plus 4, Atkinson runs into history - Florida Today

Atkinson runs into history - Florida Today
Mercedes play down Schumacher comeback speculation - The Malaysian Insider
Mercedes play down Schumacher speculation - MSN India Cricket
2010 BMW S1000RR First Ride - Motorcycle USA
Interview: Dave Wiens and Susan DeMattei - BikeRadar.com

Atkinson runs into history - Florida Today

Posted: 21 Nov 2009 09:59 PM PST

DADE CITY — -- As Brian Atkinson sprinted the final, uphill steps of Saturday's FHSAA Class 4A state cross country championships to the roar of the crowd, he was running in the steps of history.

Not only was he becoming only the fourth male runner in Florida history to win three cross country championships in his high school career, he also was becoming the third runner in Brevard County history to win three or more. He joined Cocoa Beach graduate Elly Kabbord, who won three between 2000-2002, and Holy Trinity graduate Kayla Hale, who won four from 2005-2008.

So while this run of 15 minutes and 20 seconds -- the best of the eight races at Little Everglades Ranch -- placed him in the record books, it perhaps marked the end of a remarkable run of success for Brevard runners this decade, winners of 13 individual and 14 team championships.

On Saturday, the only other Brevard victory was that of Holy Trinity's girls in Class 1A, the school's 10th this decade.

So, as the cliché goes, all good things must come to an end and that includes Atkinson's prep career that had its genesis when he ran a mile in track as a seventh-grader at Hoover Junior High in Indialantic.

He went out for cross country as a ninth-grader at Melbourne and impressed T.J. Woodbury enough that he made a rare admission for a coach: He could be somebody some day.

That someday has been building since Atkinson's first state championship as a sophomore and it culminated on Saturday as he joined Tallahassee Leon's Matt Mizereck, who won the 3A race for the third time, William Convey of Ransom Everglades 1980-1982 and Rolf Steier, Berkeley Prep, 1999-2001, in the history books.

And while the accomplishment naturally registered with Atkinson, the humility masked by his burning competitiveness came to the fore.

"Place in history . . . I'd rather be a guy who followed Jesus as closely as he could," Atkinson said.

"Honestly, in the grand scheme of things, what does running mean, not much. Hopefully my place in history is different than just in the running world."

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Mercedes play down Schumacher comeback speculation - The Malaysian Insider

Posted: 21 Nov 2009 09:16 PM PST

Michael Schumacher talking with a team member during the Superkarts! USA SuperNationals at the Rio All Suite hotel-casino in Las Vegas, Nevada, on Nov 19, 2009. – Reuters pic LONDON, Nov 21 – Mercedes have played down, without completely dismissing, media speculation that seven times Formula One world champion Michael Schumacher could come out of retirement as Jenson Button's replacement.

"It's clear that there will always be speculation as long as one cockpit is still free," said a spokesman for the German carmaker, who have taken over world champions Brawn, on Saturday.

"And some speculations are nothing but dreams which will not come true."

Britain's newly crowned world champion Button has signed for McLaren where he will have the number one on his car as team mate to 2008 champion and compatriot Lewis Hamilton next season.

Brawn, who will compete as Mercedes in 2010, have yet to name their driver line-up although Germany's Nico Rosberg is sure to be one of them.

Former F1 team owner turned television pundit Eddie Jordan stoked the speculation when he told BBC radio that he was sure Schumacher, who will be 41 in January, was in the frame to replace Button.

"The possibility is being actively pursued and I believe it is going to happen," said the Irishman, who gave Schumacher his Formula One debut in 1991.

"It started with a meeting between Michael, Ross Brawn and Daimler chief executive Dieter Zetsche at the Abu Dhabi Grand Prix," he added.

"At the moment, it is not possible for Michael to drive for Mercedes because he has a consultancy contract with Ferrari. But I understand he was due to meet Ferrari president Luca di Montezemolo with a view to being released.

"I also believe Ross and Michael have spoken in recent times and that Michael likes the idea of driving a Mercedes run by Ross. It's a mouth-watering idea."

Brawn guided Schumacher to all his seven titles as technical director and master strategist at Benetton and then with Ferrari. Schumacher also drove for the Mercedes sportscar team before breaking into Formula One.

Schumacher was willing to make a temporary comeback this year after Ferrari's Brazilian Felipe Massa suffered serious head injuries but the German had to abandon that plan due to his own neck injury.

That injury, sustained while racing a motorcycle, should be far less of a problem by the time the next Formula One season starts in March.

The former champion agreed a new three-year contract as a Ferrari advisor only last September, with a source at the Italian team denying any knowledge of a Mercedes approach.

Schumacher's spokeswoman was not immediately available for comment, although the BBC quoted her as saying it was "highly unlikely but never say never."

Formula One's commercial supremo Bernie Ecclestone made clear where he stood on a Schumacher comeback: "It would be fabulous for the sport," he told the Daily Mail. – Reuters

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Mercedes play down Schumacher speculation - MSN India Cricket

Posted: 21 Nov 2009 07:15 PM PST

"It's clear that there will always be speculation as long as one cockpit is still free," said a spokesman for the German carmaker, who have taken over world champions Brawn, on Saturday.

