If you’ve ever thought that there wasn’t enough automobile parking at a popular event, you should try parking a bicycle. It can be an even more frustrating experience. Bike racks are rare and access to them is often blocked by vendors, crowds, security, or cars that have tried to squeeze into any available parking space. Security guards will often take great joy in telling prohibiting a bike from being locked to a sign, parking meter, or fence, all in the name of public safety. Participating in life as a cyclist just shouldn’t be that hard.

Thankfully, Indianapolis has Pedal and Park, a wonderful organization that works with local cycling advocacy groups to provide free, secure, supervised bicycle parking at many local events. The organization is entirely volunteer-run and partners with CIBA, Bicycle Indiana, Indy Parks and Recreation, and the Greenways Foundation to serve the local cycling community. The Metropolitan Planning Organization even subsidizes Pedal and Park with monetary contributions for each bicycle parked, recognizing that the money the community saves when a person rides a bike to a big event is quite significant.

Pedal and Park was founded 10 years ago and has since parked over 12,000 bicycles at Indianapolis area events and gatherings. According to the Pedal and Park website, the organization’s goals are to support non-motorized forms of transportation, promote Indianapolis trails and greenways, distribute literature and information supporting alternative transportation, and assist the partner organizations with funding and awareness. Based on my personal experiences, they accomplish all of these goals quite successfully.

Upcoming Pedal and Park events in October include the Speedway Trails Association Diamond In The Rough walk (Saturday, October 3) and the Indiana Bicycle Summit (Saturday, October 17). More information about both of these events, Pedal and Park services, and future events can be found on the Pedal and Park website at www.pedalandpark.org. You may also sign up for newsletters and become a volunteer through their website.

Move over, France. Look out, Spain. Heads up, Italy. There’s a new grand tour in town, and it’s in Carmel, Indiana!

I’ll admit, you won’t find multiple stages, epic climbs, or legendary team leaders fighting for control of the Peleton, but the Tour de Carmel is definitely worth the price of admission if you’re within an hour or two drive by car.

Carmel, a Northern suburb of Indianapolis, is one of the area’s crown jewels. Home to a growing population, it’s maintained a small-town feel in the face of rapid expansion and is home to a beautiful arts district, modern cycling infrastructure, and leading outdoor recreation programs. In their attempts to highlight all that Carmel has to offer, the Carmel Clay Parks and Recreation department hosts this well-run event annually.

If you’ve never worn spandex and don’t know how to draft, you shouldn’t be intimidated. This isn’t a race. Instead, the Tour de Carmel is a bicycle tour offering 10- or 20-mile routes designed to showcase the community’s cycling paths, commercial districts, parks, and recreation areas. Some riders speed to the front of the pack and cover the long route in less than an hour, while families may take 3 or 4 hours to complete the shorter course, enjoying live music, playgrounds, coffee shops, and other attractions along the way.

This year’s event kicked off at 7:00am on Saturday, September 12. The event coordinators must have special ordered the weather, as the day broke with blue skies and temperatures in the low 60’s. By the official end of the event at noon, riders were enjoying mid-70’s and sunshine. It was a perfect late summer day in the heartland of Indiana and a perfect time of year to ride a bike.

The Tour de Carmel begins at the Monon Center recreation facility on the Monon Greenway, a converted rail-to-trail path running 12 miles from the heart of Carmel to downtown Indianapolis. Riders were treated to a number of vendors and organizations with displays and tents at the starting line. WholeFoods kept riders fueled with organic bananas, veggie chips, and Odwalla drinks, while Carmel Cyclery displayed the newest bicycle accessories and products. Various health and fitness promotion organizations were also on hand to offer information to those interested in living a healthy, active lifestyle.

After leaving the starting area, riders move North on the Monon Greenway, cruising through beautiful and interesting downtown Carmel. Well-placed rest stops featuring live music, play areas and activities for younger participants, and refreshments dotted both the 10- and 20-mile routes.

My family – me, my wife, and our 15-month-old son – opted for the 10-mile course, which departed the Monon just North of downtown Carmel and then toured a number of other bike paths and well-shouldered roads on the return journey to the Monon Recreation Center. The entire route was very well marked and the Carmel police department did an excellent job of managing both motor and cycling traffic to ensure that everyone remained safe and secure during the ride.

