• How to Find a 'Safe Saddle'

• How to Choose a Bike Club

• How to Hold Your Own on Fast Club Rides

• How to Survive Road Hazards

• How to Deal with Bad Dogs

• How to Perfect Your Position & Technique

• How to Hydrate for Better Performance

• How to Eat for Endurance

• Three Essential Techniques for Roadies

• Three Advanced Techniques for Roadies

• How to Ride in a Group

• Sports Medicine Tips from an Expert

• How to Find Time for Cycling

• How to Ride in a Paceline 

How to Find a 'Safe Saddle'

By Ed Pavelka of www.RoadBikeRider.com

Since the late 1990s, saddle design has seen major innovation.

A big impetus came from a prominent doctor's contention that sitting on a bike seat might lead to damaged nerves or blood vessels in some men. This risk, plus the occasional bout of temporary genital numbness that many riders experience, put designers into action.

The result is a new generation of saddles with special shapes, padding or cutouts to reduce crotch contact and pressure. As a side benefit, riders have found that they experience fewer saddle sores on these seats.

Saddle selection is highly individual. Despite how effective a saddle might look or how highly praised it might be by a riding buddy, there's no guarantee that it will be comfortable for you. You need to ride it to tell.

Here are some selection guidelines, followed by two things you must do to further reduce risks and discomforts: (1) develop a good riding position, and (2) use smart riding techniques.

Saddle Selection

Width. Squat and sit on a low stool or curb. What you feel supporting your weight is your ischial tuberosities, the points of the pelvis that are commonly called the "sit bones." These are what should support your weight on a saddle.

A seat that's too narrow will place your weight on the soft tissue between your sit bones -- for men, on the perineum where the penile nerves and blood vessels are located. Women also need to put a high priority on width because, on average, they have wider sit bones than men. Anatomically designed women's saddles are a bit wider in the main sitting area.

Curvature. Looked at from the rear at eye level, a seat should be flat or only very slightly domed. A significant curve causes your sit bones to be lower than the saddle's center, contributing to crotch pressure.

Dip. Looked at from the side at eye level, a seat should be nearly flat from nose to tail. A slight dip (say six degrees or less) is helpful to give you a feeling for the saddle's center while riding. More dip creates positioning problems. That is, when the nose is set level, the tail sticks up and may be uncomfortable to sit on; when the tail is set level, the nose goes up and exerts pressure right where you don't want it.

Padding. Some is good, more is not better. You want enough foam or gel to cushion your sit bones for comfort. Thick padding can actually increase crotch pressure because as your sit bones sink in, this has the effect of making the center press upward.

Special sections. These are what set the new generation of saddles apart. These sections range from gel-padded areas, to wedge-shaped cutouts, to holes through the top. Rider reactions to these innovations are all over the board. Do they lessen contact or pressure? No doubt. Do they absolutely, positively prevent numbness or worse problems? No saddle maker can guarantee that. Are they comfortable? It depends on whom you ask. The saddle that one rider swears by will be the same saddle the next rider swear at. There's simply no way of knowing until you ride on a given design. Some bike shops have a test ride program or will allow you to return a saddle that you simply can't stand.

Saddle Position

Please check our guidelines in the article, How to Perfect Your Riding Position & Technique. You'll find advice for setting saddle height, tilt and fore/aft location. Of course, don't stop at the saddle. Go though all of the steps to get an overall well-balanced riding position. If your saddle position is right but your handlebar position isn't, you still might run into problems.

TIP! For many guys, a saddle that's slightly off center (compared to the top tube) feels more comfortable. If the nose keeps pressing you in the wrong spot, try a bit of left or right angle. According to Andy Pruitt, Ed.D., who has refined the positions of many top cyclists, the right approach is always to make the bike fit your body instead of making your body fit the bike.

Riding Techniques

The rule is simple: Don't sit statically in one place for more than a few minutes. When you keep moving on the saddle, as well as on and off the saddle, you avoid constant pressure and compression. Blood keeps circulating, nerve transmissions keep flowing, and the risk of numbness is greatly reduced.

