Jan Ullrich

[Cobblestones]

I dont think that is exactly true , The smaller high reving engines all have shorter stroke or are designed totally different . The discplacement per cylinder matters and the power band on those engines is so small it is rediculous . Yes they rev like 9 to 14 grand ,, but you just get nothing out of them at the lower rev rate . So in other words no matter how much oxygen you transfuse in the engine you cant tow a trailer . ( for sake of arguement a race engine might develope full horsepower at 10 grand and a diesel at 2 grand )
On the other hand the slower reving diesel , with a maximum engine rpm of say only 4 grand , is going to have torque galore , and tow your trailer day and night . Now these engines are heavy and huge and long stroke Now there are newer engines out there yet that offer so much torque in booth but i am just generalizing .
In the body , if it gets more oxygen when it needs it , it is mostly in the mountain stages that people are starved of enough oxygen that the issue makes the most visible difference then both types of riding get a boost. You need to get oxygen to get the power output . I doesnt affect the cadence more than on the flats . It does affect plain basic more power because the muscles are able to work at altitude ( and if you are able to breath the air) So if you ride a short crank and faster cadence vs a longer crank and a slower cadence the theoretical difference is the same . Adjust the gear to your style of riding . Sometimes we are talking of a difference of only one gear ( a one tooth difference ) that a rider might choose on a given climb or day . YOu do need enough horsepower to offset your body weight in the pedals if there is a huge body weight difference during a climb .

sorry cant edit , gotta go pick up a sick kid ,, ciao for now ... lol

Engines cranking out most power: (largest engines being marine diesels, link citing 23MW at 600 rpm.) While they are high powered, they are terrible at accelerating. They run most effectively at one speed. They're not built for rapid speed changes.

I always thought the comparison Ullrich=diesel very apt. High power, but difficulty following accelerations or speed changes in general.

Racecar engines are a different beast. In particular for courses with many twists and turns, the ability to accelerate and turn out power at a large range of rpm's (or speeds) is important. A lot of skinny climbers are like that, accelerating, then sitting up, then accelerating again. That's how they get rid of 'diesels'.

 

[Susan Westemeyer]

I am going to change the subject here, I read in this months Pro-Cycling that Jan is being paradyed by a German comic.

Have seen nor heard nothing like this.

(I assume you mean parodied).


Susan

 

[ultimobici]

That part about emulating someone elses riding style is the hard part . A coach can say what he wants but in the end , the rider knows what cadence is going to take him the distance . ( it always depends on the state of ones health at the time )
Many others believed in big Gear Training and Racing as well , one of those is Greg Lemond. ( from some of his interviewed articles in winning ) . Maybe Fabian Cancellara will be another . All these guys are good time trialers . There are a lot of big gear riders out there . But i was told , comming back from years of hybernation , that it has all changed . Many riders and ex coaches have confirmed this and small gears are in .
That doesnt mean i can switch , because of Lances style . I do carry a *Life Savour* ring , ( pun intended ) but i figure if i have to shift into it , i am done anyway and might as well break out the beer .
Personally i ride bigger gears , love it , slower heart rate , dont really like to sprint . I can give credit to some of these theories through experience .

Bear in mind that when Lemond and his generation started, racing & for most of their careers, 6 and 7 speed freewheels were the norm as was a 42 tooth minimum chainring. As a consequence the lowest ratio commonly used was 42X23, indeed Hinault's book published in 86 makes the observation that "It would have to be a very steep grade to make riders resort to a 24, 25 or 26." As the number of sprockets available increased it was possible to maintain a small difference between adjacent sprocket whilst increasing the range of gearing.

A modern rider can have a 53/39 mated to 12-23 10 speed cassette which allows him to have almost a straight through range that has a higher top and lower bottom with smaller gaps than a rider of the late 80's. Lemond's World's bike was set up in classic 80's style. 53/42 on the front and 12-21! on the rear was what he used on a mountainous course. That freewheel is the same as the first 7 of a 12-27 Shimano 10 speed!