While the event certainly wasn’t an adrenaline-filled, full-speed race, it was an excellent way to spend a late summer morning. This even is perfect for families, riders who would like to become familiar with Carmel’s cycling infrastructure, or people who are new to the sport.

Event dates and details for 2010 haven’t been announced yet, but I hope the Carmel Clay Parks and Rec department will consider offering more than one Tour de Carmel next season!

On the second day of the UCI Mountain Bike World Championships in Canberra, Australia, Chloe Forsman and Jill Behlen were the top US finishers in the U23 and Junior Womens’ Cross-Country events. Forsman, from Tuscon, AZ, finished 15th, 7 minutes and 23 seconds behind the U23 winner, Poland’s Aleksandra Dawidowicz. Behlen, a resident of Boulder, was 16th in the Junior class, trailing France’s Pauline Ferrand-Prevot by 8 minutes and 17 seconds.

According to race reports, the cross-country course was extremely technical and challenging for all riders. A full lap is 6.47 km, with the U23 women completing 4 laps and the Juniors completing 3.

The US was also represented by Amy Dombrowski (U23) and Essence Barton (Junior), both finishing 18th. It was a strong showing by the American women, suggesting that there’s great potential for future Elite class performances.

On the first day of the World Championships, the US finished 12th in the team relay, 3 minutes and 52 seconds behind first place finisher Italy. The US team was composed of riders Heather Irmiger, Russell Finsterwald, Colin Cares, and Jeremy Horgan-Kobelski.

Tomorrow’s schedule includes the mens’ 20″ trials semi-finals, mens’ and womens’ 4-cross qualifiers, and the mens’ Junior Cross-country events.

Check in tomorrow evening for a summary of the day’s events!

In a move that doesn’t surprise anyone who has been following the currents of professional cycling, Levi Leipheimer confirmed Tuesday that he has signed a two-year contract with Lance Armstrong’s Team RadioShack. While neither Levi’s personal website or the Team RadioShack website carry an official announcement, numerous media outlets have reported that he will, once again, be backing Lance’s bid for the Yellow Jersey. “I’ve signed with the best team in the world, an American team that’s going to sign more American riders,” Leipheimer said.

Leipheimer has ridden for Armstrong in the Tour three times, twice with US Postal (2000 and 2001) and with Astana in 2009. He has also gained valuable experience as a team leader in multiple grand tours, finishing as the second-highest American rider behind Armstrong twice and standing on the podium as the third-place overall in 2007. He’s also enjoyed many stage race podiums, including multiple overall wins, throughout his cycling career.

He has seen his fair share of injuries, including a broken pelvis in the 2003 Tour de France and a broken wrist in stage 12 of this year’s Tour. Despite those injuries, he’s an accomplished, strong rider who could be his own team leader if he chose to do so. By adding him to the roster, Team RadioShack leaves no doubts about their commitment and intent to dominate at the 2010 Tour de France.

Belgian media reports that Team RadioShack has also signed Sebastien Rosseler and Gert Steegmans, though no official press release could be found.

It’s official!

CogAndChain.com is alive and well as of 6:00am on September 1, 2009.

We’re thrilled to be here, thankful for our readers, and looking forward to providing the cycling community with quality articles, reviews, event coverage, and industry information through the highest quality writing, photography, and video.

So what can you expect from us? On the first weekday of each month, we will release 15 to 20 ‘major’ articles. In addition, smaller, time-sensitive event and industry updates will be posted as they are available. We’ll soon have a weekly newsletter containing site news, article summaries, and advertiser and sponsor specials for CogAndChain.com readers. The newsletter will be distributed via a mailing list which will also be released shortly.

As we publish more material to the site, our archives will grow. In the meantime, we’ll be adding as many articles as we can. You can help us in a couple of ways. First, follow us on Twitter and Facebook. Second, tell your friends. Third, visit us often and sign up for the mailing list when it’s released later this week.

If you’re a writing, photographing rider, you might also consider writing and shooting for us. If you’re interested in seeing your work published for the world to see, email us at info@cogandchain.com.

