Johnathan Tisdale going for the win on a carbon fiber 29er with a paper plate on the bars. All photos courtesy of Andy Jordan’s Bicycle Warehouse.

Do you wish your local area had more mountain bike events?  More chances to hang out with other riders and have a good time?  I did too, so last summer I joined forces with a friend of mine who works at a local bike shop and we put on a four-race time trial series on a local trail with an emphasis on fun, not competition.  The trail was a short 2.7 mile loop inside the city limits and the entry fee was only $5.  It was short and cheap enough that even non-racers came out and gave it a go.  Our first race had 10 riders, and zero spectators.  By the final race, we had over 20 racers, and just as many spectators. Here’s how we did it and what we learned so you can go put on a race yourself!

Partner up

If you want to put on a race series, you’re going to want some help.  There are two good places to look for help: local bike shops and your local advocacy organization.  Both can promote the event to a wide audience through meetings, e-mail lists, and word of mouth.  It also gives organizations a chance to earn some ‘trail cred’ with the community.  Your local club and bike shop probably have a waiver that can be used to keep you from being liable if someone gets hurt.  I was already a member of the local SORBA chapter and when I pitched the idea to the president he was all for it.  So was everyone else, they just needed someone to lead the way – I bet you’ll find the same in your area.  Having some help will also give you a chance to race.

A National Mountain Bike Patroller provided support at our time trial series.

Land use permissions and weather

Before you get a big group of people together with a few stop watches, be sure to get permission from the land manager.  Most managers will be very open to the idea but some may not.  If you don’t get permission and end up getting caught, the land manager may quit allowing mountain bikers access to the trails – clearly that’s the last thing you want!

If the trail will be hurt by riding it in wet conditions, you need a rain plan.  The best way is to just postpone the race a week and that’s exactly what we did on one occasion.  Let people know what the plan is and where to look for updates.  We used the local SORBA chapter’s forums and the bike shop’s e-mail list to keep racers posted.

Pre-race preparations

Get the trail in shape before the race.  Go through the local advocacy group and organize a work party if needed.  If some work happens, let the land manager know the trail benefited from the event – they’ll be happy to let you do it again.

Be sure you take everything you need to the race.  Print out registration sheets and waivers and whatever else you might need.  Take several pens and markers and make sure they all work.  Bring two stop watches (just in case one of them dies) and make sure the batteries are good.  Create number plates and find a way to attach them to bikes. We used paper plates and zip ties – they’re cheap and encourage the ‘just for fun’ atmosphere.  It’s hard to be too serious with a paper plate on your bike!

Staying on course

You need to mark the course – every possible turn, intersection, etc. needs to be marked.  Don’t assume people know the way or can tell which way is right.  Signs with arrows will work but it’s better to physically block people from going the wrong way. When riders are hammering really hard with their head down they may blow right past a sign.  We used ‘race tape’ and downed tree limbs to keep people from making wrong turns.  It’s best to mark the course the day of the race so there’s less time for people to tear down whatever you put up.

Make your race a family-friendly event and you’ll have more spectators.

Race day

Get to the trail really early.  Get all your stuff ready and start registering people as soon as they show up.  If you have separate classes, assign each class a certain range of numbers (beginners are 100-199, sport class is 200-299, etc).

Bring plenty of noisemakers to up the fun factor.  Cowbells are the classic and bullhorns are great for “broadcasting” words of encouragement to the racers.

Awards

Remember – KISS (Keep It Simple Stupid).  If you’re putting on an event focused on fun, you don’t need big trophies or awards.  We awarded the money from entry fees to the fastest three racers and awarded some tiny trophies to the top 3 in each class.  We got the trophies at a dollar store and they cost about $0.25 a piece.  We customized them by writing the class and place on the trophies and decorated them with worn out chains and cassette cogs (which the bike shop had plenty of).

All he won was a customized dollar store trophy – but look how happy he is!

Make it happen

That’s pretty much it.  We kept things as simple as possible, and everyone had a great time.  I handled timing at the first two races, and got to race in the last two.  I even made it on the podium once!  I can honestly say I had just as much fun running the event as I did racing.

So if you want some local weeknight racing in your town – step up and make it happen!

dgaddis has been a singletracks member since 2007 and is a member of SORBA-CSRA and IMBA’s National Mountain Bike Patrol. He lives in Augusta, GA, home of the IMBA Epic Forks Area Trail System (FATS) and host to the 2010 IMBA World Summit.

So, you’re planning on purchasing or assembling your dream bike for the upcoming MTB season. What size should you choose? How long of a stem do you need? Should you get a setback seatpost? What’s the right bar width? I’ll try to answer all these questions and more in this article on mountain bike fitting.