"And some speculations are nothing but dreams which will not come true."

Schumacher's spokeswoman Sabine Kehm said she would be surprised if the German came out of retirement at the age of 41.

"Michael is enjoying his life very much. To me, a return would therefore be highly unlikely at the moment," she said.

Britain's newly crowned world champion Button has moved to McLaren where he will have the number one on his car as team mate to 2008 champion and compatriot Lewis Hamilton next season.

Brawn, who will compete as Mercedes in 2010, have yet to name their driver line-up although Germany's Nico Rosberg is sure to be one of them.

Former F1 team owner turned television pundit Eddie Jordan stoked the speculation when he told BBC radio that he was sure Schumacher, who will be 41 in January, was in the frame to replace Button.

ACTIVELY PURSUED

"The possibility is being actively pursued and I believe it is going to happen," said Jordan, who gave Schumacher his Formula One debut in 1991.

"It started with a meeting between Michael, Ross Brawn and Daimler chief executive Dieter Zetsche at the Abu Dhabi Grand Prix," he added.

"I also believe Ross and Michael have spoken in recent times and that Michael likes the idea of driving a Mercedes run by Ross. It's a mouth-watering idea."

Schumacher was willing to make a temporary comeback this year after Ferrari's Brazilian Felipe Massa suffered serious head injuries but the German had to abandon that plan due to his own neck injury.

That injury, sustained while racing a motorcycle, should be far less of a problem by the time the next Formula One season starts in March.

However the former champion agreed a new three-year contract as a Ferrari advisor only last September, with a source at the Italian team denying any knowledge of a Mercedes approach.

Formula One's commercial supremo Bernie Ecclestone made clear where he stood on the subject: "It would be fabulous for the sport," he told the Daily Mail. (Editing by Alison Wildey To query or comment on this story email sportsfeedback@thomsonreuters.com)

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2010 BMW S1000RR First Ride - Motorcycle USA

Posted: 21 Nov 2009 05:49 PM PST

De Uber Speed King

'The Ultimate Driving Machine.' BMW has touted such a statement to describe its four-wheeled vehicles for decades. And for good reason. The German firm's line of cars, from family sedans to M performance machines, has always been on the cutting edge of performance and drivability. Could the same be said for their motorcycles, though? In a true sporting sense, No. While they have dominated areas like adventure riding with its GS line and long-distance touring with the LT range, a purebred sportbike has always eluded the Bavarian brand, something that has perplexed us for years. Until now. Enter the 2010 BMW S1000RR.

And as such, no amount of terrible airline food or long layovers could stop us from riding the highly touted new machine, which is why this story is coming to you straight from a hotel room in Portugal, mere hours after riding the new propeller-branded bombshell.

So, without further ado…

Engine

Let's start at the heart of the beast, the essence of what BMW has always been known for. And while it may not be a strange Boxer motor, the somewhat traditional Inline-Four was designed and built 100% in-house in BMW's Berlin facility. In fact, the entire motorcycle is built in its German super facility.

Though don't fret all you BMW lovers, as well as connoisseurs of speed in general. It may be similar in basic design to the Japanese competition, but it takes things to a whole new level. Instantly noticeable from the first lap exiting the pits, seat-of-the-pants says this bad boy has the Japanese covered by a healthy margin.

These prancing ponies come via 999cc lump. Sporting a an extremely oversquare 80 x 49.7mm bore and stroke, this equates to a very short stoke ratio of 0.621 and the biggest bore of any 1K sportbike on the market. A forged, single-piece and heat-treated steel crankshaft is mated to "anti-friction" bearings and features traditional 180-degree angles for a consistent firing order. Con-rods are also steel, but are said to be an "extra-light" forged makeup, weighting 334 grams each. At the end of each of these sit forged lightweight "box" pistons with a thin-ring design for less dynamic friction. Each piston weights a mere 253 grams as well, further reducing internal rotational mass.

This is all housed in a horizontally split aluminum crankcase, the upper section die-cast to form a stiff overall unit. This upper half also holds a very small 6-speed stacked gearbox which mates to a wet slipper clutch. Above sits a cylinder block featuring nikasil coating for reduced friction and wear, while a compact cylinder head features a narrow valve angle (11.2 degree intake and 13.3 degree exhaust), claimed to "provide ideal intake ducts as well as a compact combustion chamber for high compression."

Both intake and exhaust valves are lightweight titanium and measure a rather large 33.5mm intake and 27.3mm exhaust. These are operated by valve springs as well as a hydraulic tightening mechanism to reduce drag forces and allow power to be produced at high rpms without the chance of valve flotation. Small and light individual cam followers are also utilized to allow BMW the freedom to optimize valve lift and duration. This all equates to an astronomic – in liter-bike street terms – redline of 14,200 rpm, of which BMW says the engine could be run much higher in pure mechanical terms – i.e. if long-term street durability wasn't a factor.

