Bike Items for Sale - Here's a photo journal of bike parts that I'm trying to clear out of my workshop.
Shipping is $10 or (actual shipping charges + (optional) insurance charges + delivery confirmation fee), whichever is greater. I will try to find cheapest shipping option (e.g. USPS for US Domestic delivery) or will ship according to your carrier of preference.
Some of the parts are new, some are used. If you think my item pricing is off or you're buying multiple items, please make me an offer.
I am selling everything "as is". But, if you buy an item that is dead on arrival, damaged in shipment, or you believe you got a raw deal, please contact me as soon as possible so we can work out a solution. Given the time involved in selling these items I am not making a profit on this and am more interested in seeing components and parts I no longer use but that have remaining useful life to find a home with other bicycle enthusiasts, where they will be used instead of collecting dust in my workshop.
Contact me at the following . It will help if you include the links to photos of the items that interest you. All prices are in US Dollars.
Entire Blog - Display the entire Blog for all years. This is a large file!
|Bike Ridden:||Power Pursuit F3|
|Cumulative climbing:||14460 feet|
|Avg. Speed (moving):||19.0 mph|
|Max. Speed:||41.3 mph|
|Nominal System Voltage:||48|
|Battery energy capacity:||2800 wh|
|Battery energy consumed:||3452† wh|
|Battery Amps-Hour Used:||66.4|
|Regen Amps-Hour Recovered:||13.4|
|Range extension due to regeneration:||25.1%|
|Peak Forward Current:||30.9 Amps|
|Peak Regen Current:||27.3 Amps|
Central Coast Double, May 13, 2017 - Since April 2000 when I rode for some distance with Brian Stark on the Tierra Bella Century, during which he invited me to ride the Central Coast Double that he organized, I had wanted to take him up on his offer. But a variety of obstacles stood in the way every year until this year.
This year I had no good reason not to give this Double a try. Weather was forecast to be moderate, I had a free weekend, and I and my bike were both up to the task.
Over the weekend I experienced only two unpleasant surprises, both of which were ancillary to the ride itself: (1) Friday afternoon traffic heading south on US101 from San Jose was stop and go all the way to Salinas. How do people put up with that commute every day?! The drive to Paso Robles that should have taken me about three hours took me four and a half. (2) When I arrived at my motel, the Inn on Spring, at about 8:00 P.M. in Paso Robles, the proprietor informed me that my reservation had been canceled because my credit card* had been denied and that my room had already been rented to someone else. He had tried to call me, but got only my voicemail. (Although I heard the phone ring, I didn't recognize the number, and I don't answer the phone while I'm driving.)
I managed to contain my anger as I was unsure whether it should be directed toward the proprietor, my credit card company, or hotels.com. I had no reason to suspect the hotel owner was lying to me. He seemed surprised to see me and apologized profusely, explaining that they frequently have people hold rooms with invalid credit card numbers then never show up. He offered to call his friend who owns another motel in town, to see if they could put me up for the weekend. I expected to take a reaming on price as most hotels/motels in Paso Robles rent for over $200/night. Even the Motel 6 would have run $300 for two nights. Fortunately, they had a room available. Better was that I saved $60 on the exchange.
My new motel, Wine Country Inn, was a modest establishment in the motel style and was located at the far north end of town, about two miles from the ride start location. When I arrived its proprietor showed me my room. It had a narrow door and hallway, and I'd have to sleep in a Queen-sized bed instead of a King-sized bed, but it had a refrigerator and microwave. Although it faced the main street, it had a private entrance behind the office and the owner's living quarters. The room was clean, although the brown carpet showed a few spots and probably hid a number of others. But, when I checked the bottoms of my white-socked feet I saw no darkening, a sign of having walked a dirty carpet. I suspected this unit was the last one they rented as it adjoined the owner's personal living space, and so it didn't get as much use as the other rooms. I was able to roll my bike backward through the door and into my room where I could prepare it for the next day's ride.
That night I slept fitfully as I often do before a big ride with an early start. I got maybe three hours of good sleep.
The next morning my alarm went off at 3:00 A.M. I put it to snooze a couple of times and briefly considered sleeping in and starting late, but I finally got up at 3:15 A.M. I had two hours to eat breakfast, do whatever exercises I could manage in the small room, make final bike preparations, then roll the two miles down to the starting area at the Downtown City Park, where we were due by 5:30 A.M.