Road cyclists always get the multi-stage racing glory. The Tour, the Giro, the Vuelta, the Du Pont . . . all stage races in beautiful places, and all on 23c tires. Until now, that is.

The mountains of Pennsylvania are a stunning sight and are spiderwebbed by hundreds of miles of challenging single track. It’s the perfect home for a mountain biking stage race, and that’s exactly where the Trans-Sylvania Mountain Bike Epic will be based. The newly formed event will begin on May 30, 2010, and include 7 days of stage racing through the Pennsylvania hills.

Director Ray Adams and Executive Director Mike Kuhn have created an ideal venue for a neophyte stage racer by basing each day’s events near a centralized campground outside of Spring Mills. The Seven Mountains Boy Scout Campground will be the hub of the racing activity, with all stages beginning and ending in or very near the camp. According to the race website, most of the off-site stages are within biking distance of the base, and transportation may be arranged for the one or two that are farther than you might want to pedal.

The seven stages will include a time trial on the first day, followed by 6 days of dedicated cross-country racing. The course routes, distances, and elevation changes are not yet available, but the event schedule is published.

Race categories include solo men, women, 40+ men, 50+ men, and singlespeed men. Paired categories include open men, open women, mixed pairs, 80+ men, 100+ men, 80+ mixed, and mixed singlespeed. There are also two, creative team categories, team open and team corporate, which will allow new or inexperienced riders to compete on a leveled playing field. In both team divisions, only the results from the top 3 riders in each stage will be counted, allowing the slower riders to enjoy the race experience without worrying about hurting the team’s performance. Similarly, injured, tired, or burned out riders may skip stages without punishing their team standings. Teams may have unlimited numbers of riders and corporate teammates must all work for the same company.

The organizers are also offering food, lodging, and transportation at very reasonable prices, greatly simplifying the logistics of participating in a 7-day stage race. While most stage races require a support crew to cook, maintain equipment, and support the racer, a crewless, solo rider could easily race the Trans-Sylvania Mountain Bike Epic by taking advantage of the additional services and accommodations being offered. For more information on the amenities, fees, and categories, visit the race website.

Wake up, North America. Dust off the mountain bikes, outline your winter training schedule, and block off May 30th to June 5th, 2010, because you’re about to tackle an awesome mountain bike stage race. You can be assured that CogAndChain.com will be there, both to report on the event and do a bit of racing!

There’s a maxim that says, “It’s not the bike, it’s the rider on it.” The meaning, of course, is that a bike is a tool and it’s up to the cyclist to put it to use. Some people take this thought to the extreme and assume that a truly great rider could win a race on any bike. But I certainly wouldn’t want my dentist to fix a cavity with a DeWalt cordless drill – even the best dentist needs the right tools to do a first-rate job. In the same way, a race bike is a required tool for a racing cyclist.

If you’re a cross-country mountain bike racer, the Scott Spark might be the right tool for you.

The Spark first appeared in 2007 and was the result of an extensive, XC racing-specific development program at Scott. Their design team set out to create a world class cross country race platform and succeeded brilliantly. The Spark’s carbon frame is claimed to be the lightest production full suspension frame on the market, weighing 1790 grams (3.94 pounds) including the shock, dampener, and remote lockout lever.

Our Spark 20 is listed at 23.9 pounds by Scott and the actual weight, ready to ride, is 24.1. To be fair to Scott, that includes a switch to Eggbeater pedals, a Cateye computer, and a Sigma heartrate monitor. Lose the electronics and it’s dead-to-rights on the published weight. That’s a pretty darn light bike!

What’s amazing is that Scott goes even lighter with the Spark 10, RC, and Limited. By upgrading the XT/XTR kit on the Spark 20, the Spark 10 sees a published weight of 22.47 pounds, while the RC and Limited hit 21.92 and 20.26, respectively. I’ve ridden a lot of road bikes that weight more than 21.26 pounds! The RC and Limited achieve those remarkable results using light component groups on the same carbon frame with the exception of an integrated seat mast.

While the low weight is impressive, virtually any frame could be equally light with the removal of enough frame material. The consequences, of course, are familiar: poor durability, lots of flex, inefficient energy transfer, and compromises in handling. But, if you’re expecting the usual light weight, full suspension, cross-country bike performance from the Spark, think again.

