Effects on the crank torque profile when changing pedalling cadence in level ground and uphill road cycling

Despite the importance of uphill cycling performance during cycling competitions, there is very little research investigating uphill cycling, particularly concerning field studies. The lack of research is partly due to the difficulties in obtaining data in the field. The aim of this study was to analyse the crank torque in road cycling on level and uphill using different pedalling cadences in the seated position. Seven male cyclists performed four tests in the seated position (1) on level ground at 80 and 100 rpm, and (2) on uphill road cycling (9.25% grade) at 60 and 80 rpm.The cyclists exercised for 1 min at their maximal aerobic power. The bicycle was equipped with the SRM Training System (Schoberer, Germany) for the measurement of power output (W), torque (Nm), pedalling cadence (rpm), and cycling velocity (km h(-1)). The most important finding of this study indicated that at maximal aerobic power the crank torque profile (relationship between torque and crank angle) varied substantially according to the pedalling cadence and with a minor effect according to the terrain. At the same power output and pedalling cadence (80 rpm) the torque at a 45 degrees crank angle tended (p < 0.06) to be higher (+26%) during uphill cycling compared to level cycling. During uphill cycling at 60 rpm the peak torque was increased by 42% compared with level ground cycling at 100 rpm.When the pedalling cadence was modified, most of the variations in the crank torque profile were localised in the power output sector (45 degrees to 135 degrees).     

Bivariate optimization of pedalling rate and crank arm length in cycling

The contribution of this paper is a bivariate optimization of cycling performance. Relying on a biomechanical model of the lower limb, a cost function derived from the joint moments developed during cycling is computed. At constant average power, both pedalling rate (i.e. rpm) and crank arm length are systematically varied to explore the relation between these variables and the cost function. A crank arm length of 170 mm and pedalling rate of 100 rpm correspond closely to the cost function minimum. In cycling situations where the rpm deviates from 100 rpm, however, crank arms of length other than 170 mm yield minimum cost function values. In addition, the sensitivity of optimization results to both increased power and anthropometric parameter variations is examined. At increased power, the cost function minimum is more strongly related to the pedalling rate, with higher pedalling rates corresponding to the minimum. Anthropometric parameter variations influence the results significantly. In general it is found that the cost function minimum for tall people occurs at longer crank arm lengths and lower pedalling rates than the length and rate for short people.     

Laboratory versus outdoor cycling conditions: differences in pedaling biomechanics

The aim of our study was to compare crank torque profile and perceived exertion between the Monark ergometer (818 E) and two outdoor cycling conditions: level ground and uphill road cycling. Seven male cyclists performed seven tests in seated position at different pedaling cadences: (a) in the laboratory at 60, 80, and 100 rpm; (b) on level terrain at 80 and 100 rpm; and (c) on uphill terrain (9.25% grade) at 60 and 80 rpm. The cyclists exercised for 1 min at their maximal aerobic power. The Monark ergometer and the bicycle were equipped with the SRM Training System (Schoberer, Germany) for the measurement of power output (W), torque (Nxm), pedaling cadence (rpm), and cycling velocity (kmxh-1). The most important findings of this study indicate that at maximal aerobic power the crank torque profiles in the Monark ergometer (818 E) were significantly different (especially on dead points of the crank cycle) and generate a higher perceived exertion compared with road cycling conditions.     

Effect of muscle temperature on leg extension force and short-term power output in humans

The effect of changing muscle temperature on performance of short term dynamic exercise in man was studied. Four subjects performed 20 s maximal sprint efforts at a constant pedalling rate of 95 crank rev.min-1 on an isokinetic cycle ergometer under four temperature conditions: from rest at room temperature; and following 45 min of leg immersion in water baths at 44; 18; and 12 degrees C. Muscle temperature (Tm) at 3 cm depth was respectively 36.6, 39.3, 31.9 and 29.0 degrees C. After warming the legs in a 44 degrees C water bath there was an increase of approximately 11% in maximal peak force and power (PPmax) compared with normal rest while cooling the legs in 18 and 12 degrees C water baths resulted in reductions of approximately 12% and 21% respectively. Associated with an increased maximal peak power at higher Tm was an increased rate of fatigue. Two subjects performed isokinetic cycling at three different pedalling rates (54, 95 and 140 rev.min-1) demonstrating that the magnitude of the temperature effect was velocity dependent: At the slowest pedalling rate the effect of warming the muscle was to increase PPmax by approximately 2% per degree C but at the highest speed this increased to approximately 10% per degree C.     