Cylinders bank forward at a 32-degree angle, which was obtainable due to the extremely small overall size of the engine. Despite the large 80mm bore the powerplant only measures 18.23 inches wide at the crankshaft. Height is also a vertically challenged 22 inches top to bottom, allowing low and "optimum" placement within the chassis. Another byproduct of this size is a featherweight 131.8-lb engine weight, said to be the lightest of the any stock 1000cc sportbike currently produced.

Spent gases exit through a 4-2-1 stainless exhaust system that features a main section under the engine, in which equal length of piping from each cylinder is routed, then exiting through a small and low, right hand muffler. This centralizes mass beneath the engine to further aid in moving the CG as low as possible.

With a compression ration of 13:1, the final result is a lump that produces a claimed whopping 193 hp at the crank, which BMW say translates to roughly 180 hp at the wheel. While this may be a tad optimistic (we're guessing in the 170 hp range), compared to the best we've seen of low 160s from the Japanese and it's easy to see the difference.
And while the following may sound like a bit of regurgitated PR, one run down the front straight at Portimao and it all quickly became quite believable. From as low as 3000rpm right up to the 14K redline she pulls like a factory Superbike dressed in drag.

As it happens, I personally just returned from riding all seven factory World Superbikes at the some Portimao circuit less than three weeks ago, making for a perfect comparison. To give to an example of the new BMW's engine performance, my top speed on Ben Spies' factory Yamaha R1 was 301 km/h (187 mph) at the end of the massive front straight, and according to the data on the stock S1000RR I clocked high 280s with ease and a peak of 289 km/h (180 mph), a mere 12 Km/h (7 mph) down on the world championship-winning machine. To say this is impressive is an understatement. These speeds on the stock Beemer were also equally as quick as the factory-supported Kawasaki WSBK I rode at the same time. Unreal!

But power without control is nothing. And making the S1000RR even better is the smooth progression in which the heaps of hp are delivered. Fuel delivery is spot-on from as low as 1000 rpm and at no point are there any hiccups or spikes of any kind.

This is the result of BMW's engine management system, called BMS-KP (BMW Engine Management with Anti-Knock Control), which controls fuel and ignition mapping for each cylinder independently. Variable intake control, which changes the intake length based on rpm and throttle position plays a roll, as does their E-Gas ride-by-wire throttle system that continually adjusts the butterflies of the 48mm throttle bodies.

It is further aided, in part, by the DTC (Dynamic Traction Control) system. Our test units came fully kitted with the DTC and integrated ABS system, a first for a production sportbike. Four modes: Rain, Sport, Race and Slick are available for the rider to choose from, with Slick needing a special plug under the seat to be installed to access. This plug comes with the bike if you buy the optional upgrade.

The Rain setting limits power output to 150 hp at the crank and turns the traction control up to a very high level so as to allow for easier riding on slick surfaces like in the wet or for less experienced riders. We tried this for the first couple laps getting used to the track on new tires and while it was nice on new tires, once the buns were heated I was quickly into Sport and then Race mode, as Rain cuts in quite a lot and prevents any steering of the motorcycle with the rear tire.

Full power is gained in Sport, Race and Slick modes, but the delivery is changed as the modes increase, giving the rider faster throttle response as you progress up the ladder. All of the systems work in conjunction with the integrated electronic ABS as well as a wheelie control function. Though Slick mode does away with the wheelie control, only leaving the DTC and ABS in place. Simply holding down a button on the left switch cluster can also turn off the entire system.

And while Slick mode may have been designed for slick tires, the Metzeler Racetec K3 rubber on the machines were plenty grippy to allow such setting to be used and also what I found to be optimal. Much of this revolved around the wheelie control function, as on the track it wasn't quite able to keep up, making for abrupt deceleration and some slightly violent rides cresting Portimao's hills. At a flatter track or on the street, if one didn't want to wheelie, I think the system could do fine, but with the drastic elevation changes of the Portuguese track this wasn't the case. Not to mention, I'm quite the fan of wheelies in general, so to limit them on such a machine is the ultimate tease.

Our machines also came with the option HP Gearshift Assistant, or in non-Germanic terms, a speed-shifter. This allowed for full-throttle up-shifts without the use of the clutch, and the system worked flawlessly in all conditions. The back-torque-limiting clutch worked equally well, though in its case under braking, as long as one was sure to fully engage the clutch lever for each downshift. If not, false neutrals could be found, but only if the rider was ham-fisted with the hand controls.

Chassis

Harnessing the harrowing horsepower is BMW's aluminum bridge frame, which uses the engine as a stressed member and weighs in at 26.42 lbs. The frame is comprised of four castings, designed to allow flex to be tuned differently along each axis. It also serves to make the machine as slim as possible between the rider's legs for optimum ergonomics.

The steering head and the two side sections with their integrated engine mounts are made from 'tip casting' aluminum. The rear section, swingarm supports as well as the mounting points for the footrests are produced from a low-pressure die-casting process. A "high-precision welding robot" then assembles the individual pieces in the "Aluminum Competence Centre" at BMW's Motorrad Berlin plant. The subframe is a welded structure comprised of square aluminum pieces that are bolted to the frame and as such is removable.

