.”

Daily sodium intake

The more we exercise, the more food we eat, and the more sodium we can easily consume. Most of us ingest far more than the recommended limit of 2,400 mg/day. That’s the amount that can help manage blood pressure in the one-third of healthy people who are “salt-sensitive,” meaning their blood pressure rises when they eat salty foods. This excludes many athletes.

  • The food we eat offers an abundance of electrolytes. For example, a recovery drink of chocolate milk offers more sodium than Gatorade (135 vs. 110 mg/8 oz).
  • A 150-pound athlete (69 kg) stores about 67,500 mg sodium in the body, mostly in fluids that surround the outside of cells. While athletes lose some sodium in sweat, they are unlikely to deplete their body stores.
Should athletes consume sodium before they exercise?
  • Even without electrolytes, plain water is hydrating. With electrolytes, we retain water better, i.e., it doesn’t just go in one end and quickly out the other.
  • Consuming pre-exercise sodium can increase thirst and a desire to drink. Being better hydrated can optimize performance.
  • Some athletes believe they should sodium-load for three to four days before a marathon or other endurance event. Doing so offers no benefits; it does not reduce exercise-associated muscle cramps or low blood sodium (hyponatremia) during the event. Our kidneys do a fine job of maintaining a stable sodium level in the body.

Consuming extra sodium within just 4 hours of exercise can increase total body sodium if you want to hyperhydrate. That said, consuming a lot of extra sodium and extra fluid might contribute to intestinal issues. Current research suggests this pre-exercise hyperhydration tactic may not improve weight-bearing exercise (i.e., running) in hot weather, though more research is required to confirm this.

Should athletes who must “make weight” cut back on sodium to induce water loss (diuresis) to weigh less?
  • Three days of a low sodium diet contributes to about 1.3 pounds (0.6 kg) of weight loss. This may not be helpful if the athlete ends up underhydrated starting the event.
Should athletes consume sodium during extended exercise?
  • Athletes lose proportionately more water than sodium in sweat. In under-hydrated athletes (who replace less than 70% of water losses during sweaty ultra-exercise), the amount of sodium in their blood can actually increase even if the athlete does not consume any sodium.
  • Concerns about low blood sodium (hyponatremia) arise when an endurance athlete over-hydrates with plain water. This dilutes the reduced amount of sodium in the body. Drinking excessive plain water without any added sodium or food that contains sodium is what leads to hyponatremia. If you are drinking enough to replace all of your sweat losses, you could wisely consume sodium along with the fluid.
  • The amount of sodium consumed during exercise has little impact on enhancing the absorption of fluids (or glucose) from the intestinal tract.
  • Sodium losses during exercise may—or may not—be connected with muscle cramping. Many factors create exercise-induced cramping.
  • Sodium consumption during exercise has not been linked to better performance (apart from one weak study) —that is, unless the consumption of extra sodium leads to greater thirst and thereby greater fluid consumption which reduces the risk of becoming dehydrated.
  • Attempting to replace 100% of sodium losses (as ads for electrolyte replacers might suggest) could result in hypernatremia (elevated sodium) in underhydrated athletes.
  • Sweat-composition testing may help ultra-endurance athletes determine their personal sodium losses. But this testing, in general, is needless and comes without benefit for those who underhydrate. Blood sodium levels will rise regardless of sodium losses.
How much sodium should athletes consume postexercise?
  • Consuming sodium after a sweaty workout stimulates the drive to drink as well as helps retain recovery fluids. That said. an athlete who is underhydrated likely already has elevated serum sodium which nudges a drive to drink.
  • The kidneys conserve sodium when the amount of sodium in the blood drops, hence that reduces the need for consuming extra sodium.
  • To optimize fluid retention, enjoy salty recovery snacks (pretzels, salted chips) or a meal (soup, pizza).

Listen to your body

Anecdotally, many athletes swear they feel better when they consume more electrolytes such as sodium. Extra post-exercise sodium (salt) might be helpful and is unlikely harmful, unless it elevates your blood pressure. If you are craving salt, you can skip the electrolyte supplements and simply sprinkle some salt on your recovery food. Yum!