A comparison of muscular mechanical energy expenditure and internal work in cycling

The hypothesis that the sum of the absolute changes in mechanical energy (internal work) is correlated with the muscular mechanical energy expenditure (MMEE) was tested using two elliptical chainrings, one that reduced and one that increased the internal work (compared to circular). Upper and lower bounds were put on the extra MMEE (work done by net joint torques in excess of the external work) with respect to the effect of intercompensation between joint torques due to biarticular muscles. This was done by having two measures of MMEE, one that allowed no intercompensation and one that allowed complete intercompensation between joints spanned by biarticular muscles. Energy analysis showed no correlation between internal work and the two measures of MMEE. When compared to circular, the chainring that reduced internal work increased MMEE, and phases of increased crank velocity associated with the elliptical shape resulted in increased power absorbed by the upstroke leg as it was accelerated against gravity. The resulting negative work necessitated additional positive work. Thus, the hypothesis that the internal work is correlated with MMEE was found to be invalid, and the total mechanical work done cannot be estimated by summing the internal and external work. Changes in the dynamics of cycling caused by a non-circular chainring may affect performance and must be considered during the non-circular chainring design process.     

Adaptation of muscle coordination to altered task mechanics during steady-state cycling

The objective of this work was to increase our understanding of how motor patterns are produced during movement tasks by quantifying adaptations in muscle coordination in response to altered task mechanics. We used pedaling as our movement paradigm because it is a constrained cyclical movement that allows for a controlled investigation of test conditions such as movement speed and effort. Altered task mechanics were introduced using an elliptical chainring. The kinematics of the crank were changed from a relatively constant angular velocity using a circular chainring to a widely varying angular velocity using an elliptical chainring. Kinetic, kinematic and muscle activity data were collected from eight competitive cyclists using three different chainrings--one circular and two different orientations of an elliptical chainring. We tested the hypotheses that muscle coordination patterns (EMG timing and magnitude), specifically the regions of active muscle force production, would shift towards regions in the crank cycle in which the crank angular velocity, and hence muscle contraction speeds, were favorable to produce muscle power as defined by the skeletal muscle power-velocity relationship. The results showed that our hypothesis with regards to timing was not supported. Although there were statistically significant shifts in muscle timing, the shifts were minor in absolute terms and appeared to be the result of the muscles accounting for the activation dynamics associated with muscle force development (i.e. the delay in muscle force rise and decay). But, significant changes in the magnitude of muscle EMG during regions of slow crank angular velocity for the tibialis anterior and rectus femoris were observed. Thus, the nervous system used adaptations to the muscle EMG magnitude, rather than the timing, to adapt to the altered task mechanics. The results also suggested that cyclists might work on the descending limb of the power-velocity relationship when pedaling at 90 rpm and sub-maximal power output. This finding might have important implications for preferred pedaling rate selection.     

Determinants of metabolic cost during submaximal cycling.

The metabolic cost of producing submaximal cycling power has been reported to vary with pedaling rate. Pedaling rate, however, governs two physiological phenomena known to influence metabolic cost and efficiency: muscle shortening velocity and the frequency of muscle activation and relaxation. The purpose of this investigation was to determine the relative influence of those two phenomena on metabolic cost during submaximal cycling. Nine trained male cyclists performed submaximal cycling at power outputs intended to elicit 30, 60, and 90% of their individual lactate threshold at four pedaling rates (40, 60, 80, 100 rpm) with three different crank lengths (145, 170, and 195 mm). The combination of four pedaling rates and three crank lengths produced 12 pedal speeds ranging from 0.61 to 2.04 m/s. Metabolic cost was determined by indirect calorimetery, and power output and pedaling rate were recorded. A stepwise multiple linear regression procedure selected mechanical power output, pedal speed, and pedal speed squared as the main determinants of metabolic cost (R(2) = 0.99 +/- 0.01). Neither pedaling rate nor crank length significantly contributed to the regression model. The cost of unloaded cycling and delta efficiency were 150 metabolic watts and 24.7%, respectively, when data from all crank lengths and pedal speeds were included in a regression. Those values increased with increasing pedal speed and ranged from a low of 73 +/- 7 metabolic watts and 22.1 +/- 0.3% (145-mm cranks, 40 rpm) to a high of 297 +/- 23 metabolic watts and 26.6 +/- 0.7% (195-mm cranks, 100 rpm). These results suggest that mechanical power output and pedal speed, a marker for muscle shortening velocity, are the main determinants of metabolic cost during submaximal cycling, whereas pedaling rate (i.e., activation-relaxation rate) does not significantly contribute to metabolic cost.     