Due to the compactness of the engine BMW was able to utilize a long swingarm, to provide as much mechanical grip as possible. Measuring 23.35 inches from the rotation point to the center of the rear axle, this is one of the longest on the market today. It is made up of deep-drawn and very thin aluminum plates on top welded to a cast-dish base. This makes for a stiff unit that also only weights 13.72 lbs. An eccentric housing at the frame joint allows for swingarm adjustability, something only seen on a few high-end sportbikes.

Suspension is handled via a massive 46mm front fork; featuring very German-like 10 clicks of rebound and compression adjustability, as well as spring preload. The steering head is also adjustable up to 15mm, allowing the front end to be lowered up to 5mm or raised 10mm as compared to stock. Same can be found out back, with a single shock featuring compression, rebound and spring preload tune-ability. Rear ride height can be changed up to 10mm using eccentric inserts in the upper shock support.

Reducing rotational mass are "very light and extra stiff" aluminum wheels. Designed with Supersport racing in mind, the thin 10-spoke wheels are pressure cast aluminum. Furthermore, the front brake rotors bolt directly to floating mounts on the wheel, eliminating carriers and an extra set of bolts found on most common wheel and brake setups. These 17-inch wheels come shod with 120/17 and 190/55 size tires front and back, respectively. Three different brands will be used; we rode on Metzeler K3 rubber in Portugal.

Slowing things down are dual front Brembo four-piston radial calipers that grab 320mm rotors via steel-braided brake lines and a radial master cylinder, while out back a single-piston Brembo caliper grabs a 220mm disc. The model we rode also featured BMW Motorrad Race ABS, which adjusts depending on the aforementioned setting (Rain, Sport, Race, Slick) in which the bike is used. The system only weights 5.51 lbs, making it the lightest on any production sportbike.

While the engine is without question the eye-opening and shining point of the new Beemer, the chassis and suspension isn't far behind. Developed by BMWs fast and well-trained testing staff, which includes former world-class racers like Jurgen Fuchs, the base setup was well balanced and stout, giving great feedback to the rider.

The compactness of the chassis allows for a machine that feels very small between one's legs and combined with the shape of the tank makes for an ergonomics packages that fits nearly all size riders. My small stature had no problem flicking it from side to side, while none of the taller riders complained of it being cramped.

Although the overall weight is on the high side at a claimed 455 lbs full of fuel, due to the low CG and centralized mass one barely feels it, allowing for quick and easy transitions in both the slow and fast sections of the track. Equally capable was the feel and feedback once leaned on its side. Each and every bump was translated directly to the rider, as if one was strapped straight to the pavement.

Initially the shock was a bit soft and would transfer weight to the rear somewhat excessively under hard acceleration, but a few clicks of compression to keep it up in the stroke and she was good to go. Otherwise I left it exactly as setup by BMW and it worked as well as anyone could ever hope from a production machine on stock tires.

And speaking of the stock tires, Metzler's K3 impressed greatly. Similar to the Pirelli Diablo SP3, these have to be one of the best OE tires on the track I personally have even ridden. Only complaint, if you want to call it that, is they get greasy after about 20-25 minutes of straight hard riding. But for a street-based tire that's hardly a complaint and more like a compliment.

The only other minor complaint was the ABS system under hard braking. In the lower settings it would initiate quite early in a predictive manner, and while it doesn't pulse or do anything funny, it does give back a mushy feeling through the front fork and lacks some feedback at the brake lever. This was slightly better in the higher settings, but even in Slick mode one could feel it under extreme conditions. However, with the system totally off full brake feel and feedback comes back.

Design

It's impossible not to have an opinion about the styling of the new BMW. Everyone does. Why is this? Because for the first time on a sportbike the faring design and lighting is quite asymmetrical, with two completely different side panels as well as totally different headlights.

The different fairings are almost easy to miss, as they are never viewed together at any one time, so this rarely a point of contention. The headlights, on the other hand, are. Sitting right next to each other and very different in shape, I must say at first I wasn't a fan. And while I'm still not totally sold, they are growing on me.

Why did they do this, you might ask? First off, performance. The high-beam projector didn't need to be as big as the low beam, thus by making it smaller they saved weight. But the big thing was to be different. With an engine configuration the same as the Japanese, BMW needed something to call their own, something to separate them from the pack. And no doubt the angular lines, crazy shaped taillight and asymmetric bodywork have accomplished exactly that. Equally different is the green color they chose for us to ride, which they say is very "urban" focused.

The bodywork is also very much wind tunnel influenced to provide optimum aerodynamics while still giving the machine a small "600cc Supersport feel," according to the Germans.

Sitting behind the controversial shrouding is a very techno gauge cluster that features an analog tach and digital speedo, as well a host of racetrack-focused digital readouts. A built-in lap timer can be accessed via the high beam switch on the left bar, as well though a censor that works with any 2D transponder. Also available to the rider is his max speed as well as percentage of overall brake pressure and throttle opening for each recorded lap.

Final Verdict

Without shooting myself in the foot before we get the BMW back to the U.S. for a proper shootout, I can tell you this bike impressed more than any production motorcycle in recent memory. Utterly amazing power harnessed by a communicative chassis and very adjustable suspension, plus high-tech electronics, make for a bike that should no doubt push the envelope of liter-class machines worldwide. And all this for a base price of $13,800.