Our Spark 20, while light, is a solid performer on the trail. We’ve seen very little flex in the rear swing arm or bottom bracket. I say ‘very little’ because we’ve only observed flex when purposely trying to flex the frame. When riding, we haven’t noticed it at all. The front end of the bike is equally stiff, with the headtube appearing to be solidly stabilized and the Fox 32 RL fork performing beautifully, as always. All of that stiffness results in dependable, responsive handling, even through the rough stuff.

One of the big selling points on the Spark series is the three position Traction Control offered by the proprietary Scott Nude rear shock, manufactured by DT Swiss. The theory is that the rider has the ability to fine tune the suspension on-the-fly: fully active with 110mm of rear travel for rough trails and downhills, 80mm of stiffer travel for normal trail riding, and fully locked out for pavement and perfect hard pack. All of those settings are adjustable from the bar mounted TravelLoc lever, positioned inside the left shifter.

We’ve found that the Travel Control theory is actually a reality and absolutely love the feature! While other manufacturers offer lockouts, many aren’t bar-mounted and none offer an intermediate setting between full-travel and no-travel. You will understand the value of the bar-mounting if you’ve ever locked out on a climb and forgotten to unlock as you top the hill. Once you’re into a downhill section, you can’t afford to fumble with a shock-mounted lockout lever while steering with one hand unless you slow to a crawl. With a bar control, you can adjust the settings on-the-fly in any conditions without letting go of the handle bars.

On a 110mm rear travel frame, we’ve often found that we don’t need all of that wheel movement unless we’re on a really bad stretch of trail. The Spark’s Scott Nude shock allows you to limit the travel to 80mm, adjusting the sag and bike geometry and creating a perfect platform for normal trail conditions. The amount of suspension bob is minimized and the bike is extremely efficient, if slightly less plush. When riding on pavement, the shock can be locked out, again changing the geometry and eliminating all sag. We’ve found that there’s still a slight amount of suspension travel in the locked out position, but it’s only about 15mm. When riding on smooth hardpack or pavement, the lockout noticeably increases pedaling efficiency.

While it does take some time to get used to having yet another control on the bars, the ability to fine tune the rear suspension for efficiency in different conditions is one of the great features of the Spark. Once you’ve experienced that flexibility, you’ll always notice it’s absence when you ride a bike that doesn’t have it.

That said, there’s no mistaking that this is a cross-country machine designed to race. Even at the full-travel setting, the suspension doesn’t eliminate the bumps, it just softens them. On a bike like this one, the suspension isn’t plush – it’s efficient. It’s pedigree is also obvious in the way the bike handles. With a 70 degree headtube angle on our size large frame, the steering is quick, responsive, and unforgiving of laziness. Like the Cannondale Scalpel, Giant Anthem, and Trek Top Fuel, you have to actively steer the Spark.

Overall, the Spark’s suspension performance and bike handling are at the top of our ratings list. We all love riding it and would be very happy riding it hard through a 2 hour race or a 24 hour marathon.

The component groups available on the Spark models vary widely, but the group on the Spark 20 is solid and reliable. Both the 18mm riser bars and 34.9mm seatpost are Ritchey Carbon Pros and have the expected quality and comfort. The entire drivetrain is Shimano, with XT shifters, cranks, cassette, and front deraileur, and an XTR rear deraileur. Brakes are Shimano XT hydraulic discs, while the wheels are DT Swiss XR1s with Centerloc rotors. The front rotor is a 180mm for extra stopping power with a 160mm in the back for weight savings. The tires are Schwalbe Nobby Nic 2.1s, weighing in at a svelte 495 grams each, and the seat is an equally light Selle Italia SLR XP at 180 grams.

The Shimano drive train performs flawlessly, as expected, while the brakes required some adjustment due to the power behind the 180mm front rotor. It’s easy to lean a little to hard on the front brake lever and lock the front wheel in loose or slippery conditions.

The DT Swiss wheels proved to be durable and almost maintenance free, but they’re heavy at just over 1800 grams. A lighter wheelset is one of the obvious ways to trim some fat from the Spark 20’s fighting weight, though we don’t have any complaints about the performance of the stock wheels. The light weight tires help make up for the heavy hoops and they’ve been a joy to ride on – they’re grippy in most conditions, light, and fast. However, their durability is questionable, as they have very thin sidewalls and are relatively soft rubber.

