 |
|
Rotor Cranks
Pure Cycling Innovation
 From: Gary
Tingley - Wednesday, September 24, 2003
Rotor Cranks ™, or officially the Rotor System ™ (RS for short),
is an innovative pedaling system that eliminates the dead spot in a
cyclist's pedal rotation. This is done by varying the angle of the
cranks from a traditional 6 o'clock/12 o'clock to a 6 o'clock/1
o'clock during every pedal revolution. To accomplish this, the
cyclist must increase power on the drive side leg to propel the
non-drive side leg past the dead spot and into the 1 o'clock
position. Using cams and struts, the cranks move a bit slower
downwards and a bit faster upwards, as shown in this
simulator.
The Rotor Cranks
Click to
enlarge
Always on the look out for new time trial equipment, I ran across
a discussion about Rotor Cranks on a cycling bulletin board. Richard
Burkholder recently started using Rotor Cranks and wrote that he had
just competed in the Sandy
Hook time trial and finished second overall - far exceeding his
expectations for his first time trial on the Rotors. He went on to
say that he was riding faster than ever, and setting new personal
records (PR) on all his time trial courses. I did a little research,
read a few articles on the web (which really are not detailed enough
to do the Rotors justice), asked around, and decided to contact
Rotor USA to ask a few questions about reliability and their 30-day
Guarantee.
After a terrific and informative conversation with Howie Cohen,
an international consultant in the bicycle industry and Rotor USA
distributor, I was on my way to getting 'Rotorized'. I decided to
write this review to share my experience and answer questions many
time trial racers and triathletes have about the Rotors: Do they
really work? Are they hard to get adjusted to? What kind of benefits
can I expect? Do they fatigue your legs? What about my heart rate
level? I have bad knees, will they help me?
Rotor History
The concept for Rotor Cranks was designed by Aeronautical
Engineering students in Madrid, 1995. Engineering began in 1998. The
company gained UCI approval for the system soon thereafter. The
system has recently had many successes with the company's European
pro road, multisport and MTB teams. RS scientific testing
has also been proven to relieve knee pain associated with cycling
and to lower cyclists heart rates and lactate levels in the blood.
Rotor Cranks are not the first physical technique or mechanical
system that has attempted to remove the dead spot from pedaling. A
method of pedaling known as 'ankling', or Anquetil's method, was
popular in the 1960's and was thought to be the solution to cycling
efficiency until an Italian
study on ankling found that ankling was 'useless' and did not
benefit the cyclist. In the 1980's Shimano introduced elliptical Biopace
™ chainrings in an attempt to reduce the dead spot in a pedal
rotation. The popularity of these chainrings faded amongst poor
shifting and allegations of associated knee injuries. Other crank
systems currently on the market may claim to 'round out' a cyclists
pedal stroke and help to make a cyclist pedal in circles, but they
do not eliminate the dead spot from the pedal stroke like Rotor
Cranks do.
Installation
When you receive your RS, there will be a large notice on the
box. Read it. Have your mechanic read it. What is it? In the past,
mechanics and 'mechanic-wannabes' have installed the cranks as they
would a traditional crankset. Wrong. The RS will not function
properly unless the procedures are followed step-by-step.
In my case, I learned this the hard way. I had to take my bike to
two different shops to finally get the cranks installed correctly.
Although I provided the first mechanic with the detailed Rotor
installation instructions, he refused to follow them and installed
the cranks without setting the regulation point. The cranks were
unrideable and had to be removed. The second (and my new) mechanic
followed the instructions completely and had the cranks up and
running in 45 minutes. It's not that the installation is difficult
or that special tools are needed, all that is required is the
ability to follow a few important steps in the install process.
Installation should run you around $30. I felt that having a
professional install the cranks was well worth my time, considering
the cost of the cranks. Very important: do not ride the cranks for
24 hours after installation to allow the thread locker to dry.
My RS included beautifully machined crank arms, an integrated Ti
bottom bracket and anodized aluminum ramped and pinned chainrings.