Most bike shops do a good job helping customers find the right frame size and you can always double check by taking a peek at the bike manufacturer’s website or catalog. The size chart below is an example and as you can see there is a range for every frame size. Beyond height, this chart doesn’t take into account specific body measurements (torso size, leg length, etc.) and that’s where component fitting comes in.

So… it’s really up to you to get the perfect fit. Some bike shops offer fittings, usually at a cost nowadays (not including parts which is an additional cost). But looking at your body and sitting on the bike with someone holding you on, you can get a good idea of what fits or what feels best for you. But before you spend your cash, let’s cover the list of things we can change on the bike, what those changes will feel like, and what a retailer shop should be able to do to accommodate you when you purchase that shiny new bike.

Frame size: #1 most important item

Getting the right frame size is paramount. If you’re in between sizes and are planning on really riding rough, you may want the smaller size rather than the larger (easier to bail when things go wrong). Use a sizing chart to get an idea of where you fit, then check the actual bike. Hop on the bike and if possible, go for a test ride. You should also be able to get a sense of what’s going on with the fit just by sitting on the bike and pedaling backward.

At this point you should feel more or less comfortable: not up too high and stretched or too low and cramped. You should also be able to place your feet flat on the ground when you dismount the bike. Stand over height is a bit more difficult to gauge these days due to the newer, sloping top tube frames which give the illusion that the frame is smaller than it is. Instead, I focus my attention on the top tube length.

To find the right seat tube length, take your inseam (legs 6 inches apart) and multiply by .67 then subtract 4 inches. For example I have a 33 inch inseam. Multiplied by .67 I get 21.75 inches, take 4- 5 inches away I end up with a 17.5 inch frame set (which happens to be what I use).

MTB handlebar width

Sometimes due to your specific body type or riding style a wider than stock bar can be a good choice. As the bars widens, it allows more steering torque (great for nasty terrain) and slows your steering down. A bar change on its own will also pull you forward a bit. A wider bar also makes it easier to breathe as it encourages you to open your chest more when huffing up a hill. The good news is that most bike shops are willing to change to a wider bar if necessary. Once you have your bar width, work on shifter and brake positioning. Try to set both so your wrist is not bent in an awkward angle and there is a small degree of freedom there – about 15 degrees. Anything more than that and you are at risk of hurting yourself.

Stem length

Riders with disproportionate leg to torso sizes will want to take a look at changing up stem length for a more comfortable riding posture. A longer stem typically pulls the rider forward and flattens the back. The result is slowed steering and more traction to the front wheel.

Shortening the stem moves the rider toward the center of the bike and adds curvature to the back, leading to a more upright riding position. Ideally the rider should have elbows slightly bent when riding straight ahead which acts as a natural upper body shock absorber. Proper stem length and positioning alleviates upper body soreness and removes excessive force from the wrists. Most XC stems range in length from 70mm to 130mm. AM and DH stems can range from as short as 25mm to about 55mm+.

Seat post height and setback

Once you have the right frame size it’s time to set the seat post height and setback (for you folks who ride DH, FR, and DJ this does not apply). Starting with the seat parallel with the ground, set the cranks so that they are in line with your seat tube, projecting a straight line through the BB and to the floor. Hop on the bike and have someone support you while you position your feet on the pedals – ball of the foot on the axle and foot slightly pointing forward a couple degrees. You should not have your leg fully extended – there should be about 10-15 degrees of movement before your leg locks straight.

You can also use this formula as a decent starting point: Take your inseam measurement and multiply by .883. The result is the ballpark measurement from the top of the lower pedal to the top of the saddle. From here you may need to go up or down a quarter of an inch until it looks and feels right.

With the basic seat height position set, it’s time to check positioning front to back. With the cranks set at 3 and 9 o’clock, get a piece of string and tie a weight to it. Sit on the bike in your riding position and pedal backwards a few strokes and stop at 3 and 9 o’clock again (you’ll need a spotter to help). Hang the weighted string from the bony protrusion just below your knee cap and have a look at where the string intersects your crank – it should fall right at the pedal axle. If the string falls forward or behind, just slide the seat on the post to fix your positioning.

If you can’t adjust the seat far enough you may need to change your seatpost offset. There are seatpost offset options you can purchase from zero offsets all the way to 25mm offsets (see images below).

Handlebar height

You may find that your handlebars are too low or high. By adjusting bar height you’re trying to achieve:

• A comfortable back angle, depending on your degree of flexibility.
• A natural feel to look ahead without craning your neck.