 

Quick Shot Bike Cartoon: Broke Cyclist

Chad Nichols
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Quick Shot Bike Cartoon: Broke Cyclist

Bike Thieves Don’t Like Climbing Hills

Charles Pekow
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Bike Thieves Don’t Like Climbing Hills

By Charles Pekow — Looking for one more reason to grind to the top of the climb? Your bike may be safer there.

Most research on bicycle theft has examined infrastructure — racks, lighting, transit proximity — but largely ignored topography and street location. Researchers at Florida International University decided to test whether elevation plays a role.

Analyzing a decade of theft data in Toronto, they found a clear pattern: bicycles parked at higher elevations were less likely to be stolen.

Bikes atop the Angliru in Spain. You’d have to be a mighty determined thief to come up here to steal a bike. The last 3km average about a 20% grade. Photo © Felix Wong, CC BY 4.0 Attribution 4.0 International Deed

The study also confirmed some familiar risk factors. Thieves targeted bikes parked near public transit stations, bike lanes and bikeshare stations. Surprisingly, parks did not significantly influence theft rates. Nor did the presence of bike parking facilities, nearby universities, or a street’s centrality within the network.

The findings suggest that geography — not just infrastructure — shapes theft patterns. For planners and riders alike, elevation may be an overlooked layer in urban bike security.

Read the abstract to Exploring Bicycle Theft through Topography, Street Centrality, and the Built Environment: A Spatial Analysis of Toronto, Canada here: https://ui.adsabs.harvard.edu/abs/2026CmpUS…6….1C/abstract

The full article can be downloaded from https://link.springer.com/content/pdf/10.1007/s43762-025-00232-7.pdf

 

E-Mountain Biking is as Fun as it Looks

Tom Jow
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E-Mountain Biking is as Fun as it Looks

By Tom Jow — The prospect of owning an E-MTB has been slowly creeping up on me. First one friend, then another. Let’s face it though, none of us are getting any younger. When they first came out, I was as disgusted as anyone that’s been around since the beginning of the sport. Gradually my disgust turned into acceptance, observing that “hey, you still have to pedal the thing”. However, at no time did I ever say they couldn’t be fun. I mean, who can argue against riding the same speed or faster using less power? I just wasn’t ready to get one. Until a friend made me an offer I couldn’t refuse.

Because I wasn’t shopping, I knew very little about them. This is what I knew: 1) they have a motor, 2) a battery, 3) a controller to adjust a number of assist levels, and 4) when you pedal, it assists you. After some rides and some research, I have learned a lot more.

Tom Jow cruising up the trail on his e-MTB in Richfield, Utah. Photo by A. Meyer

For example, motors come in different power levels. Measured by output of torque, the motors could be broken down into three categories: full power (>85Nm), mid power (50-60Nm), lightweight (35-40Nm). In my brief research, there appears to be many more full power e-MTBs than mid power or lightweight.

The full power bikes are the most capable of going both uphill and down. Usually paired with the largest battery (>700wH) these bikes are quite heavy, 50 pounds or more. Combined with long travel suspension of more than 150mm front and rear, think of the full power e-MTB as a “self shuttle” downhill machine.

For the rider that prefers a lighter weight bike but still wants a strong assist, look to the mid power category. With 55-65Nm of torque and a smaller battery (500-600wH) these bikes weigh approximately 45-50 pounds. Even at this weight, it is heavier than most of us are accustomed to. However, with long travel suspension, the mid power bikes can still handle a wide range of terrain, both uphill and down.

Tom Jow on his e-MTB flying down the Spinal Tap trail. Photo by A. Meyer

The lightest weight e-MTBs tip the scale in the range of 35-45 pounds. Equipped with a motor that ranges 35-45Nm and a lightweight battery (350-450wH), these bikes offer an assist that is closer to a strong tailwind than having a motor. The rider of these lightweight e-MTBs (my guess) is someone that wants to use the assist as little as possible. Examples of this might be keeping up with strong friends on non-assisted bikes or tackling slightly longer or steeper rides than normal.