 

[flicker]

Have seen nor heard nothing like this.

(I assume you mean parodied).


Susan

Since I am in the USA and don't speak German, on p.39 PRO Cycling Feb. US edition; the impersonator is Mathias Richling. the Host of the show Reinhold Beckmann.

To some his impersonation may be funny. I do not know but not to me.

Marcus Degen has comments about Jan also about Der Kaiser's 2007 chat show meltdown Feb. 2007.

Also in the issue nice interview with Griepel and nice cliches on the Lance.

Really funny, Pro Cyclings Issues with Lance.

 

[MarkvW]

The Diesel--Uphill

On the grand tour mountain stages, many racers apply bursts of speed. I don't understand the advantage of a speed burst over a steady climb on a steep uphill stage. Assuming equal average watts, doesn't a steady climb get the climber more watts out of his tired burro?

Is drafting a significant factor going steep uphill?

 

[stainlessguy1]

Engines cranking out most power: (largest engines being marine diesels, link citing 23MW at 600 rpm.) While they are high powered, they are terrible at accelerating. They run most effectively at one speed. They're not built for rapid speed changes.

I always thought the comparison Ullrich=diesel very apt. High power, but difficulty following accelerations or speed changes in general.

Racecar engines are a different beast. In particular for courses with many twists and turns, the ability to accelerate and turn out power at a large range of rpm's (or speeds) is important. A lot of skinny climbers are like that, accelerating, then sitting up, then accelerating again. That's how they get rid of 'diesels'.

Exactly , and even bigger diesels than that are stationary diesels that are turned on and never turned off . They run 24/7 year in year out until shut down for an overhaul . Still used in things like the bush camps and developing areas for electrical generation etc .
Good analogy between rider styles and why things are the way they are .

 

[flicker]

Engines cranking out most power: (largest engines being marine diesels, link citing 23MW at 600 rpm.) While they are high powered, they are terrible at accelerating. They run most effectively at one speed. They're not built for rapid speed changes.

I always thought the comparison Ullrich=diesel very apt. High power, but difficulty following accelerations or speed changes in general.

Racecar engines are a different beast. In particular for courses with many twists and turns, the ability to accelerate and turn out power at a large range of rpm's (or speeds) is important. A lot of skinny climbers are like that, accelerating, then sitting up, then accelerating again. That's how they get rid of 'diesels'.

Obviously Jan was not one of the turbo diesels like the Audi or Mercedes Le Lans cars. Always wondered why diesels were not used in aircraft often either.

 

[stainlessguy1]

Bear in mind that when Lemond and his generation started, racing & for most of their careers, 6 and 7 speed freewheels were the norm as was a 42 tooth minimum chainring. As a consequence the lowest ratio commonly used was 42X23, indeed Hinault's book published in 86 makes the observation that "It would have to be a very steep grade to make riders resort to a 24, 25 or 26." As the number of sprockets available increased it was possible to maintain a small difference between adjacent sprocket whilst increasing the range of gearing.

A modern rider can have a 53/39 mated to 12-23 10 speed cassette which allows him to have almost a straight through range that has a higher top and lower bottom with smaller gaps than a rider of the late 80's. Lemond's World's bike was set up in classic 80's style. 53/42 on the front and 12-21! on the rear was what he used on a mountainous course. That freewheel is the same as the first 7 of a 12-27 Shimano 10 speed!

An absolute correct observation , i still have those and many more like 54/43, 13 to 18 bloc which was my fav. A hill block for me would of been 13-21 with the last 2 cogs 19 and 21 . lol . ( bear in mind we had 5 and 6 cluster blocks ) I cant remember a 12 sprocket till much later .
The bikes were all steel and weighed in at much more so the riding style was much different . There is no way to accelerate that kind of a bike the same way a light carbon fiber model can . So we rode with momentum . YOu had to keep the momentum going .