There are a few solutions here. Firstly take a look at where your stem meets your steering tube. You may see a few spacers – if so great! You can adjust the shim stack position relative to the frame which will raise or lower the stem and bar. For example, placing all the shims below the stem will raise your bar up by that amount. If you don’t have shims, you may need to get either a riser bar or a riser stem. Easton sells the EA50 stem with either 6 or  20 degrees of rise. You can also choose from flat bars, mid rise bars (about 20mm), or full rise bars (from 35mm to 45mm depending on the model).

Crank arm length

You may want to consider changing up your crank arm length as well. Most manufacturers offer MTB cranks from 165mm to 180mm, usually in 5mm increments. The proper crank arm length is typically dependent on the rider’s height and inseam. So a short person (5′ – 5′.5″) may want to consider 165- 170mm cranks. For someone from 5′.5″ – 5′ 10″, a 175mm usually works well and taller folks may want to consider 175mm+ cranks. Now if you have short legs, a shorter crank arm may be a better choice. Or if you’re a quick peddler, a shorter crank arm may be the way to go as well.

COMFORT ZONES

This next section will help you consider a few items that can give you that “at one” feeling with your bike. There are really just 3 spots where body meets machine: handlebar grips, saddle, and pedals.

Handlebar grips

Before we talk about bar grips you should understand the two basic classes of grips. There are the lock-on types that are gaining popularity and the conventional style that holds onto the bar with friction. The difference? About $15.00. Seriously though, the new locking grips do work a bit better because they don’t slip and are easily removed and installed using an allen key to tighten.

Saying all that, there many MTB grip choices on the market today. When choosing consider a few things: What is your riding style? Are you an epic kinda person who will spend hours on the bike or are you a DH / FR type who needs maximum grip?

Pedal and cleat positions

Setting up your cleats is probably (in my opinion) the second most important fitting task. After all, the wrong positioning will increase strain in the knee and results in a less-than-ideal pedal stroke. Ideally you want the cleat set up so that if you draw a line from the center of the pedal axle up it will intersect with the widest part of your foot (where you apply the most force).

Use a mirror to take a look at the front of your feet and make sure they run parallel with your crank arms. This position will ease the load on your knee and ensures your feet will release from the pedals. One final note: many pedals feature adjustable tension and it’s often a good idea to start with the lightest tension where your feet barely wiggle (float). What you don’t want is a super solid feel to the pedal-shoe interface that hinders your foot’s natural tendency to twist on the back stroke.

Saddle

Selecting the right MTB saddle depends on a few things. For one, consider the type of riding you’ll be doing: racing, long epic rides, DH, etc. Do you need extra padding because your current saddle is killing you?

Aside from padding and support, take a look at saddle width. In short, your pelvic bone should match up to the widest part of the saddle. So if a saddle feels good, it’s probably the proper size for you.

This is by no means a definitive article on bike fitting but it’s based on years of personal experience fitting myself and others on their bikes. If you have question feel free to ask and I can clarify further as there are many more variables that can change a measurement or two in relationship to what was mentioned in this article.

A quick thanks to the good folks at OPUS for the sizing chart.

Cheers!

There usually comes a time when a mountain biker decides to repair some of his or her own equipment. In this day and age, doing the job yourself is not only cheaper but also prepares you for trailside repairs and prolongs the life of your gear. While I’m not suggesting putting your LBS service department out of business, home repairs can help you save some dough so you can buy more stuff (like new cycling shoes or hydraulic brakes). Changing a flat tire yourself saves $7 and doing a simple tune-up on your own can save you $25-60 – that’s money you can put right back into your rig!

In this article I will go over the function of major tools that you need to tune up your bike. I will also mention a few tools for those who are interested in doing more advanced work.

For most repairs you can assemble a simple set of tools.

* A good work stand to hold your bike when doing repairs. Pick a stand that can be collapsed and portable so you can take it with you. Three-leg (tripod) stands work best and offer the most stable platform at home or outdoors. Topeak, Ultimate, and Park have many bike work stands to choose from.

* Allen wrench 2, 3, 4, 5, 6, 8, 10mm used for removing most of your components; you can either use T-handle or standard L-shaped wrenches. T-handle wrenches tend to generate more torque with less stress on your hands. L-shaped Allen wrenches can generate a bit too much force when holding the long end if you’re not careful.

* Side cutters used for cutting brake and inner shifting cables. I recommend purchasing one at least 6 inches long.

* Cable housing cutter used to cut brake and shifting cable outer housing.  The Park Tools cable cutter works great.