All hail the 2010 Superbike Smackdown. It gets better by the minute…

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Interview: Dave Wiens and Susan DeMattei - BikeRadar.com

Posted: 21 Nov 2009 05:42 PM PST

Dave Wiens is the Colorado mountain bike racer who beat Floyd Landis and Lance Armstrong in the 2007 and 2008 Leadville 100 races, and his wife Susan DeMattei is no slouch on a bike either – her riding career peaked with a bronze medal at the 1996 Atlanta Olympics.

The couple now live in tiny Gunnison, Colorado with their sons Cooper, Ben and Sam. Wiens, 45, splits his time between family, trail development, bike advocacy and coaching sports with his sons, while DeMattei, 47, is a part-time nurse at the local hospital. BikeRadar spoke to the pair about life after professional racing

BikeRadar: Dave, you've won the Leadville 100 six times now – will you be racing it in 2010?

Dave: I will, but I'm taking the race preparation differently. Racing against Floyd Landis in 2007, then Lance in 2008 and 2009 was fun. For me, Leadville has always been about the preparation; these last three years, the added competition has bumped it up a few notches. I think I'm over that now. I still want to race the event like I was in 2005, 2006, where I went into it with the fitness I had.

I don't want to have any constraints with Susan and the boys leading up to the race, and I won't pass up some camping or rock climbing with the family in the weeks leading up to the race. I also think the 2010 race will have a whole new dynamic, with a very competitive field. As a 45-year-old, it may not be realistic with some of the newer guys coming in. You never know; I'm still competitive, and enjoy riding at the front!

What did you think of Race Across the Sky, the Leadville documentary?

Dave: I liked it; they did a great job showing the heart and soul of the race, and paying attention to the people involved. Obviously Lance was a big factor, but including other people's stories was excellent. They captured the breadth of the event. Now people have a true visual of the event, even my relatives who've heard of it but hadn't attended. I've heard positive feedback from several people. It could've been a bluebird kind of blue-sky day. The cinematography was awesome.

Dave wiens (r) and lance armstrong compete in the 2008 leadville 100: dave wiens (r) and lance armstrong compete in the 2008 leadville 100

Dave Wiens (R) and Lance Armstrong in the 2008 Leadville 100

Dave, you retired from full-time bike racing in 2004; where does your income come from these days?

Yes, the last year of the Polo-RLX Ralph Lauren team. In football or other sports, one actually retires; it's different for bike racers. The NORBA series was how I defined bike racing up to that point, so I decided it was time to shift my focus.

Now I'm doing a variety of things, one of them for Ergon, who I help promote and also do some racing for throughout the year. Someone could say I'm once again a professional racer, because I'm paid. I signed up with them in 2008. They wanted me to help promote their products at the Outdoor Retailer Show, which coincided with the Leadville 100 race. Lance showed up to race last year, so I decided to race it again.

I also do trail development and consulting. I started a charitable organisation called Gunnison Trails in 2006, and I pour a lot of my energy into that, working closely with the Bureau of Land Management to get trails developed. I help them manage mountain biking initiatives around here, and I help put on the Growler race and other races to benefit Gunnison Trails. Trail and advocacy work probably take up half my time these days. I also coach football and hockey locally.

I don't have an enormous income, but I keep myself busy. Gunnison is a pretty affordable place to live, compared to Aspen or Crested Butte. We don't have an extravagant lifestyle; we're not going hungry. We're pretty isolated in Gunnison, about 70 miles away from any town of comparable size, so we don't shop much. Living here 20-plus years has conditioned us not to be sport shoppers. Susan is actually more careful with money than I am.

How did you become interested in trail development?

My interest in trails came right along with getting interested in mountain biking. I moved to Gunnison after Alaska in 1987. I worked at a restaurant at night and rode my bike during the day. I was racing bikes as an expert, and using the mountain bike as a means to explore public lands around Gunnison. What I found was that there weren't many good trails, if any. Right or wrong, we approached the BLM about creating more trails, which they totally shot down. No reasoning or procedure to follow, just a 'no'.

Back then, one could drive a motorcycle, truck or any other motorised vehicle on the trails, so we took matters into our own hands. A small group of us began building trails, like many systems around the world, including the popular Fruita system. Passionate people built trails, and over time land management agencies took notice. It was an evolution of development, and mountain biking was the driver of all this. In any group of mountain bikers, there's usually a handful of men and women that enjoy building trails. The BLM created rules, and I work closely with them now.

Wiens out on the trails, this time swinging trailbuilding tools:

Wiens out on the trails, this time swinging trailbuilding tools

You certainly don't mind rolling your sleeves up and doing the heavy lifting. Who does all your bike wrenching?

I always did, but now with the factor of time, new component technology and a young family, I have my friend and former RLX-Polo Ralph Lauren mechanic Dan Crean help me out with my bikes.