 

[flicker]

An absolute correct observation , i still have those and many more like 54/43, 13 to 18 bloc which was my fav. A hill block for me would of been 13-21 with the last 2 cogs 19 and 21 . lol . ( bear in mind we had 5 and 6 cluster blocks ) I cant remember a 12 sprocket till much later .
The bikes were all steel and weighed in at much more so the riding style was much different . There is no way to accelerate that kind of a bike the same way a light carbon fiber model can . So we rode with momentum . YOu had to keep the momentum going .

Check out the mountain gears Coppi rode. Also in Stars and Water-carriers Merckx vs. the KAS uber climber. Quite manly.

 

[LeakyBoat]

Always wondered why diesels were not used in aircraft often either.

Weight I would guess.

 

[ultimobici]

An absolute correct observation , i still have those and many more like 54/43, 13 to 18 bloc which was my fav. A hill block for me would of been 13-21 with the last 2 cogs 19 and 21 . lol . ( bear in mind we had 5 and 6 cluster blocks ) I cant remember a 12 sprocket till much later .
The bikes were all steel and weighed in at much more so the riding style was much different . There is no way to accelerate that kind of a bike the same way a light carbon fiber model can . So we rode with momentum . YOu had to keep the momentum going .

I used to live in Headington in Oxford which meant a short steep climb whichever way I went home. 51/42 with a 12-17 straight through block - only an 18 year old could cope with that. Almost 30 years later I was back in Oxford and when I rode the same hill was scrabbling in 38X23!!

Millar & Jiminez in 83 - watch the way Jiminez labours over his bike.

http://www.youtube.com/watch?v=KsjWOiBtQTc

And Pantani in 95.

http://www.youtube.com/watch?v=BJAYsJulB-I&feature=related

 

[stainlessguy1]

I am going to change the subject here, I read in this months Pro-Cycling that Jan is being paradyed by a German comic. Why do the German journalists want to pick on Jan and cycling. In my opinion very negativly protraying cycling.

Flicker : I have an answer for you on this , yes it is negative but it is a huge stigma that goes way back and very political . So i am not going to address this here, because of the politics and possible hurt it might generate . Germany has to move on , same as the rest of the world has . I hope the media and comics and the like can see the light in that . What do they say in Belgium ,,, Tomorrow is another race '''.

 

[Angliru]

Me too , huge Jan fan . He has a nice riding style , and pleasant with the audience . Even now at the Euro bike show the interview was pleasant and not cold or harsh like some others .
I think he really did love to ride and race bikes beyond all else . It did come from the heart with him .

+1000. I was always rooting for Jan (Der Kaiser!). Just seemed like a regular that just so happened could ride the hell out of a bike. I guess they all are but with Jan it just seemed to me out of the big names he was even more so.

 

[stainlessguy1]

Weight I would guess.

Weight to horsepower ratio and a lot of other details regarding the type of fuel to be carried in the wings of the plane . etc etc .
Intended speed of plane , payload expected , expected altitude etc etc .
Jet fuel is so totaly refined and pure, you sure are not going to throw some coffee been mix in that there plane . lol .

 

[stainlessguy1]

I used to live in Headington in Oxford which meant a short steep climb whichever way I went home. 51/42 with a 12-17 straight through block - only an 18 year old could cope with that. Almost 30 years later I was back in Oxford and when I rode the same hill was scrabbling in 38X23!!

Millar & Jiminez in 83 - watch the way Jiminez labours over his bike.

http://www.youtube.com/watch?v=KsjWOiBtQTc

And Pantani in 95.

http://www.youtube.com/watch?v=BJAYsJulB-I&feature=related

Ya , too funny , nothing like that age factor creeping in is there . lol .
however having said that the ale tastes better after any climb in any gear .
Thanks for the links for robert millar , and the trip back down memory lane .
I still think the styles they road back then were superb and the bikes handled better with the geometry . I mean the bikes just looked right . But maybe its just me .