Truth be told, I didn’t even know these things before I started riding one. My first couple rides entailed just figuring out the power modes, and how strong they were (or weren’t). One thing I found out quickly was that Eco mode was barely strong enough to get the bike out of its own way. The mode Trail 1 was the sweet spot. It seemed perfectly matched for the uphill grade and my power output. Trail 2 was too strong for any tight or blind turns. But it sure was fun going up wall steep pitches. And Boost mode? Much too strong for anything that wasn’t straight and smooth.

I needed to figure out how to fix Eco mode. It just wasn’t helping enough. After a little research, I discovered I could connect to the Shimano E-tube app and make some changes to the programming. Within the app, I found many drive characteristics to adjust. Shown in the graphs in photo 1 are the power curves of the different modes. The vertical axis is the output (in torque), and the horizontal axis is input (human power). This means that the taller the curve, the higher the output. The maximum is 85. Each individual mode also has a maximum output. For example, Eco tops out at about 60. As for the horizontal axis, the flatter the curve, the more human input is required for power to match. Notice that in the Trail 2 (green) and Boost (yellow) mode, the lines are much steeper than Eco mode. When using the stronger modes, the assist begins much earlier.

Programmable options of the Shimano EP8 motor including power curves for each mode, start timing and assist carryover.

Options for programming the power levels of each mode.

As for my needs, first I wanted to address the weak Eco mode. By moving the blue dot towards powerful (photo 2), I made the power come on a little sooner. If you look closely, you can see that the blue line in the second screenshot is a little steeper. Another adjustment I wanted to try changing was the “assist carryover”. This affects how long the motor continues to produce power after pedaling stops. It seemed to me that having a little more carryover could help get up and over obstacles. This I changed to medium. The behavior for “assist start”, which affects how the power comes on from a dead start, I chose to leave at the default of “quick”.

What a difference changing the Eco power curve made. Now I could ride in Eco mode without feeling like I was doing all the work. It is actually usable now. Assist carryover, on the other hand, is going to take a little getting used to. The anticipated benefit of having a little kick to get up rocks and steps is very helpful. However, I did not expect to be overshooting corners because the power was still on. I will have to learn to coast a little earlier to adjust for this.

Not only do I have to adapt to the carryover, but I am also learning how to pedal symbiotically with the motor. This is the key to getting the most out of the power assist. Referring back to the graphs, notice how far across the input axis the blue line for Eco mode extends, moving up the output axis gradually? This indicates that the rider must put in quite a bit of effort in order to get some return. Witness also that as we move to the more powerful modes the input requirement is reduced. The question then is: how does the motor sense input?

The motor takes into account two factors, torque and cadence. Torque, for example, is the twisting force applied to the drive spindle. When we apply high pressure to the pedals at a low cadence we are creating “high” torque. The second factor, cadence or pedal rpm, is as important; maybe even more. The reason is that the drive is programmed to be most helpful near a cadence of 80-90. If cadence is so important, what does torque have to do with it? Well, we can ride at optimum cadence in two different torque scenarios. First, we can ride in an easy gear, spinning along at 80rpm with low torque. In this instance, the motor will assist in a manner that feels like floating up the hill. On the other hand, we could pedal at the same cadence in a higher gear, pushing hard on every pedal stroke. The motor will mirror this higher torque, powering up the hill and encouraging us to keep up by adding more assist as we apply more pressure.

This feeling of being superhuman, pedaling like crazy and flying up the hill is the attraction, isn’t it? Or is it the feeling of floating along like we are using very little power? Maybe riding long distances in Eco mode using minimal assistance is more desirable? With multiple power modes we can do it all. Now I have learned that not only is the e-MTB versatile, but it is also a lot of fun. So much fun in fact, that my other bikes are at risk of collecting a lot of dust.