A theoretical analysis of an optimal chainring shape to maximize crank power during isokinetic pedaling

Previous studies have sought to improve cycling performance by altering various aspects of the pedaling motion using novel crank–pedal mechanisms and non-circular chainrings. However, most designs have been based on empirical data and very few have provided significant improvements in cycling performance. The purpose of this study was to use a theoretical framework that included a detailed musculoskeletal model driven by individual muscle actuators, forward dynamic simulations and design optimization to determine if cycling performance (i.e., maximal power output) could be improved by optimizing the chainring shape to maximize average crank power during isokinetic pedaling conditions. The optimization identified a consistent non-circular chainring shape at pedaling rates of 60, 90 and 120 rpm with an average eccentricity of 1.29 that increased crank power by an average of 2.9% compared to a conventional circular chainring. The increase in average crank power was the result of the optimal chainrings slowing down the crank velocity during the downstroke (power phase) to allow muscles to generate power longer and produce more external work. The data also showed that chainrings with higher eccentricity increased negative muscle work following the power phase due to muscle activation–deactivation dynamics. Thus, the chainring shape that maximized average crank power balanced these competing demands by providing enough eccentricity to increase the external work generated by muscles during the power phase while minimizing negative work during the subsequent recovery phase.     

Crank inertial load affects freely chosen pedal rate during cycling.

Cyclists seek to maximize performance during competition, and gross efficiency is an important factor affecting performance. Gross efficiency is itself affected by pedal rate. Thus, it is important to understand factors that affect freely chosen pedal rate. Crank inertial load varies greatly during road cycling based on the selected gear ratio. Nevertheless, the possible influence of crank inertial load on freely chosen pedal rate and gross efficiency has never been investigated. This study tested the hypotheses that during cycling with sub-maximal work rates, a considerable increase in crank inertial load would cause (1) freely chosen pedal rate to increase, and as a consequence, (2) gross efficiency to decrease. Furthermore, that it would cause (3) peak crank torque to increase if a constant pedal rate was maintained. Subjects cycled on a treadmill at 150 and 250W, with low and high crank inertial load, and with preset and freely chosen pedal rate. Freely chosen pedal rate was higher at high compared with low crank inertial load. Notably, the change in crank inertial load affected the freely chosen pedal rate as much as did the 100W increase in work rate. Along with freely chosen pedal rate being higher, gross efficiency at 250W was lower during cycling with high compared with low crank inertial load. Peak crank torque was higher during cycling at 90rpm with high compared with low crank inertial load. Possibly, the subjects increased the pedal rate to compensate for the higher peak crank torque accompanying cycling with high compared with low crank inertial load.     

A governing relationship for repetitive muscular contraction

During repetitive contractions, muscular work has been shown to exhibit complex relationships with muscle strain length, cycle frequency, and muscle shortening velocity. Those complex relationships make it difficult to predict muscular performance for any specific set of movement parameters. We hypothesized that the relationship of impulse with cyclic velocity (the product of shortening velocity and cycle frequency) would be independent of strain length and that impulse-cyclic velocity relationships for maximal cycling would be similar to those of in situ muscle performing repetitive contraction. Impulse and power were measured during maximal cycle ergometry with five cycle-crank lengths (120-220mm). Kinematic data were recorded to determine the relationship of pedal speed with joint angular velocity. Previously reported in situ data for rat plantaris were used to calculate values for impulse and cyclic velocity. Kinematic data indicated that pedal speed was highly correlated with joint angular velocity at the hip, knee, and ankle and was, therefore, considered a valid indicator of muscle shortening velocity. Cycling impulse-cyclic velocity relationships for each crank length were closely approximated by a rectangular hyperbola. Data for all crank lengths were also closely approximated by a single hyperbola, however, impulse produced on the 120mm cranks differed significantly from that on all other cranks. In situ impulse-cyclic velocity relationships exhibited similar characteristics to those of cycling. The convergence of the impulse-cyclic velocity relationships from most crank and strain lengths suggests that impulse-cyclic velocity represents a governing relationship for repetitive muscular contraction and thus a single equation can predict muscle performance for a wide range of functional activities. The similarity of characteristics exhibited by cycling and in situ muscle suggests that cycling can serve as a window though which to observe basic muscle function and that investigators can examine similar questions with in vivo and in situ models.     