 

[Cobblestones]

Exactly , and even bigger diesels than that are stationary diesels that are turned on and never turned off . They run 24/7 year in year out until shut down for an overhaul . Still used in things like the bush camps and developing areas for electrical generation etc .
Good analogy between rider styles and why things are the way they are .

Very true. I should have said largest mobile diesel.

Anyway, even train engines have shifted toward diesel-electric. In this scheme, the diesel runs at one speed only (where it is most effective) and powers a generator. The electrical power is then driving electrical motors on each wheel. Of course there's a bit of a loss in generating electricity first, but it is more than made up by having the diesel always run at it's optimum speed/rpm. Also, electrical motors don't require gears etc. and a very refined control mechanism can provide a different amount of power to any wheel, which usually improves traction. In many cases the generator of one train engine can power itself plus a number of slugs for improved traction.

I anticipate that the next generation of hybrid cars will be designed similarly.

Now I don't want to derail this thread any further.

 

[stainlessguy1]

ok cobbles , lets not derail this thread any further , lol . agreed
but bare in mind that every good cycling team needs a powerful diesel .
lol . , even if its in the team bus . or the team bus mobile galley , gotta keep that beer cold , eh .

 

[Neworld]

....lets not derail this thread any further , lol . agreed
but bare in mind that every good cycling team needs a powerful diesel .
lol . , even if its in the team bus . or the team bus mobile galley , gotta keep that beer cold , eh .

No disrespect to Stainless and Flicker, but unless you 2 have PhD's in Human biology, biomechanics or can articulate to us the moment arms and forces generated for a certain length of lever arm(leg) etc... I think you should stop speculating and using elementary logic or open another thread separate from 'Jan Ullrich'.

Some people think he was a diesel, turbo diesel. There are 'urban myth' comments by Paul and Phil and drones about his 'potentially' inferior lower cadence blah blah blah. All of these comments are cursory and unfounded at best.

I am not sure this thread is intended to talk about the finite details of automotive rpms, high octane engines, diesel vs non-diesel ... and trying to relate that to Jan.

Just saying.

Does anyone know what Jan's VO2 Max was? Or, any of his other biometric data: Cardiac output, stroke volume, resting heart rate, max inspiriatory volumes...?

NW

 

[cat6cx]

What year are the October Fest pics?

Does anyone know what year those pictures are from? Is that after he retired?

 

[stainlessguy1]

No disrespect to Stainless and Flicker, but unless you 2 have PhD's in Human biology, biomechanics or can articulate to us the moment arms and forces generated for a certain length of lever arm(leg) etc... I think you should stop speculating and using elementary logic or open another thread separate from 'Jan Ullrich'.

Some people think he was a diesel, turbo diesel. There are 'urban myth' comments by Paul and Phil and drones about his 'potentially' inferior lower cadence blah blah blah. All of these comments are cursory and unfounded at best.

I am not sure this thread is intended to talk about the finite details of automotive rpms, high octane engines, diesel vs non-diesel ... and trying to relate that to Jan.

Just saying.

Does anyone know what Jan's VO2 Max was? Or, any of his other biometric data: Cardiac output, stroke volume, resting heart rate, max inspiriatory volumes...?