Early in my career, when Susan and I raced in Europe, all we had were our bikes and plane tickets. We had to do all our own wrenching; bikes were more simple then. These days teams have soigneurs, mechanics, managers and a decent-sized staff. We didn't have any of that until much later in our careers.

How did you connect with Rotwild bikes?

My relationship with Ergon USA is obviously connected with Ergon Germany. The team I race for is known as the Topeak-Ergon team, and there's a tight relationship between several German brands, one of them being the bike company Rotwild. Current women's world cross-country champion Irina Kalentieva is on the European team, as are Wolfram Kurschat and Alban Lakata. I'm part of the American team with Jeff Kerkove, Sonya Looney, Yuki Saito and the O'Deas, Eddie and Namrita.

I race the R.R2 HT (hardtail) and usually ride it about three times before Leadville. Other than that, I'm always on the R.R2 FS (full-suspension). At TransAlp, though, I raced the FS. As for race setup: DT Swiss Carbon wheels, Conti Race King 2.2 UST tyres, Stan's sealant, Magura MD80 SL forks, Magura Marta SL disc brakes, Thomson stem and seatpost, Topeak Shuttle carbon cages, Topeak ProPack, Terry carbon rail saddle, Shimano XTR shifters, drivetrain, cranks and pedals.

I don't think any particular bike will make or break someone's ride. If you have trained well, ride smart and have a little bit of good luck, any of those options will achieve your goals. My own preference is a hardtail built up fairly light.

Dave wiens' rotwild bike #1, the r.r2 ht: dave wiens' rotwild bike #1, the r.r2 ht

Dave Wiens' Rotwild bike #1, the R.R2 HT

Susan, are you riding a Rotwild as well?

Yes! I just got one a few weeks ago. It's fun; I grew up on hardtails. I'm not a tech person and don't clamour for the latest and lightest, but it's fun to have a full-suspension bike now! I feel like I'm a better bike rider now than I was when I was racing – slower, but a better bike handler thanks to the technology and cushy stuff. It suits my needs perfectly; I don't worry about weight, and comfort is huge for me.

How much mountain bike riding do you do these days, and with whom?

I ride often, usually by myself, but for about an hour or so due to family and work constraints. We have this cool trailhead just 15 minutes away called Hartman Rocks. It's my endorphin fix, my nature fix and my tranquiliser all in one.

Mountain biking is still my favourite sport, and if I'm doing anything social, it's usually on a bike. It's when I get together with girlfriends; I don't meet them for drinks, I meet them for bike rides. I'm still enthralled with riding; we can ride for the better part of the year out here. I think our riding season is over now that winter has arrived.

Describe a perfect day on the bike...

Dave: Riding with Susan, of course, especially in the summer. We don't load our bikes in the car to go on epic rides; we ride adjacent to Gunnison and miles of public land. Another perfect ride is a solo backcountry ride, doing something new and exploring the trails. I also like solo evening rides. Colorado's end-of-the-day light is fantastic. I'll never get tired of it. What started for me as transportation and freedom has come full circle in some ways.

Susan, what's your fondest memory from your racing career, apart from the 1996 Olympics?

That sport afforded me getting out of my little 'box' in Marin County; I hadn't really travelled much before I became a bike racer. The neatest part of the job was meeting a variety of people and traveling around the world, racing internationally. I felt like the luckiest person on the planet, traveling to cool places to do what I loved most. Meeting Dave was a highlight; he was the greatest person I ever met, and racing with the one person I really wanted to spend time with was perfect.

The 1994 World Championships in Vail, Colorado was another highlight for me when I won the silver medal in the cross-country race. There was a good field there, and I didn't expect to place there; my buddy Sara Ballantyne was third. The American women were a force back then; there were eight or 10 really good racers, a stacked deck. Europeans hadn't taken over yet, and they liked racing in the States.

Susan (r) on the 1996 atlanta olympics podium with silver medallist alison sydor (l), and winner paola pezzo: susan (r) on the 1996 atlanta olympics podium with silver medallist alison sydor (l), and winner paola pezzo

Susan (R) on the 1996 Olympic podium with Alison Sydor (L) and Paola Pezzo

Dave, what was your most poignant and emotional race?

It was the 2008 Leadville 100, because there was so much build-up to it. I would train for an entire year leading up to one race, which I never did racing World Cups, national championships or NORBA races. Last year was more emotional, but Lance was a machine in 2009, coming off the Tour de France. I knew he would win the race unless he broke his bike or had the swine flu. In 2008, he was still among the civilian ranks and put in some decent training, making it a fairly close race. I wasn't any different this year compared to last year, and did the best race I could in 2009. Lance was obviously fitter than me this year!

What's your opinion on the demise of NORBA and US mountain bike racing in general?

Dave: It's too bad, because the series was heavily subsidised. Once the players in USA Cycling changed, the money fell away. The NORBA nationals went back to the early 1980s, the biggest circuit on the planet. I appreciate what other organisers are doing these days but it's not the same. They need a more cohesive series, and I know it's hard to tie in stand-alone events. NORBA was classic in its heyday, up until four or five years ago.