* Cone wrenches 14, 15, 16, 17, 18, 19mm used for adjusting wheel bearings and hard to reach or slim areas. To save yourself some money get only the ones you need. For adjusting wheel bearings sometimes you need two sets of cone wrenches.

* Pedal wrench for removing pedals. A good quality pedal wrench is slightly offset to prevent your hands from striking the crank.

* Headset wrenches used for those who have older style threaded steering tubes 32, 36, 40mm.

* Bottom bracket wrench. You can purchase a bottom bracket wrench that matches your bottom bracket or purchase one in a socket drive form.

* Phillips #2 and #1 screwdrivers used for adjusting the derailleur stops on your derailleurs. You probably already have these laying around your house.

* Standard (flathead) screwdrivers with 7/16 and 3/8 wide blades for adjusting derailleurs.

* Crank and crankbolt extractor – be sure to get the one that matches your type of crank. For X-drive bottom brackets all you need is an 8 or 10mm Allen key.

* T25 torx drive used to remove disk brake bolts. Get the T-handle version since it gives you more torque to break free those stubborn bolts.

* Don’t forget the cleaning products which should include a good quality bike wash for breaking down dirt without attacking painted surfaces. A de-greaser to remove gunk off your chain. Chain lube (choose the one that closely matches your terrain: wet, dry, epic, etc.). Grease (Phil Wood, Permatex Ceramic lube or similar) used for re-packing bearings, headsets, for inside seat posts (** DO NOT apply grease in carbon frame sets**)

For wheel service and wheel building including freehub service (advanced)

* Wheel truing stand. A simple one will work just fine but the more complex units have self centering features.

* Truing wrenches which come in four sizes and are color coded. Bring your wheel to the store to match up the sizes with your spokes.

* Tire Iron used to help remove the tire from the rim. Purchase a set of three (** Use caution on wheelsets that are tubeless as some levers may damage the rim strips**).

* Cone wrenches which are thinner than normal wrenches and allow you to fit them in the sides of the wheel to adjust your bearings.

* Freehub lock ring tools or freewheel removal tool. Bring in your rear wheel to match up  the tool if you’re not sure which to purchase. This tool is a must if you intend to replace broken spokes on the drive side of your rear wheel

* Chain whip used to hold the gears in place while releasing your lock ring or freewheel.

* Chain pin tool. Necessary if you’re planning to remove a chain which does not have a “power link.”

*Chain cleaning device (not shown) used to house a cleaning solution and a convenient way to degrease your chain.

* Toothbrush or similar bristle tool to clean freehub gears.

* Various lubes for wheel bearings and special lube for the freehub.

* Wheel building book or guide.

* Any tools specific to your wheels. Mavic, for example, makes a special spoke wrench and tools for servicing their wheels.

For finishing up your work and final assembly or specialty tools.

* Allen socket set 2, 3, 4, 5, 6, 8, 10mm for use with your torque wrench for final assembly and proper torque settings.

* 1/4″ Torque wrench used for setting low torque values on brakes, shifters, derailleurs, stems, seatposts, seatpost clamps, and everything else. Especially important if you use Carbon components.

* 3/8″ Torque wrench used for setting high values of torque (200 in/lbs+) mainly used for pedals and crank arms.

* Fine screwdrivers used for opening shifting pods and exchanging cables or for internal components in shocks.

* Shock pump. Only necessary if you have an air fork or rear shock.

* 6, 7, 8, and 10mm sockets may be needed for torque settings on various components.

* Threadlocking compound (permanent and low strength). Your need for this stuff will depend on the type of terrain you ride.

* Special sockets or tools for specific tasks such as bleeding brakes, fork internal repairs, suspension tools, sag setting devices, star nut tools, etc. Hang on to tools like small bottles or syringes, picks, swabs, old tooth brushes and the such.

Tool kit recommendations

Most DIY bike mechanics will want to gradually build up an arsenal of tools as repairs come up but for those looking to jump right in there are a few pre-assembled kits available. If you’re market for a basic set-up the Park Tools SK-1 Home Mechanic Starter Kit is a decent option. An even better value with more tools is the Sette Torx ST-37 Tool Kit (on sale at Pricepoint for $140) or the Filzer BFTB Tool Box II.

This list of tools may grow over time with your experience beyond what is presented here, but then again it may not which is fine. This list is only a guide to help those of you who are thinking about repairing your bike and are not sure which tools to get or why you need them.

One final very special tool – information. Get your hand on as many guides and manufacturer-specific installation instructions and have them at the ready when its time to fix your rig. Nothing beats first-hand info.

Cheers.