The workmanship is top notch and rivals the best bicycle component
machine works I have seen from Japan, Western Europe and America. My
kit weighed 1200gms, 450 gms more than my comparable Dura Ace ™
crankset and bottom bracket.
The Rotor cranks, installed.
Click to enlarge
30-Day Testing
I decided to try the cranks for one month before offering a
review of them. This was the recommended 'break in' time for the
system. I had two time trial races scheduled about one month apart
from each other and decided to use the first race as a benchmark and
the second race as an indication of my improvement using the cranks.
The two races were held on the same course, a ten-mile circuit with
calm winds and moderate temperatures. The first race was completed
on Shimano cranks in 23:18 at a 25.75 MPH average speed at a 92% max
heart rate average. After the race I took my bike to the shop to
have the Rotor Cranks installed.
My review of Rotor Cranks is limited to experiences on my time
trial bike, on time trial (flattish) courses. I did not do very much
climbing with them but I can say that Rotor pedaling felt natural
when ascending. Cornering was very easy and natural as well. The
only subtle differences in feel between traditional cranks and Rotor
Cranks are out of the saddle pedaling and back-pedaling.
Week 1 Log Entry - Strange Ground
It is hard to describe the feeling of riding the Rotor Cranks for
the first time, try and imagine that there is no dead spot in your
pedal rotation. My first ride was a 3.5-hour cruise on my time trial
bike. I spent the first 30 minutes of the ride adjusting my cadence
and getting a feel for the new cranks. After 30 minutes of pedaling
I did not notice the initial strange feeling any longer. After an
hour on the new cranks, and a pretty good warm up, I decided to put
them to an initial test and run them through a 20k time trial. The
results were fantastic. I had gone faster than even before in
training and set a new 20k 'training' time trial PR. I did notice
that I was pushing a larger gear than normal, and that my heart rate
held steady at 85% of my max heat rate (MHR), despite my best
efforts to get my heart rate up to 90% of my MHR.
On a recovery ride the next day I felt that my legs were more
sore than usual after a training TT. I suspect that this is due to
the increased gear and slightly lower cadence that I was using. I
was using a larger gear in part because I could maintain constant
power and keep the chainring moving without getting stuck on top of
the dead spot.
Week 2 Log Entry - Riding at Lactate Threshold
Second week - 70-mile ride. I do most of my training on my road
bike and about a third of it on my time trial bike, on which the
Rotors are installed. The strange feeling only lasted about 20
minutes this time. Once I was warmed up, I proceeded to go for
another 20k time trial. My concern was my heart rate. I was not able
to get it to race levels on my previous Rotor ride and I wanted to
see if I could get it back up to normal levels during this training
session.
During my three lap training time trial I was able to maintain
85% MHR for the first two laps. On the final lap I gave it
everything I had and got my heart rate up to 90% MHR for the final
10 minutes. During this final lap I could feel my legs working
harder than ever, pushing a larger gear at my race cadence of 90
RPM. I was riding just below my lactate threshold (LT). I finished
the time trial with a new personal record for the final lap and had
gone faster than ever before in that final lap, even faster than in
any race up to that point. I know that the Rotors are working; I
just have to get my legs used to pushing the larger gears with my
normal 90 RPM cadence, and get my HR back up to 90% MHR. I should be
able to get my heart rate up to 90%+ MHR in a real time trial, which
is sometimes harder to do in a 'training time trial'.
Week 3 Log Entry - C'mon Legs
Back again, another 3.5-hour session on the Rotor Cranks, hey,
the 'strange' feeling is gone! Today I realized (assumed?) what is
going on with my heart rate. Because there is no longer a dead spot
in my pedal stroke, I now find myself pedaling a larger gear. Now
that I have constant power going to the drive train I no longer have
the "paused" feeling that I used to get with a larger gear when
pedaling through the dead spot. I do not get "stuck" on top of the
larger gear. Since I am pedaling a larger gear, I have lowered my
cadence slightly to compensate for the increased demands on my legs.