When I rolled the bike out of my room I noticed the wind was blowing strongly enough at this early hour to unfurl the large American flag in front of the hotel. As I rolled down Spring Street, a couple of cyclists turned onto Spring in front of me off 24th Street, where most of the chain hotels are located. Cyclists with headlights and flashing taillights were gathering under the gazebo near the park's center. I rolled up and gave the volunteers my number. Then we all waited for another 15 minutes in the cold air before Brian made his speech and got us started.
We rolled up Vine Street to 24th Street, then headed west on Nacimiento Lake Drive. At first I hung back, but as the road went up, I gradually passed most of the other cyclists and soon found myself riding alone in the morning light.
For the next few hours I rode through the undulating terrain in the hills west of Paso Robles, through Adelaida, Chimney Rock, and Lake Nacimiento. Although I wore all of my clothes, I was still slightly chilled, especially at the bottoms of the valleys where the air was undisturbed by the breezes at higher elevations.
The first rest stop along Interlake Road was located at a turn-out that enjoyed both the morning sun and a view of Lake Nacimiento. It was the first time I felt merely cold and not chilled.
I continued on Interlake Road, down a steep hill past Bee Rock and then into Monterey County toward Lockwood, where I passed the leader on the course, Justin Too. I turned left on Jolon Road and continued into a mild headwind at 20 mph to the rest stop at St. Luke's Church in Jolon. It was here that I felt warm enough to remove my windbreaker, yet I continued to wear my long sleeves and pants.
After Jolon I continued into Fort Hunter-Liggett past an empty guard-house and then onto Nacimiento-Fergusson Road. I had last ridden this road in the other direction eight years ago with Ron Bobb when we did our Big Sur/Indians two-day tour.
Nacimiento-Fergusson Road climbs gradually through broad meadows studded with impressive valley oaks before leaving the base and entering Los Padres National Forest where it climbs through twists and turns along the north bank of the Nacimiento River. Then the road crosses the river and begins the main climb to its summit about 900 feet higher.
At the 2700-foot summit I paused to check in with the volunteers and to inquire about weather at the coast, wondering if I should put on my shell for the descent. I didn't.
After a couple of minutes I began my descent. Brian had lectured us not to take risks on the descent due to traffic, gravel, and off-camber corners. He was right. I initially tried to set a speed, but I found that even 17 mph was too fast for many of the sharp corners. Fortunately, traffic was not yet heavy. With CA1 closed both north and south of Nacimiento Road, the only way to get to this part of the coast is on Nacimiento Road.
I stopped a few times to take photos on the descent, and about 1200 feet above the ocean I enjoyed a longer stop to eat a sandwich I had packed and to enjoy the view north along the Big Sur coast.
At the bottom I turned left and found the rest stop with its cheerful volunteers at the next highway turnout. I nibbled on some snacks but decided not to take on any water as the extra weight would only require more energy to haul back up the hill.
The coast was clear and bright, the sun warm, and the wind mild. I wanted to stay longer, but I had a date with a long climb that I wanted to get over. With some reluctance I pressed back the way I had come and began the climb up from the coast.
On the way up I had been warned about a motorhome descending the narrow road. Occasional auto traffic and more cyclists were also descending, but they weren't so dense that extreme caution was indicated. The motorhome was stopped when I encountered it, and Brian's warning of "heavy traffic" on Nacimiento Road seemed overly cautious to me as traffic was lighter than the typical weekend traffic on most mountain roads in the Santa Cruz Mountains.
Justin Too visited the Jolon rest stop only long enough to give his number and so he was ahead of me all the way to the coast and almost back to the summit again where I passed him about a mile from the top on my eastward return.
I slowed at the summit only long enough to give the volunteers my number before commencing the eastern descent to Nacimiento River. After I crossed the bridge at the bottom of the descent and began the long winding course alongside the river I began to see more frequent traffic passing opposite, including one caravan of teenagers, half of whom were hanging out the windows. I was happy to have enjoyed this part of the course relatively traffic-free.
Back at St. Lukes in Jolon the lunch stop had been set up behind the church. Justin rolled in a few minutes behind me, but he didn't linger. I rolled my bike to the outdoor kitchen where I had been told there were electric outlets for me to take on a boost charge. I calculated I would be very close to running out of juice on the Highland Route if I did not get a boost charge at lunch, so I decided to try to get a charge. If I couldn't, then I'd return on the Lowland Route that was 15 miles shorter and had 1500 feet less climbing. Aside from not wishing to risk running flat before the finish, my battery would be happier not to be discharged to within an inch of its life.