Finally, while all of our reviewers loved the comfort and weight of the familiar Selle Italia SLR XP saddle, we have to question the wisdom of spec’ing a white saddle on a mountain bike. While it looks great in the showroom, 50 miles of trail riding will turn it into a grungy brown. If it had been our choice, we would have gone with the black . . .

When a rider buys a carbon frame, there’s always a voice in the back of his head saying, “Carbon?! Are you crazy? One crash and you’re frame will be toast!” We admit, we had the same thought with the Spark. We’ve seen plenty of carbon frames that perished when an aluminum frame would have suffered only a rideable dent. However, we took the Spark to Brown County, Indiana, for some single track riding just after a good rain. The Indiana clay was like grease on the trails and we (and by that, I mean me) had 3 hard spills in 25 miles of riding, including a pile up in a rock-filled gully. The net result was that the frame fared much better than I did: three small, superficial scratches on the left chain stay for the Spark, about a dozen, tennis ball sized bruises and scrapes for me. After that ride, we don’t doubt the Spark’s durability.

If you’re on a budget or just plain like metal, the Spark is also sold in an aluminum frame version. The Spark 60, 50, and 40 are available in the alloy frame, while the Spark 35, 30, 20, 10, RC, and Limited are carbon. Since our review bike was carbon, we can’t comment on the riding characteristics of the aluminum frames and should also note that not all aluminum versions have the Scott Nude shock with Traction Control.

As it turns out, we were very pleasantly surprised with the Scott Spark 20. We expected it to be a fragile, loose, flexy bike, but found a durable, tight, stiff, efficient cross country racing platform, all wrapped up in a sub-24 pound package. Whether on the flats or in the climbs and descents, in a race pack or on an epic solo cross-country ride, there is no doubt that the Spark series of carbon-framed bikes is the perfect tool for the cross-country rider or racer. If you don’t land on the podium, you can be assured that the issue isn’t the potential of the bike . . . it’s the engine!

In 1999 Dennis Bean-Larson started the Fixed Gear Gallery, a place where fixed gear enthusiasts could share their rides. It started with a few dozen bikes but by 2005 it held more than 2,000, and was home to a blossoming community of riders, old and new, and so Bean-Larson took the next step and organized the 1st International Fixed Gear Symposium.

People came from around the country to Traverse City, Michigan, to look at bikes, talk about bikes, ride bikes, and enjoy one another’s company. It’s been held just about every year since then. I’ve had the incredible luck to make it up for each one, and it’s always been one of the highlights of my year. It’s amazing how the fixed drivetrain, an ancient (but become new) subset of the biking world, can bring together such a wide variety of uniformly excellent people and give them something in common they can obsess over.

This collection of photos is from the 2009 Symposium, held this past August. It’s hard to both participate in and document what happens, so this is only a limited peek into the Symposium. If you’re curious about the rest of the events, visit the schedule for 2009, and start thinking about next year.

Today, it was in the low 90’s and humid in my home town of Indianapolis. Yesterday was about the same. Yet, despite the heat, I enjoyed medium-length mountain bike rides both days – the first was 30.5 miles and the second 23 miles.

How did I do it in the heat? The same way that you can! Follow these simple tips to ride safely in the middle of Summer:

1. Ride during the coolest parts of the day.

Hitting the road or trail during the early morning or late evening can result in a temperature difference of nearly 20 degrees on the cool side. You will also avoid the brute force of the sun.

2. Alter your route when possible.

If you have a choice between riding in a desert or in the wooded mountains, take the cooler, mountain option. Similarly, if you can ride on the pavement or take a mountain bike trail along a river or lake, opt for the later. Riding near vegetation or water will cool the air.

3. Start the ride well hydrated.

During a hard, hot ride, your body will divert blood to your muscles to sustain the effort and to your core and skin to cool your body. As a result, your large intestine stops absorbing water at it’s usual rate. That means if you started your ride dehydrated, you won’t be able to make up for it once you’re on the bike. Drink water every 15 minutes for the hour before walking out the door to ensure that you’re starting with enough water in your system.