This is pretty easy to do off-road, where terrain changes and body English keep your crotch from locking into a set position. It's harder on a road bike unless you cultivate some good habits.

For example, get out of the saddle for at least part of every hill. Stand when exiting every turn or any other time you need to accelerate. Even just a few seconds is helpful when repeated often. On a ride in flat terrain, shift to a higher gear so you can stand and pedal out of the saddle for at least 30 seconds every 20 minutes. When sitting, keep your butt far enough back for your sit bones to be supported by the seat's wide rear section. Beware of the tendency to creep forward onto the nose and dwell there, especially when pushing hard or riding in a low position.

Other Pointers

If you use an aero bar, you'll tend to lock into a low, forward position for minutes on end. It's a nuisance, and it takes effort, to break this position to stand. But it's risky if you don't. Also, try to stay back on the wide area of the saddle. Tilting the nose down 1 or 2 degrees can reduce crotch pressure, but more will tend to make you slide forward onto the skinny nose.

Ride like a jockey when you come to anything rough. By leveling the pedals, flexing your knees and holding your butt an inch above the saddle, you'll avoid impacts that can cause bruising and pain. A shock-absorbing seatpost is another way to reduce the risk, but don't let it lull you into remaining seated all the time.

Carry stuff on your bike, not on your body. This isn't always possible, but realize that when you ride with a backpack, fanny pack or hydration system, you are adding weight to your seat. This makes a wide, supportive saddle even more important. The same goes if you're overweight.

Be smart when riding indoors. With no terrain changes or other natural opportunities to move your butt, you need to invent some. Pedal out of the saddle for one minute in every five. Consciously move to a different sitting area every couple of minutes. Keep sessions short and varied rather than long and steady. Using bigger gears lightens saddle pressure because your feet must push harder.

Wear high-quality, lightly padded cycling shorts. These, plus a skin lubricant such as Chamois Butt'r, increase comfort and reduce the risk of developing raw or tender spots. These can stop you from shifting position to all parts of your crotch and the saddle.

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How to Choose a Bike Club

By Fred Matheny of www.RoadBikeRider.com

Cycling can be a solo sport. Long rambles through the spring countryside, hard rides in the hills, weekend tours to scenic areas—all can be enjoyed with only your own thoughts for company.

In fact, many cyclists prefer to go alone. Then they can choose their own route and are free to ride hard or stop and smell the flowers, as their fancy prefers.

But cycling is also the perfect group sport. Here are just five good reasons for riding with others:

• Part of the thrill of riding a road bike is drafting other cyclists in close proximity.
• A group lets you meet people, expanding your social horizons.
• Racing is inevitably a group activity, so if you plan to compete it’s almost mandatory to train with other racers at least part of the time.
• Small group rides are fast because you can share the work at the front. You can cover more ground during your training time.
• Small groups are safe because a pack of several riders is that much more visible to motorists. And if you have trouble of any sort, help is right there.

To get these benefits, it’s a good idea to join a bike club even if you ride alone much of the time due to preference or your schedule.

But if there are two or more clubs in your area, how do you know which one to join? It depends on what you want to do and how you want to do it. Are you interested in recreational rides or racing?

Get to know area cyclists and ask why they joined the club they did. Go to club events to watch the organization and feel the atmosphere. Sit in on a club’s monthly meeting to hear about issues and see what kind of people are at the helm.

Participate in club rides and tune in to the tenor of the group. Is it supportive or critical of other riders? Remember, if you enjoy cycling, you should enjoy it even more in the company of fellow riders. It pays to pick your club carefully.

Recreational/Touring Clubs

Most clubs are geared to promoting fun rides and tours. Here are some ways you can identify a club that’s doing it right.