The lunch stop captain had roped off the BBQ area and initially wasn't keen on my using an electric outlet.
"If they see you charging, they'll all want to be plugging in their cellphones. We need room to work!"
But, when he understood I was looking to charge my e-bike battery, he went behind the building and found an unused outlet next to the outdoor refrigerator at the edge of their work area that he said I could use if my cord was long enough to reach. It was. I thanked him for letting me charge.
After getting my bike parked and plugged in, I enjoyed a nice sit-down sandwich lunch. As I had been fighting drowsiness all morning, I drank a Mountain Dew with lunch.
It was nice to get off the bike for a while, to reset my body for the second half of the day. The break also gave me an opportunity to chat with some of the cyclists near the front whom I had been leap-frogging all day.
I was able to take on about six amps-hour during the hour-long lunch, or just over 300 watt-hours. This would give me a comfortable margin for me to take the Highland Route on the return.
Upon leaving St. Lukes I turned left onto Jolon Road and started up the broad valley toward the pass leading to King City. The Mountain Dew I drank at lunch had successfully banished my sleepy eyes. After crossing the pass Jolon Road starts down a long grade. I set my speed to 25mph and enjoyed the scenery while I pushed 1000 watts back into the battery.
At the bottom of the hill I turned right onto San Lucas Road, climbed over a low pass, then descended into the upper reach of the Salinas Valley near San Lucas. I saw few cars as I continued on Oasis Road and then up Lockwood-San Lucas Road. Most of the agriculture in the area appears to be for human-consumed food: vineyards and salad baby lettuces especially.
I hadn't ridden far up Lockwood-San Lucas Road when I saw a large gopher snake trying to cross the road in front of me. I avoided running over it, but I stopped and pushed myself backward, then tried to discourage it from the road. The snake was undeterred by my bike and frame pump brushing against its head. It pressed on, then slithered under my seat and out across the rest of the road. I could not dissuade it from crossing to the other side. Fortunately, no auto traffic came by, except for one SAG driver from the opposite direction who probably was concerned about my stopping on the road at a somewhat blind corner while I tried to manage the recalcitrant creature.
The road steepened as I pressed up Espinosa Canyon, but the summit came soon enough, and then I enjoyed the descent down San Lucas Canyon into Lockwood. A rest stop had been set up at Harden Square at Lockwood-Jolon Rd. I enjoyed a cold popsicle before moving on.
At Jolon Road I continued straight onto Interlake Road that I had ridden earlier that morning in the other direction. The Lowland Route went left, but the Highland Route continued straight.
For the first five miles on Interlake Road I enjoyed a nice tailwind, and I decided to make the most of it by allowing my ground speed to increase so that my wind speed was about 25 mph.
I could see a rancher on a gas-powered ATV in my rear view mirror, and I wanted to see how long I could hold him off. I managed to keep him behind me until the road tilted upward and the wind slackened.
He gradually pulled alongside saying,
"You sure are fast on that thing!"
He then asked me something, but I couldn't hear well. I smiled and pointed to my ears while shaking my head.
"Where are you headed?", he yelled more loudly.
"Paso Robles," I replied.
"You're taking the back way!"
He smiled, then continued on ahead.
When I returned to the site of the morning's rest stop on Interlake Road, everyone was gone. I checked my route sheet, and indeed there was no planned rest stop here on the return trip. Fortunately, I did not need provisions.
I continued to Nacimiento Lake Drive, then turned left, descending Sulphur Canyon to San Antonio River.
After crossing a metal grate bridge the road unexpectedly leaves the river, climbing briefly then crossing a broad windswept plateau where I battled the fiercest headwinds of the day before rejoining the Lowland Route at Jolon Road.
I turned right then entered US101, riding the shoulder for a mile before exiting at Bradley.
Sam Beal was manning the Bradley Rest Stop. Sam had moved to Paso Robles a few years ago. He said the roads are nice and empty most of the time, but he misses riding with others. I nibbled on some Fig Newtons, but I felt I had enough provision to see me to the end.
I continued south of Bradley, then turned left onto Hare Canyon Road. Hare Canyon Road makes an undulating climb up a shallow grass-covered canyon. I could see no definite watercourse flowing at the bottom of the canyon, the road appearing to be the lowest point between its gentle walls.
Several miles from the mouth of the canyon the road departs from the bottom and climbs briefly over its eastern wall before descending sharply into Indian Canyon.
