Mike, in 45 years of racing you have travelled through practically every cycling discipline. Couldn't make up your mind?
I just get bored if I spend too long on one thing. That's my nature. And cycling is no exception. That's why I've never focussed exclusively on one discipline, but prefer to do everything - road racing, cyclocross, six-day races, mountain biking ... I rode the six-day race in Munich in 1991 and went straight from there to the German Cyclo-cross Championships, where I came second. Of course, that's a completely different load. Nevertheless, this versatility has made me strong over the years. Because you learn different things in every cycling discipline.
Vita Mike Kluge
- Born: 25 September 1962, West Berlin
- Place of residence: Denzlingen, Black Forest
- 1992 Foundation of the FOCUS bicycle brand
- Works as: Speaker, brand ambassador, consultant, bike coach, event organiser
Greatest successes
- 11-time German Cyclocross Champion
- 2-time German MTB champion
- Road race winner 1984
- 3-time cyclocross world champion
- 1990 Overall World Cup winner mountain bike
You have celebrated great success in all of these disciplines. Is there one title that outshines everything?
Well, the three world championship titles in cyclocross were something special. And then there was the world championship title in Leeds in 1992. Because by then I had actually already been out of the picture for two years. I had to make a decision back then: Either I would go back to work or continue as a professional. I opted for the latter, left Berlin for the Black Forest and embarked on a tough training programme like Rocky Balboa episode IV. The result was my third world championship title in cyclocross.
They told me: "You have to decide on a discipline. If not a cross bike, then a road bike. I got on my mountain bike anyway.
The model seems to be catching on again today. Van der Poel, Pidcock, Sagan ... they are all strong in several disciplines.
Yes, as I said, you learn different things in every discipline. And today that's also kind of cool. But back in the 90s, it was totally frowned upon in racing, and the association put a lot of obstacles in my way.
It's a shame that I didn't get the acceptance I have today. They told me: "You have to decide on a discipline. If not a cross bike, then a road bike. I got on my mountain bike anyway.
And you won the overall World Cup in 1990. Where do you rank this title?
That was also a very important milestone in my career. But to be honest, I don't only have good memories of 1990. It was still the early days of mountain biking, and in terms of materials it was sometimes a disaster. That was also the reason why I decided to build my own bikes and then founded the Focus brand in 1992.
Some professional racers have switched to e-MTBs to prolong their careers. You also committed to e-MTBs very early on, albeit after your active career. So out of pure passion and conviction?
Yes, and it basically started before the e-mountainbike was even invented. In 2009, a year before Haibike presented its first series e-MTB at Eurobike, I borrowed an e-trekking bike on holiday, a real grandpa bike. I then turned off the cycle path straight into the terrain. And although it was a real cucumber, I couldn't get the grin off my face. Unfortunately, it didn't occur to me to pursue the subject any further. I generally consider myself a far-sighted person, but the e-bike simply had such a dusty image at the time that I lacked the imagination to think that it could inspire mountain bikers and turn it into a business model.
And when did it really hit you?
I returned to Focus in 2013, to the company that I had founded two decades earlier. Logically, that was when the first e-bikes were launched and I was immediately enthusiastic. It has to be said: I live down in the Black Forest, and it goes really up and down there. Even for me as a fit cyclist, the motor support was a huge motivation to get on my bike regularly. What's more, I immediately noticed how well the bikes lay on the trail. The low centre of gravity suddenly shifted the limits.
Do you still ride both MTB and e-mountainbike today?
To be honest, I only ride my normal mountain bike when I have to fly. You can't take the e-bike with you. But otherwise, I only ride my e-bike off-road.
This year there will be an E-MTB category at the legendary BIKE Transalp for the first time, and you'll be at the start. What excites you about it?
First of all, I always enjoy cycling per se. What could be nicer than being outside, in the fresh air, in great mountain scenery and having fun on the bike? But even if it's not a tough competition, in the end it's always a bit about performance for me. That's why I'm particularly looking forward to the special stages on each leg. Even if I'm not as determined as I was when I was a pro, the ambition is always there. The bike has to be perfectly set up, the suspension setup has to be fine-tuned and I want to perform myself.
I found the abuse and condemnations on social media really frightening.
Some of the fastest marathon racers will also be competing at the BIKE Transalp. As an e-biker, do you have to put up with a bit of malice?
I have to be honest and say that I'm above that, time and development go on. There were times back then when you had to listen to what e-mountain bikers had to say. I found the abuse and condemnation on social media really frightening. And most of those who were shouting particularly loudly had never been on an e-mountainbike before. Every now and then, I noticed people I knew in the many comments. I then called them and asked them: How can you write something like that? And actually everyone I went for a ride with revised their judgement of e-mountain biking.
On the same trail, however, tolerance and acceptance still have their limits.