The association between negative muscle work and pedaling rate.

The objective of this research was to use a pedal force decomposition approach to quantify the amount of negative muscular crank torque generated by a group of competitive cyclists across a range of pedaling rates. We hypothesized that negative muscular crank torque increases at high pedaling rates as a result of the activation dynamics associated with muscle force development and the need for movement control, and that there is a correlation between negative muscular crank torque and pedaling rate. To test this hypothesis, data were collected during 60, 75, 90, 105 and 120 revolutions per minute (rpm) pedaling at a power output of 260 W. The statistical analysis supported our hypothesis. A significant pedaling rate effect was detected in the average negative muscular crank torque with all pedaling rates significantly different from each other (p < 0.05). There was no negative muscular crank torque generated at 60 rpm and negligible amounts at 75 and 90 rpm. But substantial negative muscular crank torque was generated at the two highest pedaling rates (105 and 120 rpm) that increased with increasing pedaling rates. This result suggested that there is a correlation between negative muscle work and the pedaling rates preferred by cyclists (near 90 rpm), and that the cyclists' ability to effectively accelerate the crank with the working muscles diminishes at high pedaling rates.     

Multivariable optimization of cycling biomechanics

Relying on a biomechanical model of the lower limb which treats the leg-bicycle system as a five-bar linkage constrained to plane motion, a cost function derived from the joint moments developed during cycling is computed. At constant average power of 200 W, the effect of five variables on the cost function is studied. The five variables are pedalling rate, crank arm length, seat tube angle, seat height, and longitudinal foot position on the pedal. A sensitivity analysis of each of the five variables shows that pedalling rate is the most sensitive, followed by the crank arm length, seat tube angle, seat height, and longitudinal foot position on the pedal (the least sensitive). Based on Powell's method, a multivariable optimization search is made for the combination of variable values which minimize the cost function. For a rider of average anthropometry (height 1.78 m, weight 72.5 kg), a pedalling rate of 115 rev min-1, crank arm length of 0.140 m, seat tube angle of 76 degrees, seat height plus crank arm length equal to 97% of trochanteric leg length, and longitudinal foot position on the pedal equal to 54% of foot length correspond to the cost function global minimum. The effect of anthropometric parameter variations is also examined and these variations influence the results significantly. The optimal crank arm length, seat height, and longitudinal foot position on the pedal increase as the size of rider increases whereas the optimal cadence and seat tube angle decrease as the rider's size increases. The dependence of optimization results on anthropometric parameters emphasizes the importance of tailoring bicycle equipment to the anthropometry of the individual.     

Determinants of increased energy cost of submaximal exercise in obese subjects

The energy cost of submaximal cycling exercises is studied in 23 obese (OS) and 13 lean control (LS) subjects at 1) a constant pedaling frequency (60 rpm) and at various work loads [external work loads (Wmec) up to 100 W] for one group of OS and LS, and at 2) constant Wmec (brake free and 60 or 70 W) and various frequencies (38-70 rpm) for a second group of OS and LS. The total energy expenditure (WO2) is calculated from O2 consumption (VO2) measured in both conditions and is compared with anthropometric data. The results show that at rest or at the same Wmec, WO2 is always greater in OS than in LS. At rest the quotients of WO2 over body surface area are not significantly different. At work the difference in WO2 cannot be explained by the muscular mechanical efficiency, which is not statistically different in OS (26 +/- 7.8%) and LS (25 +/- 4.6%). The calculated increase in the work of breathing of OS can account only for 5-15% of the energy overexpenditure. The energy cost of leg movement is estimated in brake-free cycling trials; it is significantly greater in OS than in LS (118 J compared with 68 J/pedal stroke), but when divided by leg volume the figures are not different (9.2 compared with 8.5 J X dm-3 X pedal stroke-1). Leg moving may account for approximately 60-70% of the energy cost of moderate exercise in cycling OS. The remaining difference in WO2 between OS and LS (20-30%) may be explained by an increase in muscular postural activity related to the lack of physical training of OS.     