I stopped at the bridge over Big Sandy Creek to enjoy for a moment the solitude of the spot. The sun was lowering in the sky, and the light shone brightly on the grass-covered hills. Then I turned right on Indian Canyon Road and enjoyed a long undulating descent toward Paso Robles with the aid of a stiff tailwind.
Near the bottom of Indian Valley Road I encountered the last rest stop. I stopped long enough to check in, but I could smell the barn now, so I pressed on without lingering.
The tailwind persisted, and as I saw I'd have plenty of battery energy, I continued on River Road at the maximum safe speed.
A few miles before Union Street I encountered Justin Too again. I slowed so that Justin could draft if he wished. He followed closely for a short while, but then he fell back. I don't offer much of a draft off my tail, so I wasn't surprised he decided to continue to the finish at his own pace.
A block from the finish I stopped and waited for Justin to have the honor of finishing first among those who rode the Highland Route, then followed in after him.
The pasta dinner tasted good, but my body wasn't prepared to eat a big meal quite yet. Long rides suppress my appetite for a while afterward. I ate a small portion, then went back twice more for additional small portions while drinking water and soda, topped off with a scoop of Neapolitan ice cream. These went down well.
After dinner, I began to feel sleepy. The sun was setting, the temperature dropping, and the wind was picking up. I still had to ride two miles back to the motel, and I wanted to do this in the remaining daylight.
As I rode by a temperature sign, it read 57F, and I began to feel chilled again. It felt good to arrive at the motel, get the bike parked inside, and to take a hot shower.
On the Devil Mountain Double two weeks ago I had descended with my speed set to 20 mph or slower. On this ride I descended most hills with my speed at 25 mph where this was safe to do. My informal tests during the intervening two weeks were inconclusive about which speed was more or less efficient.
On a single hill I observed about as much regeneration at the higher speed, which is counter-intuitive. There should be additional loss due to increased air friction at the higher speed and hence less regeneration. But, it is also true that the controller recaptures more energy at higher wheel speed for a given braking force. I know that the sweet spot on most terrain at moderate grades is somewhere around 20-25 mph. A lower speed results in the controller plugging (attempting to drive the motor with a reverse force, consuming battery energy to do so, and heating the motor) part of the time to maintain speed, and a higher speed causes more energy to be lost to air friction.
If I allow my speed to increase on steeper terrain I can maintain highest efficiency. The problem with that strategy is that most hills with steep downgrades are not straight and broad but twisty and technical, like Nacimiento Road, requiring significant slowing to negotiate corners safely.
Unfortunately, the efficient operating envelope for the controller does not always align with road conditions. On a long straight down grade of 5-7% that is safe to travel at 40+ mph I get the most efficient regeneration at 20 mph. On a steep often twisty downgrade of 10+% the controller needs the bike's speed to be held above 25 mph, and this is often not safe to do.
On this ride my range extension was less than I observed on the Devil Mountain Double. This could be due to headwinds present on this ride, my not pedaling quite as hard as I did two weeks ago, or it could be from my descending set speed of 25 mph causing greater aero losses that over a long ride become observable. On the plus side my average speed was slightly higher.
On my next long ride I will try using 22.5 mph as my set speed on downgrades. In the end I may need to vary my set speeds for regeneration depending on road and wind conditions.
*The credit card problem ended up being due to my carelessness. When I made the reservation I had used my computer's auto-fill, accidentally selecting a card that been canceled a year ago but had similar last four numbers as my intended card, a reminder to check carefully the full credit card number when entering it using auto-fill, especially if one frequently opens and closes credit card accounts.
†Net consumption was (211.0 miles) * (13.1 wh/mi) = 2764 wh. So, in theory I had just enough initial battery charge to complete the Highland Route without recharging at lunchtime.
|Bike Ridden:||Power Pursuit F3|
|Cumulative climbing:||15460 feet|
|Avg. Speed (moving):||18.2 mph|
|Max. Speed:||34.3 mph|
|Nominal System Voltage:||48|
|Battery energy capacity:||2800 wh|
|Battery energy consumed:||3347† wh|
|Battery Amps-Hour Used:||64.6|
|Regen Amps-Hour Recovered:||16.8|
|Range extension due to regeneration:||35.1%|
|Peak Forward Current:||24.7 Amps|
|Peak Regen Current:||28.1 Amps|
Devil Mountain Double, April 29, 2017 - After registering, preparing the night before, waking early, and driving to San Ramon, then setting up the bike in a dark parking lot, my Devil Mountain Double almost ended before it started.
As a final check of the drive system at quarter to six I spun up the rear wheel only to see the controller shut down. Uh, oh.