NW

Ok so if you are just saying , then i am just saying too .
So all of us tradesmen have to study moments about an axis , angles , levers , strength of materials , metalurgy and on and on as part of our apprenticehip . Years of academic as well as practical goes into this . I dont need a phd for this is basic physics .
The examples of different engines were noted to allow the reader to get the examples of cadence etc .
If you read the whole thread , it got a bit into it but thats ok .
Now as for the phd , It seems you all should consider the phd if your going to keep talking about all the other stuff , like dope , as you all do so well .
Then you start on with VO2 max issues and cite the question "does anyone know his heart rate , stroke volume , resting rate . omg ( who cares )
Did you know that before you even put your first needle in your arm , you have to be set up on a bike to ride it . Properly .
The mechanics are the first and most basic item of performance bike riding . The mechanics of the rider position , the seat height the stem length the frame build , the crank length . Without these being right all the dope and VO2 max wont do a bit of good .
Pro teams now send their teams to a special fitting shop to computer analyse just that issue .
So on these last posts we choose to analyse Jan and his riding style and compared that to others . Instead of constantly comparing doping styles and techniques as in the rest of the entire threads that relate to just that , dope , did dope , did not dope . or is corrupt or is not corrupt , or did lie or did not lie etc etc etc .
There are a lot of people that actually commented on the cadence issue , so it was a welcome break from the usual dope chats .

 

[mewmewmew13]

Ullrich was very efficient in the TT. Excellent style and very powerful. He remains my favourite cyclist.

A champion but also humble and human.

Of the modern day riders I think Klöden has a very good and very graceful technique. Tony Martin's TT style reminds me of Ulle.

Hip Hip! Yes he was fun to watch, great TT style as well. Still makes me sad and cringe when I see the video of the Tour ('03?) (my brain's going and starting to get all the years fuzzy) where it was SO close and Ulle's riding the final TT --it is raining and the roads are slick---but he is killin' it and slides in that fateful corner. ...he got up and right back on his bike and finished, but JUST short of time...bad luck.
He was ALWAYS a gracious champion....miss him greatly.

 

[Neworld]

So all of us tradesmen have to study moments about an axis , angles , levers , strength of materials , metalurgy and on and on as part of our apprenticehip .

What apprenticeship was that again?

The examples of different engines were noted to allow the reader to get the examples of cadence etc.

What you're missing is that your specific automotive examples, although somewhat interesting, are not directly comparable to the biomechanics of cycling. If so please educate us. That is why I asked if you had formal training in biomechanics of any sort. The PhD part was just a carve.

Now as for the phd , It seems you all should consider the phd if your going to keep talking about all the other stuff , like dope , as you all do so well . Then you start on with VO2 max issues and cite the question "does anyone know his heart rate , stroke volume , resting rate . omg ( who cares ) Did you know that before you even put your first needle in your arm , you have to be set up on a bike to ride it . Properly .
The mechanics are the first and most basic item of performance bike riding . The mechanics of the rider position , the seat height the stem length the frame build , the crank length . Without these being right all the dope and VO2 max wont do a bit of good . Pro teams now send their teams to a special fitting shop to computer analyse just that issue .

Ok, here you are just wrong. I defy you to find a trainer, coach, DS, anyone involved in recruiting or training of a neo-cyclist that would choose a particular riders seat position or 'set-up' as you call it over a cyclist with a high VO2 max or ability to temporarly maintain high Watt outputs. Most riders either declare themselves as 'potential' diamonds in the rough by winning multiple races, or present to coaches with a history of their Watt capabilities and/or a high VO2Max FIRST. Then, a coach will look at their bike position and/or their set-up.

If you were a team DS/manager do you actually think you'd pick a rider with
(a) an 'optimal' set-up regardless of their biometrics
or
(b) a VO2 max of 88 (or ability to hold 400-450 watts for more than a hour) who had a poor bike position?

You should pick rider 'b'

That is why I was asking about Jan's biometric data. Yes, he was a mule in the TTs and I loved watching him. Yes, he was powerful and had a great 'position' on the bike. But what power and edurance did his 'genetics' allow him to generate?

NW

 

[mewmewmew13]

Does anyone know what year those pictures are from? Is that after he retired?

Yes, from just a couple of years ago I think.

 

[stainlessguy1]

What apprenticeship was that again?



What you're missing is that your specific automotive examples, although somewhat interesting, are not directly comparable to the biomechanics of cycling. If so please educate us. That is why I asked if you had formal training in biomechanics of any sort. The PhD part was just a carve.