But I still think that the concept of having mountain bikers with and without e-bikes on the same route at the BIKE Transalp is the right one. Of course, the motorless bikers wouldn't like being overtaken by e-bikers, but this event could lead to better acceptance between bikers and e-bikers. I would like the participants to be more open to the subject. And I'm quite sure it's only a matter of time.
... But that's why the e-bikers start two hours after the organic bikers.
Even better, then I can even sleep in.
What is the ideal E-MTB for the Transalp?
In any case, it should have at least 150 mm of suspension travel. And a battery that has no less than 720 watts, otherwise the riding fun suffers. As e-bikes are heavy, puncture protection plays a major role. So I wouldn't be stingy with the tyres and wouldn't pay too much attention to weight. Grip and traction also play an important role in alpine terrain - so a stable carcass and a high-traction tread are essential. Especially as the e-bikers start after the normal bikers and the routes will be suitably rutted. Powerful brakes with large discs are also extremely important. Firstly, because long, steep descents await in the Alps, secondly because e-bikes are heavier, and thirdly because wide tyres allow for greater deceleration - which means higher forces act on the brakes and discs. It is important for safety on such long stages that I can brake with one finger and without fatigue.
There are driving situations where your fear tells you to brake. But you actually have to do the exact opposite
You are also a riding technique trainer. The queen stage of the Transalp has over 3000 metres of altitude and 90 kilometres. How can e-bikers who have no experience of such long stages in alpine terrain prepare themselves?
Come to one of my camps or personal training sessions (laughs). Otherwise: practise and get used to challenging terrain. Example: braking. There are riding situations where your fear tells you to brake. But you actually have to do the exact opposite: Have the courage to release the brakes so that the tyres grip and don't slip.
What are the special challenges at events with so many riders?
Drive with foresight. There's always that one "idiot" line that most people drive on. But you should actually drive on this line as little as possible. In other words, you always look to see if there might be a cleaner, better alternative line that might be a little longer, but in the end might even be faster.
Pushing or carrying an E-MTB on a steep uphill is particularly arduous. What's important to keep the flow going uphill?
A lot of things - the pedal position in technical sections, anticipatory riding, and you have to put pressure on the pedals at the decisive moments. But the material also plays a decisive role. Sufficient suspension travel, perfectly tuned suspension and, most importantly, the right saddle. The steeper the climb, the more you have to slide forwards on the saddle to prevent the bike from rearing up. And that means: for maximum traction, you have to put a lot of pressure on the nose of the saddle. That's why I ride an SQLab Infinergy with a particularly wide nose.
I think this e-bike racing will always remain a relatively small piece of the overall pie.
The EMTB-Transalp is a hands-on event, a unique fascination for every participant. The e-racing disciplines in the UCI World Cup are different. They are supposed to be a spectator and media spectacle. So far, however, they have failed to prove it. You keep a close eye on cycle racing, why hasn't e-racing managed to break out of its niche?
I think this e-bike racing will always remain a relatively small piece of the overall pie. In the early stages of e-racing, the UCI asked me how I would implement this. My idea would have been to limit the weight of the bikes, but not the power of the motors. Under these conditions, you could do extreme development work in this e-performance area. And that's what professional racing is all about.
If professional racing is the development kitchen of the bike industry, won't the industry have to invest much more in e-racing in the future? After all, eight times as many e-mountain bikes are sold today as normal mountain bikes.
Other motives also play a very important role. In 1994 and 1995, I wanted to step on the gas in both downhill and cross country. But then came the decision that mountain biking would be an Olympic event for the first time in Atlanta in 1996. There was no longer any question for me that I should concentrate on cross country. The Olympics are hugely important in sport, also for the cycling industry. And for the foreseeable future, you will only be able to ride under your own power, without a motor, at the Olympics. That's why classic bike racing will always remain hugely important.
45 years of cycling, involved in the development of bikes for 30 years, a passionate e-mountain biker for ten years: What do you think should be the next big step in the development of e-mountain biking?
Since last year, I no longer belong to Focus. The reason why I founded this company 30 years ago was that I simply wanted to have a flawless bike. Unfortunately, the bike industry has still not managed to achieve this. Sure, we have smart integration solutions today - that looks sexy. But try changing a dropper post line or a brake line on today's bikes - you'll have to equip yourself with a pot of coffee and a snack, that's how long it takes. I don't think you should subject everything to design. It has to be as simple as possible for the end user, but only as complicated as absolutely necessary.
In your opinion, is geared motor development going in the right direction?
Definitely! SRAM has set an important example with the Eagle Transmission. A gearstick that can really take a beating and shift under full steam. But motor and gears in one, as Pinion has done with the MGU, is for me the technology of the future. No more rear derailleur that can bend, no more sprockets that wear out, no more chain that breaks. An oil change every 10,000 kilometres - and you have to put that on the speedometer first. So you no longer have to deal with most of this maintenance issue. I actually do everything on my bikes myself. But I want to decide for myself when I want to get my fingers dirty. And that's definitely not on a tour.
Josh Welz
Editor-in-Chief