My heart rate is telling me that I can really put out much more
effort to the pedals, but my legs are saying, "hold on a minute!"
What I need to do is to slowly increase my cadence back up to 90
RPMs, back to race levels, and keep the same high gearing. After my
last session with the Rotors, I found that I was much faster riding
at just below my LT than I was riding at around 85% of my MHR. The
difference between the two heart rate levels is about 10 beats. Now
as I increase my cadence my leg muscles must bear the additional
propulsion burden, my heart rate has room to spare: 'all systems
go'.
This week (following my 3rd training session) I feel slightly
fatigued. I cannot directly attribute it to the Rotor Cranks but I
suspect that the fatigue may be related to the additional workload
from my recent training sessions. I hope to be recovered by the end
of this week for the time trial this weekend.
Week 4 Log Entry - Time Trial
In a time trial, I can never estimate my results or how I will
perform during the race. Factors such as weather, training, sleep,
diet and fatigue seem to all play a role in deciding the outcome.
Today, leg strength played the deciding factor. I was unable to ride
the higher "Rotorized" gearing for the entire race. I felt that my
leg muscles had not yet completely adjusted to the new power demands
that the Rotors bring. For the first 9 laps I rode at 90% MHR (my
normal racing heart rate is 92% MHR) in my normal gearing at 90 RPMs
.
Feeling that I could manage an increased power output for the
final three laps, I increased my gearing and my heart rate raised
accordingly from 90% MHR to my normal racing heart rate of 92% MHR.
My lap times for those final three laps decreased by 4 seconds per
lap, or about 12 seconds total. I finished the race in 23:07, 11
seconds faster than my previous race using standard cranks. I
believe that the 11 seconds difference for my new fastest time were
gained in those final three laps.
In my estimation, if I were to ride the entire race at the same
speed of my final three laps (26.64 MPH), I would have finished the
race an additional 36 seconds faster, or in 22:31. This difference
in time from the first race (23:18) would have been 47 seconds for
the 10 mile effort. Converting the speed gains to a 40 kilometer
race, my time would equate to 118 seconds, or about 2 minutes faster
for the 40k event. I believe that as I build my leg strength, I will
be able to appreciate all the benefits that Rotor Cranks offer. To
this point I have ridden the cranks approximately 220 miles. At my
current progression rate, I should be able to finish building my leg
strength and realize full potential of the cranks in the following
weeks.
2003 Rotor Cranks Price List - Road - (MSRP)
The Rotor System is available in both English (BSA) and Italian
(ITA) thread models for road and mountain bikes. Also, within these
two types of threads, the road bike version is available in double
and triple chainring models which can be installed on all road and
mountain bike frames:
RS03 STEEL ROAD-DOUBLE,
53/39, ENGLISH OR ITALIAN, SPECIFY CRANK LENGTH $640.00
RS03
STEEL ROAD/MOUNTAIN* TRIPLE, 53/39/30, ENGLISH OR ITALIAN, SPECIFY
CRANK LENGTH $675.00
RS03 TITANIUM ROAD-DOUBLE, 53/39, ENGLISH OR
ITALIAN, SPECIFY CRANK LENGTH $830.00
RS03 TITANIUM
ROAD/MOUNTAIN* TRIPLE, 53/39/30, ENGLISH OR ITALIAN, SPECIFY CRANK
LENGTH $865.00
CRANK LENGTHS AVAILABLE: 170mm, 172.5mm, 175mm
& 180mm. (165mm IN OCTOBER-2003)
CHAINRING UPGRADE FOR ROAD
OUTER, 54T OR 55T IN LIEU OF 53T $40.00
CHAINRING UPGRADE FOR
ROAD INNER, 44T or 46T (w/o pins-ramps) IN LIEU OF 39T
$24.00
CHAINRING UPGRADE FOR ROAD INNER, 36T (w/o pins-ramps) IN
LIEU OF 39T NO CHARGE
*Mountain Bike Rotor Systems are supplied
with 44/34/24 or 46/34/24 chainrings
You can order your Rotor Cranks Concept Kit through your local
bicycle retailer or directly from Rotor. The Rotor website is http://www.rotorbike.com/. In
USA & UK, contact howie@rotorbike.com.