• Good clubs offer a full schedule of weekend rides plus occasional longer tours.
• Good clubs grade rides in terms of distance, speed and ability so that newcomers don’t accidentally bite off more than they can chew. One sure sign of a poor club is when a ride rated “easy” turns into a race as the leader shows off his fitness and power.
• Good clubs have rides that encourage participation by the whole family. They sometimes sponsor low-key time trials (safe races against the clock) and encourage everyone to participate, regardless of fitness or skill.
• Good clubs have social gatherings like potlucks or “restaurant rides” that bring people together off the bike.
• Good clubs are active in politics. They support local and state bicycle advocacy organizations. They often are the force behind bicycle path construction, traffic ordinances that favor cyclists, and campaigns urging residents to reduce air pollution by commuting to work by bike.
• Good clubs sponsor a major yearly event, such as a century ride. These rides are well organized, safe, and promoted to the regional cycling community. Shorter distances will be included to welcome everyone, not just enthusiasts.
• Good clubs regularly publish a newsletter to keep members motivated and updated on rides and other events.

Racing Clubs

Some recreational/touring clubs have a racing division, while other clubs are strictly racing organizations. They exist to help talented cyclists achieve competitive goals. If you want to race, joining a good racing club is a key step toward realizing your potential.

Some clubs are geared to junior riders, some to masters, and others concentrate on Category 1-5 riders. If you find two or more clubs that seem meet your needs, make your choice using this criteria:

• A good racing club provides qualified coaching.

This may mean the coach is certified by USA Cycling (the governing body of U.S. bike racing), but many fine coaches don’t have formal certification.

Good coaches have time to work with young or inexperienced cyclists. They have the patience to bring beginning cyclists along slowly, letting them develop at their own rate without undue pressure.

Good coaches aren’t slaves to one coaching system. They don’t blindly follow some formula but instead devise training and racing strategies geared to individual cyclists.

• A good racing club has a comprehensive year-round program.

In the winter, riders meet for weight training and stationary bike work. They train together in the early season, doing long base-building rides. They practice team tactics on training rides and use them in races. They travel to events together, sometimes in a team van.

• A good racing club promotes races.

There’s usually a local time trial series and a weekly evening criterium in which members hone their skills for the real races on the weekend. These practice races are a good measure of the club. Look for events that start on time, are well organized and take place on safe-but-challenging courses.

Cycling is a relatively expensive sport, so good clubs work hard to secure sponsorships from non-cycling companies as well as from the industry and bike shops. These sponsorships help cover the cost of clothing, equipment and travel. Shops also may offer parts and service discounts to club members.

• A good racing club offers a friendly, supportive environment despite the emphasis on competition.

Team members encourage each other with advice and consolation. (One sure sign of a poor club is people yelling at each other on training rides, dispensing criticism instead of support.) Training rides should be designed to help everyone improve. Race strategy should be based on teamwork rather than on showcasing star athletes.

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How to Hold Your Own on Fast Club Rides

By Fred Matheny of www.RoadBikeRider.com

The major activity of any cycling club, racing or touring, is the group ride. As a result, it’s important to know how to hang tough on a given ride and make yourself welcome on the next one. Success is often due to more than fitness.

Here’s a club cycling primer!

• Know the group's traditions.

Some clubs like to start all rides, no matter how fast they’ll eventually become, with 20 or 30 minutes of easy warm-up. If you’re impatient early, you can cause hard feelings by chafing at the bit to go faster. When you know the pattern, it’s easier to be patient.

• Know what kind of ride is planned.

Will it be a fast training ride? A leisurely spin? Paceline practice? It’s disruptive when most of the group is thinking one thing while one or two cyclists are on a different agenda. If an easy recovery ride is scheduled, but you're out for hard training, people are going to get angry. Be certain of the ride’s goal before the start.

• Don’t be a loco locomotive.

If you're having trouble taking your pulls at the front, get off quickly and slide back to get maximum draft in the paceline. It's far better to sit on the back and let others do the work than to slow everyone with valiant but sluggish turns at the front.

• Use a racing trick if you often get dropped on climbs.

As a climb begins, be nestled in the front third of the bunch. Get as much draft as possible. If you can’t hold the pace, don’t blow up trying. Let yourself slide back through the group but still be in contact at the top.

• Accept help on hills.