Optimal pedalling velocity characteristics during maximal and submaximal cycling in humans

The aim of this study was to compare optimal pedalling velocities during maximal (OVM) and submaximal (OVSM) cycling in human, subjects with different training backgrounds. A group of 22 subjects [6 explosive (EX), 6 endurance (EN) and 10 non-specialised subjects] sprint cycled on a friction-loaded ergometer four maximal sprints lasting 6 s each followed by five 3-min periods of steady-state cycling at 150 W with pedalling frequencies varying from 40 to 120 rpm. The OVM and OVSM were defined as the velocities corresponding to the maximal power production and the lowest oxygen consumption, respectively. A significant linear relationship (r2 = 0.52, P < 0.001) was found between individual OVM [mean 123.1 (SD 11.2) rpm] and OVSM [mean 57.0 (SD 4.9) rpm, P < 0.001] values, suggesting that the same functional properties of leg extensor muscles influence both OVM and OVSM. Since EX was greater than EN in both OVM and OVSM (134.3 compared to 110.9 rpm and 60.8 compared to 54.0 rpm, P < 0.01 and P < 0.05, respectively) it could be hypothesised that the distribution of muscle fibre type plays an important role in optimising both maximal and submaximal cycling performance.     

Cycling efficiency and pedalling frequency in road cyclists

The purpose of this study was to determine the influence of pedalling rate on cycling efficiency in road cyclists. Seven competitive road cyclists participated in the study. Four separate experimental sessions were used to determine oxygen uptake (VO(2)) and carbon dioxide output (VCO(2)) at six exercise intensities that elicited a VO(2) equivalent to 54, 63, 73, 80, 87 and 93% of maximum VO(2) (VO(2max)). Exercise intensities were administered in random order, separated by rest periods of 3-5 min; four pedalling frequencies (60, 80, 100 and 120 rpm) were randomly tested per intensity. The oxygen cost of cycling was always lower when the exercise was performed at 60 rpm. At each exercise intensity, VO(2) showed a parabolic dependence on pedalling rate (r = 0.99-1, all P < 0.01) with a curvature that flattened as intensity increased. Likewise, the relationship between power output and gross efficiency (GE) was also best fitted to a parabola (r = 0.94-1, all P < 0.05). Regardless of pedalling rate, GE improved with increasing exercise intensity (P < 0.001). Conversely, GE worsened with pedalling rate (P < 0.001). Interestingly, the effect of pedalling cadence on GE decreased as a linear function of power output (r = 0.98, n = 6, P < 0.001). Similar delta efficiency (DE) values were obtained regardless of pedalling rate [21.5 (0.8), 22.3 (1.2), 22.6 (0.6) and 23.9 (1.0)%, for the 60, 80, 100 and 120 rpm, mean (SEM) respectively]. However, in contrast to GE, DE increased as a linear function of pedalling rate (r = 0.98, P < 0.05). The rate at which pulmonary ventilation increased was accentuated for the highest pedalling rate (P < 0.05), even after accounting for differences in exercise intensity and VO(2) (P < 0.05). Pedalling rate per se did not have any influence on heart rate which, in turn, increased linearly with VO(2). These results may help us to understand why competitive cyclists often pedal at cadences of 90-105 rpm to sustain a high power output during prolonged exercise.     

Methodical aspects of perceived exertion rating and its relation to pedalling rate and rotating mass.

Methodical aspects of the relationship between pedalling rate and rotating mass and perceived exertion rating (PER; Borg, 1962) were studied in trained, untrained, and ill subjects in bicycle ergometry. Pedalling rate varied between 40 and 100 rpm, work load steps were 5, 10, 15 and 20 mkp/sec in the healthy subjects, and 2.5, 5, 7.5 and 10 mkp/sec in the patients. PER decreased with increasing pedalling rate in all healthy subjects. In the patients, PER increased moderately at work load of 2.5 mkp/sec, but decreased at higher work loads up to 80 rpm, followed by a slight increase at 100 rpm. Higher mass of the flywheel, studied in 6 trained subjects, lowered the PER insignificantly. In the healthy subjects, test criteria, such as reproducibility, reliability, sensitivity, and linearity remained almost unaffected by pedalling rate. In patients, increasing pedalling speed diminished reproducibility and sensitivity. The strictness of the PER work load relationship is lowered at higher pedalling rate, especially at 100 rpm. When using the PER scale, pedalling rate has to be considered as an factor of main influence.     