Last weekend I had discovered that I had programmed my upper voltage cutoff slightly too low for a fully-charged battery, low enough that a fully-charged battery would prevent the controller from functioning.
Since charging a Li-Ion battery to its maximum voltage reduces its cycle life, I typically charge to 90-95% of maximum, and so prior to last weekend's test ride I hadn't actually tested my system when starting from the higher battery voltage. But the length of today's ride suggested that starting with a fully-charged battery would be prudent.
Since I was starting from home last weekend, I quickly repaired the problem by reprogramming the controller for a more liberal upper voltage cutoff. I figured that I must not have saved the changes to the controller's flash memory and that it "forgot" its new programming when I turned the power off.
But this morning I was on the road, and I had left my laptop at home. I thought desperately of a way to bleed off the top-charge voltage. I turned on all the lights full-power, but it would take hours to bleed off the top-charge, too late for me to start the course.
Then I considered that the controller may behave differently with an unloaded motor than with a loaded motor. Perhaps the unloaded motor was sending a sharper back-EMF pulse into the controller, temporarily spiking the battery voltage over the limit.
I put my foot against the rear tire to create a load and gently nudged the throttle. It worked! The controller did not shut down. The changes I made last weekend must have been saved after all.
I quickly finished preparing the bike, then rolled over to the start area in time to catch the preliminary speech. A couple of minutes later some 10-12 of us in the six o'clock start group were off.
At the first few intersections George Pinney paced us in his SAG car, corking the intersection against non-existent cross traffic as we continued through as a group.
As we rolled over hills on Crow Canyon Road the group stuck together. Then through Blackhawk the group began to split up. I followed the leaders until we were into Mt. Diablo State Park, then I continued to the summit at my own pace.
The view from South Gate Road as the sun rose over Danville was spectacular. As I reached the upper end of South Gate Road, the wind began to gust. I had to take care not to get blown off the road. Fortunately, the winds did not strengthen as I climbed higher.
I stopped at the summit rest stop long enough for one of the volunteers to snap my photo, then I began my descent. The air was cold, and I was anxious to get down to calmer air.
My objective today was to finish before dark. That meant that I needed to keep moving and to ride efficiently. The latter meant keeping speed between 20 and 25 mph on the flat and downhill sections to capture most of the energy that would otherwise be scrubbed off as air friction and to climb at maximum power, applying power where it does the most to increase my average speed.
Even if I had no desire to regenerate I doubt I would have descended Mt. Diablo much faster due to the gusting wind that threatened at any moment to blow me off the road. Near the bottom of South Gate Road I stopped to snap a photo of a tom displaying his plumage. By the time I reached the bottom I was ready to start pedaling again.
The course returned to Blackhawk then east on Camino Tassajara and Highland Road, zig-zagging through the fields north of Livermore toward Altamont Pass.
On Highland Road I encountered Derek Stedman, the human-powered leader on the course who had passed me sometime earlier on the Mt. Diablo descent. For the first two-thirds of the ride we rode at roughly the same pace but never together. I would pass him on the uphills, and he would pass me on the downhills while I was regenerating. Although I was not racing, it was hard not to speculate about when I might encounter him again on the road. It became a habit for me to check my rear-view mirror toward the bottom of a descent in time for me to leave room in the lane for his passage. I'd like to think I gave him motivation, perhaps his seeing me in my machine alternately as a "rabbit" or "devil", depending on whether I was ahead or behind. The cycle repeated six or seven more times that day until I stopped for lunch at The Junction as I was returning to Livermore. He must have pressed on as I didn't see him again. I rarely encounter human-powered cyclists who can maintain my usual pace over a long distance.
As I started to climb Altamont Pass near Carroll Road I saw other cyclists riding the opposite direction, one of whom looked remarkably like Jason Perez on an upright bike. If it was, he showed no recognition of my bike, and by the time I figured out who it might have been, I was too far past him for me to call out.
I stopped briefly at the Midway Road rest stop to collect a couple of Clif Bars for the road, then pressed on up to Patterson Pass and back down the west side into Livermore Valley.
Although California had had a drenching this winter, the wildflower season in northern California has been a disappointment. A few splashes of color here and there, but nothing like the bloom witnessed in southern California. Even absent wildflowers, the green hills were a nice change from the year-round brown we had become accustomed to for the last several years.