Stronger cyclists may give you a helpful push as they ride by. Don’t be embarrassed by their help. They probably got towed up climbs when they were starting, too. A short push often allows you to regain your breathing and climbing rhythm so you can continue on your own.

• Pick a strong rider to follow.

If you're really having difficulty keeping the pace, get on the wheel of a good rider and mirror his (or her) technique. Use the same gear, stand when he does, take a drink as soon as he reaches for his bottle, and so on. This teaches you good cycling habits. Plus, emulating his movements takes your mind off your own effort and helps you past the hard spots.

• Don’t be afraid to say the pace is too hard.

It’s a good bet that other cyclists feel the same way but are reticent to speak up—or can’t, because they’re breathing too hard to talk! Perhaps even the riders who are setting the pace are having difficulty, but they continue to go hard out of vanity or because they think everyone else expects them to. A little communication goes a long way in making a group ride a more pleasant and productive experience.

• If you always have trouble holding the pace, look for different group.

Find one closer to your ability level. There’s no shame in rationally assessing your strength and choosing cyclists who share it. You’ll actually improve faster if you ride with a group that you are on equal terms with. You’ll be able to practice paceline cycling, following a wheel, riding in close quarters, cornering in a group, and other important skills. 

• Don’t let group cycling hurt your progress.

Frequently riding with a too-fast group will make you tired. You won’t improve as rapidly as you might with more rest. A pace that’s too fast will hurt you mentally, too. You’ll begin to associate cycling with pain, misery and disappointment. Don’t let your ego overpower your better judgment. An appropriate dose of humility now will pay dividends later.

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How to Survive Road Hazards

By Fred Matheny and Ed Pavelka of www.RoadBikeRider.com

Cycling is a unique sport because its arena is the open road. That’s the same place frequented by traffic, potholes, snarling dogs and absentminded pedestrians.

But sometimes we’re our own worst enemy. Inattention and poor technique can put us on the pavement as fast as any hazard. Use these tips and you’ll be less likely to take a tumble.

• Always ride with your head up. While cruising along, it’s tempting to stare at the whirling pattern of the front spokes or fixate on your cyclecomputer’s numbers. A momentary downward glance that lasts just a second too long can mean riding into a problem that could easily have been avoided.

• Focus. The smooth and rhythmic motion of pedaling can have a hypnotic effect. Daydreaming cyclists have crashed into the back of parked cars, wandered far into the traffic lane or blithely ridden off the road. Don’t let yourself be separated from the outside world by the vivid canvases created by your imagination. Keep your head in the game.

• Keep your bike in top mechanical condition. Repair or replace faulty parts sooner rather than later. It’s a loser’s game to milk “just one more ride” out of worn brake pads, a frayed cable, or tires with a threadbare tread or bulging sidewall. Your first line of defense against the challenges of the real world is a bike with all parts in good working order. You’ll find easy, at-home bike maintenance procedures in Bicycling's Basic Maintenance and Repair, a paperback sold in the online bookstore at RoadBikeRider.com.

Punctures

It’s every rider’s fate to flat. But it’s relatively easy to limit the frequency.

• Choose your line with care. The best way to avoid punctures is also the easiest: Steer around broken glass, road rubble and potholes.

• Use tires with a Kevlar belt under the tread. Kevlar does a good job of stopping nasty things from penetrating. Inspect the tread after every ride for embedded debris. Remember, most punctures are caused by something sticking to the tread and working through during numerous wheel revolutions. Replace tires before they become so thin that they’re virtually defenseless against pointy things.

• Check inflation pressure every couple of days. Tubes are slightly porous and may lose several pounds of pressure each day. Soft tires slow you down, corner poorly, wear fast, and don’t protect your rims against metal-bending impacts.

Potholes

Hitting potholes can bend your rims beyond repair. If the chasm is deep enough, it will send you hurtling over the handlebar when you bury the front wheel and the bike suddenly stops. Here’s a primer on pothole evasion.

• Note where potholes lurk on your normal training routes. Plan your line well in advance to avoid them. Don’t expect the road to be in the same condition every day. Potholes have a habit of sprouting up out of nowhere, especially in the winter and early spring due to the daily freeze/thaw cycle.