30 Day Money Back Satisfaction Guarantee
Rotor believes that you will find the RS so effective that they
offer a 30 day satisfaction money back guarantee. You have 30 days
to decide, based upon your own results, whether they have worked for
you. Rotor writes on their web site "Test the Rotor System, and if
you are not satisfied with it, we give you your money back. Rotor
offers you a unique opportunity to experience the benefits provided
by this revolutionary product. We offer you a 30 days money-back
guarantee if you are not satisfied with it. Contact your dealer and
ask how to join this promotion." Regulation Points
There are five different regulation points referenced (marked) on
the RS. The factory suggests: that riders start on the #3 regulation
point, which is when the two triangles are pointing at each other.
Then after about 200 miles change the regulation point to #4, which
is one point below the triangle. Then after another 200 miles change
the regulation point to #2, which is one point above the triangle.
Each different regulation point gives a different feeling and the
best regulation point’ for one cyclist is not always the same as for
another cyclist. Once a cyclist has found the regulation point that
is perfect for him/her, he/she can obtain the maximum benefit and
performance from the RS. For example, Rotor has found that on flat
courses & on the track, most cyclists prefer the higher
regulation points such as #2 or #1. On courses with climbs, the
lower regulation points (#3, 4 or even 5) are most oftenly
preferred. The reference marks on the RS do not need to lined up
exactly; they are only reference points for guidance.
Maintenance
According to Rotor "Properly maintaining the Rotor System is very
simple and only limited to NOT using pressure washers. In addition
to avoiding pressure washers, it is suggested that the links be
greased periodically, every 2-3 months if the Rotor System is used
in normal, dry conditions. If continually exposed to water, streams,
mud or rain, it is strongly recommended that the links be greased
more frequently."
Finishing Up
I want to thank Howie Cohen at Rotor for giving me the
opportunity to test the cranks and for his support throughout the
installation process, even on a Saturday morning (sorry Howie)! You
will be glad to know that Rotor's customer service and support is
top notch, which is very important to cyclists and triathletes who
rely on their race gear heavily. According to Howie, Rotor has had
almost no warranty issues with their products. However, if repairs
should arise, they have a U.S. repair facility along with the
headquarters facility in Spain and offer FedEx express repair
service to keep you up and running.
The Rotors are not the first 'advanced' crank system I have tried
that has 'guaranteed' performance results. My experiences with other
'innovative' crank systems left me, initially, a bit skeptical of
the Rotor performance claims, which are quite substantial. I know
that the difference of 2 minutes in a 40 kilometer time trial can be
the difference between 1st and 10th place, and for me to go 2
minutes faster in a race just by switching out my cranks seemed ...
well it seemed to good to be true.
I learned that there is nothing free in life, even speed on your
bicycle. Rotor Cranks require a cyclist to pedal constantly by
eliminating the dead spot in the pedal rotation. By doing so, the
cranks allow a lower heart rate, larger gearing and lower cadence at
a slightly higher speed.
When the cyclist becomes accustomed to the new muscular demands
of constant pedalling (always applying power downwards) the cyclist
can then focus on raising the gearing and cadence which in turn
raises the heart rate back up to race levels. When the cyclist
brings his cadence and heart rate back up to normal levels, he will
be cycling faster than ever before. The newfound speed comes from
the increased gearing and the elimination of the dead spot in the
pedal rotation (continuous applied power). Your results may vary,
but from what I have experienced, you will likely see performance
gains in your very first ride.
Rotor Cranks work, plain and simple. They work very well, and I
am faster than ever before.
You can learn more about the RS at the Rotor
web site.
|
|
|
;)
;)