 

Roule – The Bicycle Art of Mohssin Amghar

Cycling West
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Roule – The Bicycle Art of Mohssin Amghar

Name of artist:  Mohssin Amghar

About the artist:  I am Belgian artist living in Brussels. I am self-taught and I love minimalist art in which I work; I like to seek the minimum of strokes to convey an idea or an situation or an emotion.

Artistic philosophy: Less is more.

“Roule” by Mohssin Amghar, Ink on Paper

Title of piece: “Roule” or “Ride” in English

About the piece: ink on paper

Medium and size: paper 21cm/29cm

Where can people find or buy your art: Instagram (@mohsart29), Facebook (facebook.com/mohssin.amghar.29)

Website and social media for your art: instagram: @mohsart29

 

Giro d’Italia 2026: Vingegaard Climbs Into Contention (Stages 4-9)

Cycling West
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Giro d’Italia 2026: Vingegaard Climbs Into Contention (Stages 4-9)

The second week of the 2026 Giro d’Italia arrived with chaos, attrition, and the first true mountain battles of the race. Jhonatan Narváez continued his remarkable comeback with two stage victories for UAE Team Emirates XRG, while Jonas Vingegaard finally unleashed his climbing legs on the slopes of Blockhaus and Corno alle Scale. Yet despite the Danish star’s dominance in the high mountains, Portuguese outsider Afonso Eulálio refused to surrender the Maglia Rosa, surviving day after day against the race favorites as the Giro tilted toward its decisive phase.

Stage 4 — Catanzaro–Cosenza, 138 km

The Giro’s first visit to Calabria delivered a nervous, explosive finale into Cosenza, where twisting roads, late climbs, and technical corners shattered the peloton before Jhonatan Narváez surged to victory.

The Ecuadorian rider stayed patient through a chaotic final kilometer, following teammate Jan Christen through the decisive moves before launching his sprint out of the final corner. Narváez accelerated past Orluis Aular and Giulio Ciccone to claim the stage after 138 kilometers in 3:08:46, an average speed of 43.863 kph.

Ecuador’s Manuel Jhonatan Narvaez of UAE Team Emirates XRG winner of the stage on the finish line during Stage 4 of the Giro d’Italia, from Catanzaro to Cosenza, Italy, Tuesday, May 12, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

Behind the stage battle, Ciccone collected enough time to move into the Maglia Rosa for Lidl-Trek, giving the Italian tifosi their first homegrown race leader of the Giro.

Narváez’s victory carried additional emotion after injuries derailed the start of his season.

“This victory is really big for me,” Narváez said after the finish. “After my crash in Australia in January, I have spent three months training in Ecuador. I want to thank my wife, my family and my team who supported me in this difficult period.”

The UAE rider also dedicated the win to teammates who crashed during the opening stages and praised Christen, whose aggressive finale nearly carried him into pink.

“Jan is a great guy, he was trying to take the Maglia Rosa today,” Narváez said. “He’s a young guy who needs to learn how to race. He did a great final and for me with him at the front it was just a question of waiting for the sprint. I took the corner really well. Then it was just about the legs in the last straight.”

Stage Results
Place Rider Team Time
1 Jhonatan Narváez UAE Team Emirates XRG 3:08:46
2 Orluis Aular Movistar Team s.t.
3 Giulio Ciccone Lidl-Trek s.t.
General Classification
Place Rider Team Time
1 Giulio Ciccone Lidl-Trek 16:18:51
2 Jan Christen UAE Team Emirates XRG +0:04
3 Florian Stork Tudor Pro Cycling Team +0:04
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Giulio Ciccone Lidl-Trek
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Diego Pablo Sevilla Team Polti VisitMalta
Maglia Bianca Best Young Rider Jan Christen UAE Team Emirates XRG

Stage 5 — Praia a Mare–Potenza, 203 km

The Giro’s longest stage to that point turned into a war of survival across the rugged roads into Potenza, where crashes, fatigue, and relentless climbing reshaped the general classification.