• Treat potholes like glass.  Ride around them, first checking behind for traffic. Be mindful of riding partners when you change your line. Newly minted pot­holes present a double hazard—the chasm itself, and the chunks of shattered pavement around it. If the pothole doesn’t bend your wheel, the sharp bits of rubble might puncture your tire. Give these highway craters a wide berth.

• Jump your bike over a pothole, if you have the skill and are unable to ride around it because of traffic or adjacent riders. Learn this move on a grassy field. Level your pedals, crouch off the saddle, then spring up and lift with your feet and hands. Start by jumping over a line on the ground, then graduate to higher but forgiving objects such as a rolled-up towel or a shoebox.

Railroad Tracks

Unlike most dangers, tracks can’t be ridden around. You can suffer an instant crash if your tires slip on the shiny steel rails. Ride with extreme caution and follow these safety tips.

• Slow down! Tracks are rough, and even if you don’t crash you could get a pinch flat. This happens when you ride into something abrupt, like a rail, and it pinches the tube between the tire and rim, slicing two little holes in the tube.

• Rise slightly off the saddle. Have equal weight on your hands and feet. Let the bike chatter beneath you. Use your flexed arms and legs as shock absorbers.

• Cross tracks at a right angle. If the rails are diagonal to the road and you cross them at an angle, your front wheel can be twisted out from under you. A perpendicular passage is essential in the rain. Wet metal tracks are incredibly slippery. The slightest imbalance or abrupt move can send you sprawling.

• Jump if you’re real good. Racers who need to cross tracks at maximum speed will jump them. They use the same technique that works for potholes, but with more speed and lift because they must clear two rails. Coming down too early means the rear wheel will hit the second rail, guaranteeing a ruined rim or a pinch flat. In most cases, jumping isn’t worth the danger. It’s better to slow down, square up, and creep across.

Additional Slick Spots

• Painted lines. These can be slippery, especially the wide markings for pedestrian crossings at intersections. The paint fills in the asphalt’s texture, producing a surface that’s uncertain when dry and deadly when wet. The danger is worse when the paint is new.

• Dry oil slicks.  These may be nearly invisible, but you can spot them as darker streaks on a gray pavement. Be real careful in corners. You aren’t safe if you ride through oil on the straights. The greased tread might slip in a corner just ahead.

• Wet oil slicks.  If it rains, a small oily patch can grow until it covers the whole lane. Be on the lookout for the telltale multi-colored water. There’s no pot of gold at the end of this rainbow, only a black-and-blue meeting with the pavement.

• Wet metal. If it’s been raining and you come upon anything metal in the road (manhole cover, steel-deck bridge, road-repair plate), it’s as treacherous as riding on ice. Cross it with the bike absolutely upright. Even a slight lean can cause the wheels to slip. Smart riders walk their bikes across wet steel bridges.

• Wet leaves. Be very careful in the fall, or you will. Even if the road is dry, there can be moisture trapped between leaves littering the pavement. When you see leaves in a corner, slow down and round the bend with your bike upright, not angled.

• Sewer grates. Some old ones have bars that run parallel to the street and are wide enough to let a bike wheel fall through. If this happens, you can look forward to plastic surgery and possibly a lifetime of lawsuit riches. Many municipalities have replaced such grates with bicycle-friendly versions, but be careful in case a town hasn’t gotten the message yet.

Receive a FREE copy of the eBook “29 Pro Cycling Secrets for Roadies” by subscribing to the RoadBikeRider Newsletter at www.RoadBikeRider.com. No cost or obligation!

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How to Perfect Your Riding Position & Technique

By Ed Pavelka of www.RoadBikeRider.com

Cycling is full of prodigious numbers—the distances ridden, the calories consumed, the tires trashed. Another statistic that can seem astounding is the number of pedal strokes made.

Let’s suppose it takes you six hours to ride a century and you pedal at the rate of 90 rpm throughout. As you cross the finish line, you will be making pedal stroke number 64,800.