Your average American has lost interest in standard cross-country racing. I think there's a sweet spot in a 50- to 70-mile epic race; 100 miles is pretty tough for most folks. The European 100km off-road marathon races are picking up steam. Riders are looking for a challenge, and a high-quality course makes a difference.

Could the popular gran fondos trigger a similar trend on the dirt? Other former competitors of yours raced Leadville and Downieville this year, including Thomas Frischnecht, Travis Brown and Tinker Juarez...

The essence of our sport is singletrack, and even Lance asked Ken Chouber about increasing the max number of Leadville riders. Trails can't always support that many riders. Our local races are capped below 300 people, even with them always selling out quickly.

I did the recent Livestrong ride in Austin, Texas with Lance and others. Several thousand people participated and it was a compelling event to motivate people to ride. Signing up for an epic event gives people something to aim for.

Wiens during the 2009 sea otter classic in monterey, california: wiens during the 2009 sea otter classic in monterey, california

Wiens during the 2009 Sea Otter Classic in Monterey, California

The NorCal High School Racing League has grown into a big deal, especially in Marin County where you grew up. What would a League like that have done for you as a high schooler?

Susan: I'm delighted it exists, and surprised it didn't happen sooner, although I know it takes a huge effort to get something like that going. In fact, mountain biking didn't exist in Marin County when I was in high school, and I didn't play any sports back then. Having mountain biking as an option would've been wonderful.

I started riding and racing mountain bikes in my early 20s; now 10-year-olds are learning skills from their parents on 27-speed bikes. I think it's very cool for the sport. I can't imagine what high school mountain bike racing will do for kids; they're super-lucky. Its time has come, and it suits kids who either haven't found their niche with ball sports or are loners who enjoy riding by themselves.

Dave: I think it's a fantastic sport to have in high school; not every kid is cut out for team sports. It's a lot like cross-country running, where you compete on your own but rely on your team-mates for overall results. Being part of the team and flying the flag of one's school.

High school mountain bike racing offers something to the kids where traditional sports does not. Not every kid wants to play football, basketball, volleyball, whatever. High school mountain biking racing seems very grass-rootsy to me; reminds me of the birth of mountain bike racing in the 1980s. I don't dislike gravity racing, but cross-country racing is simple and something every kid can do.

Tell me about how you'd like to get involved with the newly-formed Colorado Mountain Bike Racing League...

Susan: I'd like to spread the word like others, and would like to see something happen here in Gunnison. There's interest brewing, so it won't be a hard sell here. I think Dave and I could help out doing clinics and promoting the sport; not sure how much hands-on I can do. I love teaching people of all ages. As long as I'm standing upright, I'd love to contribute with some clinics and some talks.

Susan riding on the trails near her gunnison, colorado home: susan riding on the trails near her gunnison, colorado home

Susan riding on the trails near her Gunnison, Colorado home

Mountain bike pioneers from California and Colorado gathered in the late 1970s to share their new-found passion, so this seems like it's coming full-circle once again. Where do you see high school mountain bike racing heading in Colorado in five years?

Dave: I think it's going to be really big, because we're hearing from friends in Denver and Durango about how excited they are. I think you're going to see Colorado take it and run with high school mountain bike racing. Summit County, Steamboat Springs and others already have leagues, so joining them together will be a big deal.

The competitive aspect of mountain bike races aren't complex; getting the coaches and riders together and practising won't be hard here in Colorado; it's already happening in Durango, for instance.

You and Susan will be the guest speakers at the Colorado High School Racing League fundraising dinner in late April 2010. Excited?

I'm excited to see what the future will bring to Colorado's high school kids. I'm not much of a public speaker, though, so I'm a bit nervous.

Do you think high school mountain bike racing can reach critical mass and become an acceptable school sport in the US?

I don't see why not; it'll take time. Cross-country running is an accepted sport across the US, not super high-profile, but it's a collegiate sport as well. High school mountain biking should follow suit. It'll be hard going up against football and other sports. Smaller schools in smaller towns in Colorado could very well become mountain bike racing powerhouses, with teams from Crested Butte, Gunnison and Durango going toe-to-toe with big suburban schools from Denver. I think that's pretty cool.

This is a sport that will pull from a whole pool of athletes who may not even realise they're athletes. Everybody digs bikes, both boys and girls riding and racing side by side. So many pluses.

Wiens racing in the late 1980s:

Wiens racing cross-country in the late 1980s

Susan, what can young women do to become professional cyclists, and do they have to choose between dirt and road?

I highly advocate doing both; looking back, I know my mountain biking helped my road racing and vice-versa. I always say do both for the fun, variety and improving strengths. They facilitate the other, especially for high school age kids.

I always wish that kids would be less nervous before the race, and enjoying themselves. Sometimes just committing to a race – signing up – is a big step. Getting time on the bike and practising is a big deal. Setting goals is important, and having fun is what it's about.

I also think the high school racing is good for parents as well as the kids, encouraging people to stay in love with the bike. It's a good way to keep kids challenged, focused and excited.

Do you think your boys will become professional athletes? Look at their parent's DNA!