A late move by Igor Arrieta and Afonso Eulálio decided both the stage and the Maglia Rosa. The pair escaped clear in the closing kilometers and drove through the twisting uphill finale while the favorites hesitated behind.

Spain’s Igor Arrieta Lizarraga of UAE Team Emirates XRG winner on the finish line during Stage 5 of the Giro d’Italia, from Praia a Mare to Potenza, Italy, Wednesday, May 13, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

Despite crashing earlier in the stage, Arrieta recovered to outsprint Eulálio for the victory, giving UAE Team Emirates XRG its second stage win in two days. Eulálio finished two seconds behind but emerged as the day’s biggest revelation, climbing into the Maglia Rosa after an aggressive, fearless ride that suddenly transformed him from breakaway opportunist into Giro leader.

Guillermo Thomas Silva finished third for XDS Astana Team, 51 seconds behind Arrieta, as the race splintered across the final climbs.

“I’m really happy to achieve this victory after my three teammates crashed at the beginning of the Giro and after I crashed as well today,” Arrieta said. “I didn’t think it was lost when I crashed, I wanted to try till the end. I was completely empty in the last kilometres but I knew Eulálio was also the same. We both deserved the victory but in the end, I took it.”

Arrieta thanked his girlfriend, family, and trainer after the finish, while Eulálio pulled on both the Maglia Rosa and Maglia Bianca.

Stage Results
Place Rider Team Time
1 Igor Arrieta UAE Team Emirates XRG 5:07:51
2 Afonso Eulálio Bahrain Victorious +0:02
3 Guillermo Thomas Silva XDS Astana Team +0:51
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 21:27:43
2 Igor Arrieta UAE Team Emirates XRG +2:51
3 Christian Scaroni XDS Astana Team +3:34
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Diego Pablo Sevilla Team Polti VisitMalta
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 6 — Paestum–Naples, 141 km

Everybody hit the deck in Naples — or at least it felt that way — and Davide Ballerini suddenly found himself with a clear road to the biggest win of his Giro d’Italia career.

The XDS Astana Team rider survived a treacherous, rain-slicked finale through the streets of Naples and avoided the carnage in the final corner on the slippery cobblestones near Piazza del Plebiscito. Ballerini had entered the finale as part of the lead-out for Matteo Malucelli, but when the sprinters and lead-out riders began sliding across the road, the race opened in front of him.

Italy’s Davide Ballerini of XDS Astana Team winner of the stage on the finish line during Stage 6 of the Giro d’Italia, from Paestum to Naples, Italy, Thursday, May 14, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

Jasper Stuyven followed Ballerini through the chaos, but the Soudal Quick-Step rider could not come around him in the final 200 meters. Paul Magnier, already in the Maglia Ciclamino, had to put a foot down in the crash, remounted quickly, and still fought his way back to third place.

After the scenic start in Paestum, the stage took time to ignite. Around 10 kilometers into the day, Edward Planckaert and Luca Vergallito of Alpecin–Deceuninck sparked the breakaway. Martin Marcellusi and Manuele Tarozzi of VF Group Bardiani–CSF Faizanè and Mattia Bais of Team Polti VisitMalta soon joined them.

The escape never gained much freedom. The peloton kept the gap under one minute as the route passed through town after town, with thousands of fans lining the roads. The general classification riders stayed tucked safely near the rear of the bunch, trying to avoid trouble before the next day’s Blockhaus test.

The bunch reeled in the breakaway 36 kilometers from the finish. Filippo Magli claimed the Red Bull KM, while Lennert Van Eetvelt opportunistically picked up two bonus seconds.

That set up the expected sprint finish in central Naples, the fourth consecutive sprint stage and the Giro’s first-ever finish in Piazza del Plebiscito. Unibet Tietema Rockets appeared to have the finale under control until the last corner with 400 meters remaining. Elmar Reinders touched the brakes on the slick cobbles and crashed, taking Dylan Groenewegen, Jonathan Milan, and several others down with him.

