How to deal with safety and speed a descent - Part 2

The position on the saddle

On the saddle has to assume a natural position, with the gluteus well centered in the saddle and the hands gripping the grip down.

The index of the hand is resting on the brake lever and ready to stop (usually just the index, but who finds it too low can use the index and middle), the eyes straight ahead, never at the bottom near the wheel, but far. The look forward is to anticipate and calculate where to put the wheels, the right trajectory, the perils of the asphalt (holes, dirt, etc..). While straightline like you said we have to turn the legs, the pedal inside the curve itself is always on top, to avoid contact with the asphalt. In the long descents, steep ones, one can assume a more aerodynamic position possible, with the buttock that slides back to the seat, thighs parallel to the ground, crushed at the waist, with knees and thighs as tightly as possible. Most effective, flexible and well-bust, they will bring the saddle out of the buttock, which in turn will act as support for the thighs well united. The arms are attached to the sides, while the head is thrust forward with his eyes, but the torso should remain as parallel as possible to the ground. The extremes of this position, it was often assumed by Marco Pantani, who slipped to the buttock over the saddle with the belly, leaning on it. This, however, leads to less control of the medium, so it is best to avoid it, especially on roads open to traffic. Always in the downhill, another technique is to keep your hand on taking high, flanked by the stem and near the trunk that protrudes forward, resting his arms and saddles with his hands above his chest, his legs are more horizontal land. Do not recommend this position because it is more efficient than first described and has the great disadvantage of not having hands ready on the brakes, the control of the means in this case is more than ever given the "luck".


Braking is one of the most delicate parts. If you are in aero position and stands up well in line with the bust back in the saddle and will operate both brakes. More on the anterior, which has greater contact with the ground. To improve the support and the opportunity to act more forcefully on the rear brake you can push back the weight of the body, bringing the buttock at the rear of the saddle. You brake with the bike quite straight, so it has greater support from the tires on the asphalt. More vigorously if it is clean and tidy, and if it is disconnected, there is some grit, or are there patches of diesel (the various dark streaks left by the trucks often) is better anticipate braking. The brakes are released when it acts on the handlebar to start the turn. Begin the turn when the brakes are still in action leads to a slowdown in the rate of descent into the corners and easy to prepare to block wheels (as in bending the clincher is subjected to higher loads and therefore could not stand the double pressure of the curve and braking). Better then start having carried off the brakes, or at least using only the rear brake (sparingly and carefully). The same poster may be used in the brake curve, always with care, if you are aware of having too high a speed and to help the bike to "close" the curve, that is brought closer to the central interior of the curve. In this case you must be careful to correct the trajectory that undergoes the inevitable changes under the action of the rear brake. If you have completely the wrong approach and the speed of the curve, as a last resort, should, as far as you can, straighten the bike and act forcefully on the front brake too. Adjust the front brake in a curve, with the bike folded, it is unwise, because it is really easy to lose grip and fall, as you can just tap the brake, but its action is almost nothing. As a technique of braking, without a doubt, better to have shorter braking but decided, instead of long held back, but with low pressure (the typical behavior of many cyclists) this way because the friction material overheats less and is more effective. Furthermore, it is better to get in and out of plane curve then with good speed and a perfect trajectory, instead of going fast, call up the brakes and the correct path, you lose more time and you exit the curve with a slower speed.