4. Drink water every 10 minutes during exercise.

Once you’re riding, drink a few swallows of water every 10 minutes, or more often if you’re thirsty. Too many cyclists wait until later in the ride when they’re thirsty and then drink large amounts. By that point, dehydration has already started and can’t be reversed without stopping the ride.

According to Dr. L. Lee Coyne, you will loose approximately 33 ounces of water per hour while cycling – but it may be more on hot days. That means you need to drink about a liter (or 4 cups) per hour to maintain your body fluids.

5. On rides longer than an hour, drink a high-quality sports drink.

You don’t just sweat water and salt. You’re also losing other minerals that are vital to muscle and nerve function, including calcium, potassium, magnesium, and sodium. To replace those electrolytes, use a high quality sports drink that contains a balanced electrolyte mix and is made with glucose instead of sucrose.

6. Know the signs of heat exhaustion and heat stroke.

The signs of heat exhaustion include heavy sweating, exhaustion, weakness, cramps, dizziness, headache, chills, nausea, vomiting, and fainting. You will likely have a rapid, weak pulse and rapid, shallow breathing. Heat stroke is a medical emergency and it’s symptoms are similar to heat exhaustion but also include a lack of sweat, hallucinations, strange behavior, confusion, unconsciousness, seizure, coma, and death.

If you find that you’re showing signs of heat exhaustion or heat stroke, stop exercising and find a cool, shaded place to rest. If you’re symptoms don’t improve, get medical help immediately. It can be difficult to tell the difference between a good, hard workout and the signs of heat-related medical conditions – always be conservative and don’t push yourself in the heat.

7. Wear the right clothes.

You always here the experts talking about wearing synthetic layers in the winter, but rarely hear people talk about the right clothing for summer. Fortunately, the principles are the same.

Your body cools itself through evaporation, so you should wear clothing that encourages your sweat to evaporate. Light weight synthetics are perfect and, luckily, most short-sleeve and sleeveless cycling jerseys are adequate. On the hottest days, wear a full-zipper jersey so you can unzip it and allow the wind to blow around your torso.

Cotton will retain sweat and inhibit evaporation, becoming heavy with liquid and causing you to over heat. Avoid it when riding in hot conditions.

8. Carry the right equipment.

You have to have an easily accessible, effective way to carry water or sports drink, or you won’t use it. When road biking, multiple water bottles carried on the bike frame are excellent. If you’re riding mountain bike trails, you probably won’t want to reach for and drink from a frame-mounted bottle while riding. Consider a hydration bladder from companies like Camelbak, Platypus, and Hydrpak for a simple, effective way to access your water on the trails.

Also, invest in a good helmet with the biggest air vents you can find. There are many helmets that won’t contribute to overheating and some that may even cool your noggin more efficiently that if you weren’t wearing them.

9. Listen to your body.

Even though this is the last tip, it’s the most important. Pay attention to your body and stop riding if you need to. There is no substitute for being aware of yourself and responding to your body when it’s struggling. There will be plenty of cooler days to push yourself to the limit without the risk of heat exhaustion or heat stroke – wait for them and take it easy when the mercury is high.

If you follow these tips, summer heat doesn’t have to stop you in your tracks. You can still ride safely in the heat with a little caution, care, and attention to detail.

I’ve heard that people only resort to a single speed when they don’t know how to use their shifters. In my case, I started riding single speed for the same reason that I started telemark skiing: boredom. The mountain biking trails in Indianapolis are about as exciting as the ski hills and I needed something to take the edge off of the repetition. Losing my gears was just the ticket. But in losing the gears, I found much more.

There are dedicated single-speeders who will tie you to a chair and lecture about Zen, the oneness with the bike, and relying on yourself rather than technology. I actually agree with them on some levels, but I can’t use those arguments to convince anyone else to ride a single speed. Instead, I’ve been thinking about why I’ve enjoyed the experience so much. In fact, it’s been so positive that I’ll always have a single speed in the garage, ready to roll at a moment’s notice.