Ballerini and Stuyven slipped through on the inside line. Both had started the finale in service of faster teammates, but the crash turned them into stage contenders in an instant. Ballerini held his line, drove through the final straight, and delivered Italy its first stage win of the 2026 Giro.

“I thought I could win a stage at the Giro, but certainly not this one and not in this way,” Ballerini said after the finish. “Today, our sprinter was Matteo Malucelli, but when we entered the final corner, I saw two riders go down. They told me to go for it. I was hoping the finish line would come quickly, but it was still quite far away and I was on the limit. Fortunately, I made it. I’ve finally won a stage of the Giro d’Italia!”

Behind the chaos, Eulálio enjoyed a day of minimum risk and maximum reward. The Bahrain Victorious rider avoided trouble, safely retained the Maglia Rosa, and turned his attention toward the looming Blockhaus summit finish.

Stage Results
Place Rider Team Time
1 Davide Ballerini XDS Astana Team 3:19:30
2 Jasper Stuyven Soudal Quick-Step s.t.
3 Paul Magnier Soudal Quick-Step s.t.
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 24:47:13
2 Igor Arrieta UAE Team Emirates XRG +2:51
3 Christian Scaroni XDS Astana Team +3:34
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Diego Pablo Sevilla Team Polti VisitMalta
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 7 — Sulmona–Blockhaus, 245 km

The Giro reached the mountains, and Jonas Vingegaard immediately imposed himself on the race.

After a long, wind-battered stage through the Abruzzo region, the first summit finish at Blockhaus exploded under the pressure of the favorites. With 5.5 kilometers remaining, Vingegaard attacked out of the select group and quickly reduced the race to survival.

Denmark’s Jonas Vingegaard Hansen of Team Visma | Lease A Bike leads ahead Italy’s Giulio Pellizzari of Red Bull – Bora – Hansgrohe during Stage 7 of the Giro d’Italia from Formia to Blockhaus, Italy. Friday May 15, 2026.
(Photo by Fabio Ferrari / LaPressee)

Giulio Pellizzari initially tried to follow, but the young Italian could not hold the Dane’s pace. Felix Gall chose a steadier rhythm and limited his losses to 13 seconds, while Jai Hindley, the last Giro rider to win at Blockhaus in 2022, finished third at 1:02.

Vingegaard’s victory gave him his first Giro d’Italia stage win and completed his set of stage victories across all three Grand Tours. The win also evoked Eddy Merckx’s famous Blockhaus triumph in 1967, linking the Dane’s first Giro breakthrough to one of the race’s iconic mountain venues.

Denmark’s Jonas Vingegaard Hansen of Team Visma | Lease A Bike wins Stage 7 of the Giro d’Italia from Formia to Blockhaus, Italy. Friday May 15, 2026.
(Photo courtesy of LaPresse)

“I’ve been waiting for this stage since I saw the route,” Vingegaard said. “It made it a nice day to take the stage win. To have now at least one win in each of the Grand Tours is special.”

The Team Visma | Lease a Bike leader said he expected Pellizzari and others to try to follow when he attacked, but he timed his move carefully in shifting winds near the top of the climb.

“In the last climb, there was a lot of wind, sometimes a side wind, sometimes a head or a tail wind,” Vingegaard said. “I was trying to find the right moment to attack according to the wind. I’m just happy to win a stage and especially this one. The Blockhaus is an iconic finish in Italy.”

The stage also belonged, in part, to Eulálio. The Maglia Rosa cracked with six kilometers remaining, but instead of collapsing completely, he fought his way to the summit in damage-limitation mode with help from Damiano Caruso. He lost 2:55 but kept pink by 3:17 over Vingegaard.

“I’m happy because to keep the Maglia Rosa was one of the objectives for today,” Eulálio said. “I tried to avoid suffering as much as I could. In the finale, I exploded. Had I not had Damiano Caruso along, I probably would have lost one or two more minutes.”