I stopped at the Mines Road rest stop only long enough to give the volunteers my number. I was feeling good, so I pressed on up Arroyo Mocho, passing a rest stop for another organized ride and encountering Bob Walmsley on the road near the top of the second climb before The Junction. He, John Woodfill, and others were riding the Mount Hamilton Loop "backwards". Bob told me it was the first time he had ridden the loop that direction.
At The Junction I stopped to get another snack for the road then continued on to the summit of Mount Hamilton.
On my way through Upper San Antonio Valley I spied a small group of cyclists riding up Upper San Antonio Valley Road toward Henry Coe State Park. Maybe it was Patrick Herlihy's Monstercross ride. I must have missed seeing them on the road by a few minutes.
At the summit I stopped to enjoy the view north for a short time before returning the way I had come. I stopped again at the check point below the summit to speak with the volunteers to make sure they got my number. They had managed to read my number as I rode by on my way to the summit.
On my way down the backside I encountered Derek nearing the top of the climb and further down, Bob Walmsley, John Woodfill, and others in their group who were climbing.
Derek must not have wasted any time at the summit as he passed me near the cattle grate on the descent.
At Isabel Creek I waved at and snapped a photo of the rest stop, crew, and Derek who had stopped to resupply, but I felt I had enough to get to lunch where I would take a longer pause from exercise and to enjoy my "hundred dollar sandwich", so I pressed on.
Alongside Arroyo Bayo I stopped to snap a photo of a goose family waddling down the middle of the road. Although the road is sparsely traveled, the geese were on the wrong side of a blind corner. I did my best to scare them off the road before I continued.
When I got to The Junction, I rolled up the driveway to the cafe and parked next to one of the 120 VAC outlets on the side of the building. To dispel any range anxiety I had planned to charge the battery for 45 to 60 minutes while I rested and ate lunch. As I unpacked the charger and power cable I saw that I had packed an IEC C13/C14 extension cord, not the proper power cable. There would be no charge today!
Fortunately, I tend to be overly conservative with my energy usage. I was fairly certain I could get back to the start without running out, especially if I allowed myself to skip the detour out to Castro Valley and head straight back to San Ramon from Livermore. But, I wanted to complete the entire route, so I rode conservatively after lunch, coasting and regenerating as much as I could.
It is said that bad luck comes in threes: (1) my scare in thinking the controller would not function at the start, and (2) my having forgotten to pack the correct power cord for the charger. The third was an interval of bloating after lunch, brought on by eating too much, the first long ride of the season in warm weather, body chemistry slightly out of whack, or who knows what. Fortunately, I experienced no heart arrhythmia.
Bloating while riding an upright bike can be downright disabling, but while riding a recumbent it is merely uncomfortable. I managed to keep moving through it all, although I drank extra water, dropped a Nuun tablet into my 16oz bottle of water, and put down a couple tablets of the "pink stuff" I carry with me for such occasions.
By the time I reached the Mines Road rest stop I was feeling better, well enough that I resolved to continue along the course. It helped that my net battery energy usage from Eylar Summit to the bottom of Mines Road was about zero, that I regenerated as much on the descent as I had consumed on the various uphill and level sections.
Traffic through Livermore and Pleasanton was unpleasant, accustomed as I was to the quiet back roads. Prom Night was getting under way at Foothill High School as charter buses and auto traffic full of dressed-up teens were heavy along Foothill Road.
In spite of the noise of nearby I-580 it was a relief to climb uninterrupted on Dublin Canyon Road. I paused at the rest stop near the summit of the climb and chatted briefly with the volunteers, but I took on no provisions. The end of the ride was near, and I could smell the barn.
I pressed on into Castro Valley, and as I descended I managed to put down an energy bar with several large gulps of water. The climb up Crow Canyon and Norris Canyon Roads would have been painful but not impossible had I run short of battery by this point. Fortunately, I had energy to spare, enough that I probably could have spared myself the delay from riding in "eco mode" from The Junction to the bottom of Mines Road.
As I pulled into the Marriott parking lot I saw no one checking in riders at the main entrance, so I rode around to my van to change clothes and put the bike away before finding the check-in station and enjoying a small after-ride supper where I chatted with some of the other finishers, including Tom Mac.
Overall I enjoyed the ride, as much as one can enjoy riding one's bike 200 miles over 12 hours. The unpleasant memories will in time be forgotten. If I ride next year when the route returns to its usual with an additional 3000 feet of climbing I will have to ride conservatively the entire time or I will have to be certain that I bring the correct power cord for my charger!
†Net consumption was (198.4 miles) * (12.5 wh/mi) = 2480 wh.
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