Mechanical muscular power output and work during ergometer cycling at different work loads and speeds

The aim of the study was to calculate the magnitude of the instantaneous muscular power output at the hip, knee and ankle joints during ergometer cycling at different work loads and speeds. Six healthy subjects pedalled a weight-braked cycle ergometer at 0, 120 and 240 W at a constant speed of 60 rpm. The subjects also pedalled at 40, 60, 80 and 100 rpm against the same resistance, giving power outputs of 80, 120, 160 and 200 W respectively. The subjects were filmed with a cine-film camera, and pedal reaction forces were recorded from a force transducer mounted in the pedal. The muscular work for the hip, knee and ankle joint muscles was calculated using a model based upon dynamic mechanics and described elsewhere. The total work during one pedal revolution significantly increased with increased work load but did not increase with increased pedalling rate at the same braking force. The relative proportions of total positive work at the hip, knee and ankle joints were also calculated. Hip and ankle extension work proportionally decreased with increased work load. Pedalling rate did not change the relative proportion of total work at the different joints.     

Goniometric measurement of hip motion in cycling while standing

The purpose of this study was to develop an instrument for quantifying the motion of the hip relative to the bicycle while cycling in the standing position. Because of the need to measure hip motion on the road as well as in the laboratory, a goniometer which locates the hip using spherical coordinates was designed. The goniometer is presented first, followed by the development of the equations that enable the distance from the joint center to the pedal spindle to be determined. The orientation of this line segment is specified by calculating two angles referenced to the frame. Also outlined are the procedures used to both calibrate the goniometer and perform an accuracy check. The results of this check indicate that the attachment point of the goniometer to the rider can be located to within 2.5 mm of the true position. The goniometer was used to record the hip movement patterns of six subjects who cycled in the standing position on a treadmill. Representative results from one test subject who cycled at 6% grade and 25 km h-1 are presented. Results indicate that the bicycle is leaned from side to side with the frequency of leaning equal to the frequency of pedalling. Extreme lean angles are +/- 6 degrees. The distance from the hip to the pedal varies approximately sinusoidally with frequency equal to pedalling rate and amplitude somewhat less than crank arm length. The absolute elevation of the hip, however, exhibits two cycles for each crank cycle. Asymmetry in the plot of elevation over a single crank cycle indicates that the pelvis rocks from side to side and that the elevation of the pelvis midpoint changes. Extreme values of the pelvis rocking angle are +/- 12 degrees. Highest pelvis midpoint elevations, however, do not occur at the same crank angles as those angles at which the pelvis rocking is extreme. It appears that the vertical motion of the hips affects pedalling mechanics when cycling in the standing position.     

Effect of trunk load on the energy expenditure of treadmill walking and ergometer cycling

Data concerning the effect of trunk loads on the energy expenditure of various activities are scanty and partly conflicting. The energy expenditure of walking (4.5 km hr-1, 1.5% inclination) and ergometer cycling (60 watt, 60 rpm) was measured in 23 apparently healthy subjects with and without a trunk load of 10% of the body weight. For walking, the increment in energy expenditure per kg of load was 2.55 +/- 0.25 watt, while the increment per kg of body weight was 4.01 +/- 0.45 watt. For ergometer cycling, the increment per kg of load was 1.12 +/- 0.64 while that per kg of body weight was 2.73 +/- 0.56 watt. Prediction of energy expenditure for trunk loads has previously been made on the basis of the relation between energy expenditure and body weight. Our data show that this may lead to considerable overestimation.     

The effects of changing bone and muscle size on limb inertial properties and limb dynamics: a computer simulation

The magnitude and distribution of bone and muscle mass within limbs affect limb inertial properties, maximum movement speed and the energy required to maintain submaximal movements. Musculoskeletal modeling and movement simulations were used to determine how changes in bone and muscle cross-sectional area (and thus mass) affect human thigh and shank inertial properties, the maximum speed of unloaded single-leg cycling and the energy required to sustain submaximal single-leg cycling. Depending on initial conditions, shank moments of inertia increased 61-72 kg cm2 per kg added bone and 72-100 kg cm2 per kg added muscle. Thigh moments of inertia increased 46-63 kg cm2 per kg bone and 180-225 kg cm2 per kg muscle. Maximum unloaded cycling velocity increased with increased muscle mass (approximately 2.2-2.9 rpm/kg muscle), but decreased with increased cortical bone mass (approximately 2.0-2.8 rpm/kg bone). The internal work associated with unloaded submaximal cycling increased with increased muscle mass (approximately 0.42-0.48 J/kg muscle) and bone mass (approximately 0.18-0.22 J/kg bone).