Eulálio said the favorites were “flying” while he focused only on survival, but he accepted the time loss after a 245-kilometer stage with a punishing summit finish.

Vingegaard became the 115th rider to win stages in all three Grand Tours, and the 13th Dane to win a Giro stage. He also became only the third Danish rider to win an uphill finish at the Giro, after John Carlsen at Gran Sasso in 1989 and Chris Anker Sørensen at Terminillo in 2010. Gall recorded his fourth Grand Tour stage podium, while Hindley became the only rider in Giro history to finish in the top three twice at Blockhaus.

Stage Results
Place Rider Team Time
1 Jonas Vingegaard Team Visma | Lease a Bike 6:09:15
2 Felix Gall Decathlon CMA CGM Team +0:13
3 Jai Hindley Red Bull-Bora-Hansgrohe +1:02
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 30:59:23
2 Jonas Vingegaard Team Visma | Lease a Bike +3:17
3 Felix Gall Decathlon CMA CGM Team +3:34
4 Jai Hindley Red Bull-Bora-Hansgrohe +4:25
5 Giulio Pellizzari Red Bull-Bora-Hansgrohe +4:28
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious
Maglia Bianca Worn by Giulio Pellizzari Red Bull-Bora-Hansgrohe

Stage 8 — Chieti–Fermo, 156 km

One day after the high mountains, the Giro returned to puncheur territory on the steep, rolling roads into Fermo. The constantly changing terrain shredded the peloton and created another opportunity for aggressive racing.

Once again, Narváez seized it.

The Ecuadorian rider attacked late and powered through the headwind alone after a day of relentless pressure from UAE Team Emirates XRG. Behind him, the Uno-X Mobility duo of Andreas Leknessund and Martin Tjøtta chased desperately but never closed the gap. Narváez finished the 156-kilometer stage in 3:27:26, averaging 45.122 kph, with Leknessund 32 seconds back and Tjøtta at 42 seconds.

Ecuador’s Manuel Jhonatan Narvaez of UAE Team Emirates XRG winner of the stage on the finish line during Stage 8 of the Giro d’Italia, Thursday, May 14, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

“We knew it was a good stage for me,” Narváez said. “We played it well with my teammates. I think the man of the day is Mikkel Bjerg. He’s a guy who works a lot for the team all year long.”

Narváez said the headwind made the final effort extremely difficult, but UAE never stopped believing in the move.

“We never gave up, even with 60km to go,” he said. “We rode smart. It’s a big victory, after my crash in January, after we were down to five riders here at the Giro. We have a good atmosphere in the team. I think we will win stages again next week.”

The victory marked Narváez’s second of the Giro and UAE’s third overall despite crashes that had already reduced the squad to five riders.

Behind the stage fight, Eulálio safely retained the Maglia Rosa, still leading Vingegaard by 3:15, while Gall remained third overall.

Stage Results
Place Rider Team Time
1 Jhonatan Narváez UAE Team Emirates XRG 3:27:26
2 Andreas Leknessund Uno-X Mobility +0:32
3 Martin Tjøtta Uno-X Mobility +0:42
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 34:28:42
2 Jonas Vingegaard Team Visma | Lease a Bike +3:15
3 Felix Gall Decathlon CMA CGM Team +3:34
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious

Stage 9 — Modena–Corno alle Scale, 184 km

If Blockhaus announced Vingegaard’s arrival, Corno alle Scale confirmed that the Dane had become the Giro’s central force.

The stage unfolded cautiously at first, with Decathlon CMA CGM Team controlling much of the chase behind the breakaway in support of Felix Gall. Their pressure steadily reduced the gap, and by the final climb the stage victory suddenly came back into play.

Vingegaard initially planned to ride defensively after Visma spent heavily at Blockhaus and raced one man down, but Gall’s aggression changed the script.