Ok, here you are just wrong. I defy you to find a trainer, coach, DS, anyone involved in recruiting or training of a neo-cyclist that would choose a particular riders seat position or 'set-up' as you call it over a cyclist with a high VO2 max or ability to temporarly maintain high Watt outputs. Most riders either declare themselves as 'potential' diamonds in the rough by winning multiple races, or present to coaches with a history of their Watt capabilities and/or a high VO2Max FIRST. Then, a coach will look at their bike position and/or their set-up.

If you were a team DS/manager do you actually think you'd pick a rider with
(a) an 'optimal' set-up regardless of their biometrics
or
(b) a VO2 max of 88 (or ability to hold 400-450 watts for more than a hour) who had a poor bike position?

You should pick rider 'b'

That is why I was asking about Jan's biometric data. Yes, he was a mule in the TTs and I loved watching him. Yes, he was powerful and had a great 'position' on the bike. But what power and edurance did his 'genetics' allow him to generate?

NW

Good Morning NW :

So what Phd , do you have again ? i missed that .

It seems so far that nobody else had a problem with the simile between engine mechanics and body mechanics in the basic term . Which was its intention . Nothing to do with attempting to write Thesis on the subject .
The posts are also not intended to belittle anyone else by saying things like you just did . * OK , here you are just wrong * unquote.

There is also no mention of recruiting someone for pro cycle racing . I am not recruiting anyone .

However . If i should look for a personal trainer myself and pay the man to train me , what do you think he would say to me first ? .
I would take my bike along to him and show him my bike . What do you think he would say first ?
I am sure he would comment on my bike , and direct me to the nearest bike shop for an immediate update . Then he would check my position to see if i am even remotely able to look like a rider . At this point he might roll his eyes and say something like ."Oh Boy , we have work to do" .
There would be no mention of cadence or vo2max or any of that .

Many amateur riders i have met on the road , also commuters that cycled great distances all year long . Why do i know they are amateurs ? It is simple , they dont know how to sit on a bike . I do know they were strong . Very strong in fact . But non of them had signs on their back saying my VO2 max is ****** pick me for the next national team .
The first thing that stands out is how they sit on a bike . The second is how they ride the bike . The third is the shear determination for riding in snow storms when most people say enough . Still no VO2 max sign on their body anywhere .
There is more to the sport of cycling , than the ability to be able to put out a lot of watts for an hour . So many people forget that .

 

[Neworld]

Good Morning NW :

So what Phd , do you have again ? i missed that .

I never said I had a PhD, I asked you what 'formal' training you had and you never answered...humm suspicious?!

The posts are also not intended to belittle anyone else by saying things like you just did . * OK , here you are just wrong * unquote.

Saying you're wrong is not inappropriate. I think you're wrong, prove me/us otherwise. Facts are good.

There is also no mention of recruiting someone for pro cycle racing . I am not recruiting anyone . However . If i should look for a personal trainer myself and pay the man to train me , what do you think he would say to me first ? . I would take my bike along to him and show him my bike ...snip... There would be no mention of cadence or vo2max or any of that .

Many amateur riders i have met on the road , also commuters that cycled great distances all year long.

SG1, This is a thread about one of the best procyclists in recent memory. This is not about some mesomorphic, never road more than 10Kms in his life, cyclist. That is so way off topic and not about Jan Ullrich...why is that even here...did you read the title at all?

There is more to the sport of cycling , than the ability to be able to put out a lot of watts for an hour . So many people forget that .

Again read above. This is NOT about the recreational or commuting cyclist who I agree almost always have their seats too low, and their seat jammed way forward on the seat post, biometric data IS important. Its important to coaches of aspiring races and more importantly its important to this thread about Jan Ullrich...which is why I asked if anyone knows some data on Jan.