Whoa, that’s a lot! But it barely registers on the scale of what happens during a full season. For example, during the year in which I had my biggest mileage total, I figure that I got there by pushing the pedals around approximately 13,340,000 times.

Can you say, repetitive use injury? You can see why cyclists are good candidates, especially if we aren’t pedaling from a nearly perfect position.

Your body and bike must fit together and work together in near-perfect harmony for you to be efficient, comfortable, and injury-free. The more you ride, the more essential this is. If even one thing is out of whack, it’s a good bet that it will cause a problem during thousands of pedal strokes.

Fortunately, it isn’t difficult to arrive at an excellent riding position. But it does take time and attention. You need to be careful with your initial bike set-up, then conscientiously stay aware of your body and the need for occasional refinements. As time goes by, your position will stabilize and you’ll be riding in a smooth groove.

The following guidelines come from my experience and the advice of various experts. One is Andy Pruitt, Ed.D., the director of Colorado’s Boulder Center for Sports Medicine. Andy has probably solved more position problems than anyone during his years of work with elite cyclists.

As you work on your riding position, always remember Pruitt Rule No. 1:

“Adjust your bike to fit your body. Don’t force your body to fit the bike.”

• Frame: Measure your inseam from crotch to floor with bare feet 6 inches apart, then multiply by 0.68. The answer is a good approximation of your road frame size, measured along the seat tube from the center of the crank axle to the center of the top tube. As a double check, this should produce 4 to 5 inches of exposed seatpost when your saddle height is correct. When the crankarms are horizontal, the top tube should be right between your knees when you squeeze them together.

• Arms: Keep your elbows bent and relaxed to absorb shock and prevent veering when you hit a bump or brush another rider. Hold arms in line with your body, not splayed to the side, to be more compact and aerodynamic.

• Upper Body/Shoulders: Don’t be rigid, but do be fairly still. Imagine the energy wasted by rocking side to side with every pedal stroke on a 25-mile ride. Save it for pedaling. Also, beware of creeping forward on the saddle and hunching your shoulders. There’s a tendency to do this when pushing for more speed. Shift to a higher gear and stand periodically to prevent stiffness in your hips and back.

• Head and Neck: Resist the temptation to put your head down when you’re going hard or getting tired. It takes just a second for something dangerous to pop out of nowhere. Occasionally tilt your head to one side and the other instead of holding it dead center. Change your hand location to reposition your upper body and give your neck a new angle.

• Hands: Prevent finger numbness by moving your hands frequently. Grip the bar firmly enough to keep hands from bouncing off on unexpected bumps, but not so tightly that it tenses your arms. For the same safety reason, keep your thumbs wrapped around the bar instead of resting on top. Move to the drops for descents or high-speed riding, and the brake lever hoods for relaxed cruising. On long climbs, grip the top of the bar to sit upright and open your chest for easier breathing. When standing, hold the lever hoods lightly and sway the bike side to side in synch with your pedal strokes, directly driving each pedal with your body weight.

• Handlebar: Bar width should equal shoulder width to open your chest for better breathing. A bit too wide is better than too narrow. Make sure the hooks are large enough for your hands. Modified “anatomic” curves may feel more comfortable to your palms. Position the bottom, flat portion of the bar horizontal or pointed slightly down toward the rear brake.

• Brake Levers: Move them around the curve of the bar to give you the best compromise between holding the hoods and braking when your hands are in the hooks. Most riders do best if the lever tips touch a straightedge extended forward from under the flat, bottom portion of the bar. The levers don’t have to be positioned symmetrically—remember Andy Pruitt’s rule. If your reach is more comfortable with one lever closer to you than the other, put ‘em that way.

• Stem Height: Start with the top of the stem about one inch below the top of the saddle. This should give you comfortable access to every hand position. As time goes by, think about lowering the stem as much as another inch (not all at once) to improve your aerodynamics. If your lower back or neck starts complaining, or if you notice you’ve stopped using the drops, go back up. Never put the stem so high that its maximum extension line shows, or it could be snapped off by your weight on the bar.