“We wanted to be more defensive because we’re already one man down and we spent a lot of energy at the Blockhaus,” Vingegaard said. “But Decathlon was pulling all day, then a hard pace up the climb was better for me and once the breakaway was within reach, I was happy to go and take the victory.”

Austria’s Felix Gall of Decathlon CMA CGM Team and Denmark’s Jonas Vingegaard Hansen of Team Visma | Lease A Bike climb Corno alle Scale during Stage 9 of the Giro d’Italia, from Cervia to Corno alle Scale, Italy, Sunday, May 17, 2026.
(Photo by Marco Alpozzi/LaPresse)

As the breakaway faltered inside the final kilometer, Vingegaard launched another devastating acceleration 900 meters from the finish. Gall fought to limit the damage but again could not match the Dane’s explosive finishing kick. Davide Piganzoli completed the podium for Visma after surviving the favorites group.

The victory marked Vingegaard’s 50th professional win and his second Giro stage victory in three days.

“Fifty pro wins is a milestone for sure,” Vingegaard said. “It’s quite a lot for me and something I’m super happy with. Also to take my second stage win at the Giro is special, so it’s a good day for us.”

Denmark’s Jonas Vingegaard Hansen of Team Visma | Lease A Bike (azure jersey) winner of the stage on the finish line
during Stage 9 of the Giro d’Italia from Cervia to Corrno alle Scale, Italy, Sunday May 17, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)
Denmark’s Jonas Vingegaard Hansen of Team Visma | Lease A Bike (azure jersey) winner of the stage on the finish line
during Stage 9 of the Giro d’Italia from Cervia to Corrno alle Scale, Italy, Sunday May 17, 2026.
(Photo by Gian Mattia D’Alberto / LaPresse)

But once again, Eulálio refused to disappear.

After nearly cracking at Blockhaus two days earlier, the Maglia Rosa delivered perhaps the ride of his career by finishing fifth among the favorites and limiting his losses enough to keep pink by 2:24 over Vingegaard before the 42-kilometer individual time trial after the second rest day.

“It’s perfect, my Giro is already a successful one!” Eulálio said. “I’m glad to still have the Maglia Rosa on the rest day and we’ll see what I can do in the time trial.”

Eulálio said he never imagined making the top five on a stage like Corno alle Scale in the group of favorites, but he felt stronger after recovering from Blockhaus, his crash, and his earlier breakaway effort.

“I don’t know my limits,” he said.

Vingegaard’s win gave Denmark its 21st Giro stage victory and made him the first Dane with two mountain-stage wins at the Giro. Team Visma | Lease a Bike reached 15 wins on the season, while only four teams had won stages through the first nine stages: UAE Team Emirates XRG with three, and Soudal Quick-Step, XDS Astana Team, and Visma | Lease a Bike with two each.

For the third time in a professional race, Vingegaard and Gall finished first and second, following a similar result at the Volta a Catalunya earlier in the year. Gall became the only Austrian with two top-two finishes at the Giro, while Vingegaard became the first rider to win at least two stages in his first Giro since Tadej Pogačar won six in 2024.

Stage Results
Place Rider Team Time
1 Jonas Vingegaard Team Visma | Lease a Bike 4:20:21
2 Felix Gall Decathlon CMA CGM Team +0:12
3 Davide Piganzoli Team Visma | Lease a Bike +0:34
General Classification
Place Rider Team Time
1 Afonso Eulálio Bahrain Victorious 38:49:44
2 Jonas Vingegaard Team Visma | Lease a Bike +2:24
3 Felix Gall Decathlon CMA CGM Team +2:59
Jersey Leaders
Jersey Classification Rider Team
Maglia Rosa General Classification Afonso Eulálio Bahrain Victorious
Maglia Ciclamino Points Classification Paul Magnier Soudal Quick-Step
Maglia Azzurra Mountains Classification Jonas Vingegaard Team Visma | Lease a Bike
Maglia Bianca Best Young Rider Afonso Eulálio Bahrain Victorious
Maglia Bianca Worn by Mathys Rondel Tudor Pro Cycling Team
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