They're going to be chess champions! They're not particularly taken by the bikes right now. They like a bunch of stuff: hockey, gymnastics, basketball, violin... we're getting them into several different things. I never played sports growing up, and sort of regret that. We're trying to expose our boys to a variety of things.

Dave takes them snowshoeing, Nordic skiing, anything to try and find what they like. We're actually more of an academic family; I'd rather see them bring home a good report card than a BMX race medal (laughs)!

Cooper and his dad enjoying the flume trail at lake tahoe:

Cooper and his dad enjoying the Flume Trail at Lake Tahoe

How different is the environment your boys are being raised in compared to your own upbringing?

Dave: Quite a bit, actually; small town versus metropolitan Denver where I grew up. The home itself is different; my dad was an 8am-6pm guy, and my job has never been like that. I'm around for my boys quite a bit, and Susan is a part-time nurse. Her schedule also allows her to spend time with the family, because she doesn't have to work shifts at the hospital. My free time in the winter allows me to be home when the kids finish school.

Tell me about how you caught the mountain biking bug.

When I first noticed mountain bikes was in 1984, '85; I was into whitewater kayaking and alpine skiing, and had all my gear for camping and exploring. I had a road bike at the time, but I wasn't a racer. Like many kids I had a Schwinn Varsity growing up.

Mountain bikes were pretty expensive back then. One of the only bikes you could get was a Specialized Stumpjumper for about $700-800, which was beyond my budget. I called it my 'elusive toy'. I wanted one, and knew I'd be into it; used mountain bikes didn't exist.

In the fall of 1985 I was working in a Denver sporting goods store which sold Specialized accessories; a rep sold me a Stumpjumper at cost, which I got at the end of the year. I moved to Jackson Hole, Wyoming to do more skiing, so the Stumpjumper didn't get much use. I really didn't take it on the trail until I moved to Alaska the following summer. I rode it on the Denali National Park trails, but I doubt the trails were legal.

I did my first two mountain bike races in Alaska on cross-country ski trails, an 8km and a 16km during the week. I remember the Nordic trails being super-intense; I recall breaking my seatpost off! I enjoyed it.

Susan on her way to a silver medal at the 1994 world championship in vail, colorado:

Susan won a silver medal at the 1994 World Champs

Susan, what was bike racing like for women when you first started racing in the 1980s?

It was exciting because it was a new sport; there weren't any defined parametres for women. Fairfax racer Jacquie Phelan made racing fun, relaxing and funny, and I aspired to have her skills. She was a great athlete. At the same time she had this tongue-in-cheek humour about her. She was supportive of any and all women getting involved in mountain bike racing, and paved the way for a lot of people, myself included.

I loved the intensity of mountain bike racing; because there were few women, it was easy to climb the ladder. Most of the races were in California and Colorado back then, in the mid to late 1980s. You could always go to the best races and go against the best competition right away.

When was your first road race?

I went to college in Chico, California, and started racing then and there. The competition was always wonderful, having good role models. I veered toward mountain biking, even though I did more road racing the first couple years. A few women's squads were getting good funding and racing in Europe, and they'd do stage races in California as well. It was a real crescendo for women's racing back then.

How old were you when you decided nursing was your calling?

When I got to college, actually, sometime after my second or third year. I was interested in the sciences. Chico is a very bike-friendly town. I love nursing, and it afforded me the ability to travel when I raced. My dad was a banker and my mom was a housewife; no medical background in my family. I'd like my boys to get into the scientific field, which is wide open.

Susan mobbed by race officials, photographers and her then-fiance dave wiens at the end of the women's olympic cross-country race in atlanta in 1996: susan mobbed by race officials, photographers and her then-fiance dave wiens at the end of the women's olympic cross-country race in atlanta in 1996

Susan mobbed at the end of the Olympic cross-country race in 1996

You just celebrated 13 years of marriage. How would you describe your relationship?

Susan: It's wonderful; Dave is too good to be true. I have a ridiculous amount of respect for him, and have never met someone with so much integrity. I feel honoured to be with him, and to be his partner. He's the most fair and supportive guy I've known. We try to facilitate each other's lives. We get to spend a lot of time with our kids, and share many of the same goals.

It's also been fun to transition from where we were when we first met to now. Our lifestyle is totally different. It doesn't matter if he wins or loses Leadville; Dave is still the same person either way. I'm lucky, really.

Dave: I count myself lucky; Susan is a great person, friend, and mother. She likes our lifestyle in Gunnison, and enjoys her work with patients at the hospital. I hear feedback from her co-workers, patients and superiors that she's wonderful to work with. Life with Susan is awesome.

Now we're playing hockey together. We play in the recreational league together, putting on the hockey gear and skate the ice together. She was initially skeptical, but enjoys the challenge and fun with our friends.

Susan, what would former team-mates and competitors think of you now as a hockey-playing mom?

(Laughs) Actually, Alison Sydor mentioned she played hockey back when we were rivals. I was the least adventurous of the group; all I wanted to do was ride my bike and monitor my heart rate. Sara Ballantyne ended up doing epic adventure races. At middle age, I'm proud to say I'm finally branching out! Dave and I play on a team together, with people of all ages and from all walks of life. All winter long there are tournaments going on.

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