• Top-tube and Stem Lengths: Combined, these two dimensions determine “reach.” Depending on your anatomy and flexibility, your reach could be longer for better aerodynamics, or it may need to be shorter for back or neck comfort. For most riders, when they’re comfortably seated with their elbows slightly bent and their hands on the lever hoods, the front hub will be obscured by the handlebar.

• Back: A flat back is the defining mark of a stylish rider. Notice I didn’t say a great rider. Anatomy and flexibility have a lot to do with how flat you can get. Lance Armstrong, for instance, has a rounded back that’s not picture perfect and yet he still manages to go down the road pretty well. The same was true for John Howard, once America’s dominant road racer. I’m in their boat (back-wise, not speed-wise). Once you have the correct reach, work on flattening your back by imagining touching the top tube with your belly button. This helps your hips rotate forward. You don't want to ride this way all of the time, but it'll help you get more aero when you need to.

• Saddle Height: This is the biggie. You’ll find various methods for calculating this critical number. Here’s the one I like best. It has become known as the LeMond Method, because Greg brought it to us from his Renault team in the 1980s. (Invite a friend over so you can help each other and both wind up with primo positions.)

Begin by standing on a hard surface with your shoes off and your feet about 6 inches apart. Using a metric tape, measure from the floor to your crotch, pressing with the same force that a saddle does. Multiply this number by 0.883. The result is your saddle height, measured from the middle of the crank axle, along the seat tube, to the top of the saddle.

Add 2 or 3 mm if you have long feet in proportion to your height. If you suffer from chondromalacia (knee pain caused by damage to the underside of the kneecap), a slightly higher saddle may feel better. However, it should never be so high that your hips must rock to help you reach the pedals. If this formula results in a big change from the height you’ve been using, make the adjustment by 2 or 3 mm per week, with several rides between, till you reach the new position. Changing too fast could strain something.

• Saddle Tilt: The saddle should be level, which you can check by laying a yardstick along its length and comparing it to something horizontal like a tabletop or windowsill. A slight downward tilt may be more comfortable, but be careful. More than a degree or two could cause you to continually slide forward, putting pressure on your arms and hands.

• Fore/Aft Saddle Position: Sit comfortably in the center of the saddle, click into the pedals, and set the crankarms horizontal. Hold a weighted string to the front of your forward kneecap. For most of us, the string should touch the end of the crankarm. This is known as the neutral position. Loosen the seatpost clamp so you can slide the saddle to get it right.  Seated climbers, time trialists, and some road racers may like the line to fall a centimeter or two behind the end of the crankarm to increase pedaling leverage. On the other hand, track and criterium racers may like a more forward position that breeds leg speed. Remember, if your reach to the handlebar is wrong, use stem length to correct it, not fore/aft saddle position.

• Butt: By sliding fore or aft on the saddle you can bring some muscles into play while resting others. This is a technique favored by Skip Hamilton, my teammate in the 1996 Race Across America. Moving forward emphasizes the quadriceps muscles on the front of the thighs, while moving back highlights the hamstrings and glutes—the powerful butt muscles.

• Feet: Some of us walk like pigeons, others like Charlie Chaplin. Your footprints as you leave a swimming pool will tip you off. To make cycling easier on your knees, shoe cleats must put your feet at their natural angle. This is a snap with clipless pedal systems that allow feet to pivot freely (“float”) several degrees before release. Then all you need to do is set the cleats’ fore/aft position, which is easy. Simply position them so the widest part of each foot is centered on the pedal axle. If you experience discomfort such as tingling, numbness or burning (especially on long rides), move the cleats rearward as much as a centimeter.

• Crankarm Length: In general, if your inseam is less than 29 inches, use 165-mm crankarms; 29-32 inches, 170 mm; 33-34 inches, 172.5; and more than 34 inches, 175 mm. A crankarm’s length is measured from the center of its fixing bolt to the center of the pedal mounting hole. The length is usually stamped on the back of the arm. If you use longer crankarms than recommended, you’ll gain leverage for pushing big gears but lose some pedaling speed.

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