I havent' heard any yet so its either not available or the person who has it is not linked to this thread. Answer some of the questions I asked you and use some facts please. Otherwise your posts are hollow and devoid of worth.


No one really cares if you fire out a statement like " wow Ullrich rides like a diesel" or "I wish I had Ulle's Diesel or Turbo D"...whatever but when you rant on more than 3 long winded posts about stuff like...

For those of you who say he should of used a faster cadance and thus gain the better accelleration over the steady diesel pace may have a point in the mountains . However. It is not just as easy as that . The style of riding one uses has as much to do with the inner mechanics and the outer mechanics of the body , as it does with being told to just using a smaller gear .
The outer mechanics are simply related to the different proportions of leg length . For example , the length of the thigh vs. the length of the lower leg ( calf and foot ) Some riders have a longer thigh length vs the lower leg length . Other riders the opposite . So the lower leg is actually longer than the thigh , so the lower leg acts much like a push rod in an older style v6 or v8 engine .
These 2 distinct differences can be mathematically calculated and adjusted to the perfect crank length . ( within reason )
The next thing that must be noted is the inner workings of the body , the heart and lungs and capacity . The breathing ability prefered and frequency prefered by the rider . This is also a big outcome of what a rider chooses to use as an optimum cadence .
This will all change with the scope of performance during the years of racing . AS one gets fitter or ones body is asked to do much more in one discipline , then the body will reroute muscle protein on its own .
For example . If the arms are not called on to do more than is necessary , and the legs are called on to do the impossible , as long as the condition exists and continues the arms will get skinner and the legs will develope to their maximal capacity . No Drugs needed .
A total non cycling comparative is as follows : You are a welder/fitter , your job is to set sheet plate and I beams weighing many tonnes , you bang these plates into place using a 10 plus lbs hammer ( with one hand ) or 30 lbs with 2 hands etc . Then tack weld the items together ,, you do this for 8 hours a day , you also change from tack to stitch welding where you upper body is still and you do a similar 24 inch uninterrupted weld . ( similar to a biathalon standing to shoot . )
Now after 1 year , your upper body changes , after 2 years your shoulders and arms become as hard as rock , your legs are a bit skinnier due to the constant kneeling and being in crouch positions .
Add to this holding a giant 8 plus inch grinder and flamecutting and grinding a perfect miter on 12 by 12 inch I beams and you are ready to beat the crap out of anybody that comes your way . That is how your body changes thru nothing but repetition .
There are no drugs needed , the transformation is right before you eyes .
In sprinters ( back to cycling ) you see both well developed leg and powerfull arms as they are used to do the burst to creat that power in the sprint .
Look at short track speed skating , all legs and short short short bodies are best , hence korea , japan china is at the forefront of these sports now . Shear body mechanics and size . The opposite for long track .
IN short , to recap . It is more than just riding a smaller gear that dictates your cadence . It is your entire body make up . If it were not so , we would all be the same and have the same results with the same training etc . As athletes we are all different , sprinters , tempo riders , diesels , climbers , short twitch and fast twitch muscles vs longer slow twitch muscle make up . Tall athletes and short athletes .
This may shed a bit of light on why cyclists look funny in some ways .
Mostly all legs with no upper body , and also ride the style they ride .

...then people start to think maybe you have had some formal training in biomechanics. Or are you the kind of jack of all trades that maybe took a Social anthropology course and try to use non-evidenced based loose relationships which have outcomes that match your poor examples.

I am saying everyone here most likely will let the odd unusual opinion fly...but if you rant something that is challengeable, then you should be prepared to accept the challenge, back it up with some facts(what a concept) and/or your 'virtual' credentials.

I know what my credentials are and I am educated enough and wise enough to know that you are out of your league and also that I am no biomechanic PhD.

Just provide some facts and I will either compliment you or ask you more questions. Seems fair to me. Otherwise your unfounded rants will stand unattested on this "Ullrich" thread and someone might start to believe your stream of consciousness.

NW