One huge attraction is the simplicity. For me to completely tear apart, clean, service, and rebuild a full-suspension, geared race bike would take the better part of an afternoon. I can do the same thing to my single speed in about an hour. Even something as simple as cleaning and lubing the chain takes less time without the bother of derailleurs, jockey wheels, and cassettes.

Losing all of those parts also makes the bike lighter. I have a steel frame single speed mountain bike that weighs 21 pounds and a roadie that tips the scales at 17. People pay BIG money for that kind of weight with gears, yet I’m enjoying it for less than a grand in both cases. The lower weight makes my singles accelerate faster, climb better, and drive the corners more quickly. I know there are plenty of people who will argue that a difference of 2 or 3 pounds isn’t much, but I’d bet those folks haven’t ridden a single speed lately.

Fewer parts also means fewer breakdowns. I’ve had half-a-dozen bent rear derailleur hangers in the past 15 years . . . but not on a single speed. I’ve also had issues with chain suck, ghost shifting, and chain skip. But, again, not on a single speed. In fact, I’ve never failed to finish a ride or race on a single speed because of a mechanical issue. There just isn’t that much to go wrong with only one set of gears. I can’t say the same for my bikes with the shifty-bits.

However, my favorite part about single speeds is the ride itself. I’m always amazed when I compare my single speed times to my geared times. Yes, I’m faster on a geared bike, but not by as much as I would have thought. Geared riders often shift at the worst possible moments. For instance, when you start up a steep incline and lose speed on a single speed, your only choice is to hammer what you’ve got, preserve all the momentum you can, and get to the top. On a geared bike, the rider downshifts, backing off to let the chain jump to a lower cog, and losing more speed in the process. Spinning up the hill at 70 or 80 RPM is easier, but it can also be slower than mashing up in your only gear.

Understanding that your bike has limitations changes how you ride. When I approach a steep climb on my single speed, I accelerate into it and push all the way through the top to maintain my hard-earned momentum. On a geared bike, I get lazy and know that I can just downshift. In tight trails, I’m more likely to accelerate hard coming out of the turns because I’m always in the right gear to attack – the only gear.

Shifting becomes second nature and the act of changing from one ring to another takes no real effort, but there’s definitely a cost. The average rider will find his gearing on the edge of his consciousness, affecting his tactical decisions. Not pushing over the top of a small rise and through the other side, because his gearing is wrong and the opportunity would be lost in the second it would take to shift. Not accelerating on a short, straight section of trail because he’s already spinning at 90 and shifting would put him in the wrong gear for the upcoming turn. He relies on the shift instead of the effort. But, you get the point.

Riding a single speed has taught me to think ahead and attack when I can, no matter what position my derailleurs happen to be in. If I have an opportunity, I take it. If I have a chance to improve that opportunity with a shift on my geared bike, I will. If not, I won’t. But letting the opportunity pass without responding is the penalty of laziness paid by many who rely too heavily on their gears.

I’ve found that I’m actually faster through some of the tight turns and small climbs on my single speed because I throw myself at those sections completely. I can feel the greater effort that I put into them on the single speed, so I’m not sure why my faster time surprise me. If I put the same effort into them a geared bike, I’m sure the results would be similar. As it is, I’m faster going up smaller hills and in technical sections, and slower on downhills, in the flats, and on long inclines.

Make no mistake, the single speed hurts. If you ride it hard, you will know. The only way to back off is to slow down or stop – there’s no dropping into granny gear and pretending that you’re still working. That’s actually another advantage if you’re looking for a performance improvement. It will teach you to push through the discomfort, and even increase your effort when you’re already burning. Early in the season, there’s nothing quite so painful – or strength building – as clawing up a long climb in the saddle of a single speed. Later in the season, long trail rides on a single speed in varied terrain will boost your endurance.

I’m convinced that the time on the single speed has made me a better rider and helped me think ahead of where I am at the moment. I’m also sure that it’s made me a better racer by improving my tactical thinking, riding habits, and conditioning. It’s exposed some of my weaknesses on the bike and allowed me to overcome them. The trick, then, is to carry the lessons to the geared bikes as well.

I encourage you to include a single speed in your riding routine, whether you’re training for races or just having fun. It will teach you things about yourself and your abilities that will come as a surprise. And, best of all, you’ll have a lot of fun doing it.