Specialized ditched their usual design in favor of a flex-pivot seatstay.
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At times, some of the latest innovations in the bicycle industry seem to add more complexity than it’s worth.But it’s not all bad news.There are also some great ideas for making the bike simpler and better.
Sometimes good design is asking what you don’t need compared to overly complicated suspension design or added electronics.At its best, simplicity means making bikes lighter, quieter, cheaper, easier to maintain and more reliable.But not only that.A simpler solution also has some elegance and ingenuity.
Transition ditched the suspended platform for the Spur in favor of a simpler elastic support system.
There’s a reason almost every XC bike now has a “flex pivot” instead of a traditional pivot with bearings or bushings.Flex pivots are lighter, they eliminate many small parts (bearings, bolts, washers…) and maintenance.While bearings need to be replaced every season, carefully engineered flex pivots will last the life of the frame.The pivots on the rear of the frame, whether on the seatstays or chainstays, usually only see a few degrees of rotation in the suspension’s travel.This means bearings can dent and wear out more quickly, while flexible frame members made of carbon, steel or even aluminum can easily accommodate this range of motion without fatigue.They are now most often found on bikes with 120mm of travel or less, but long-travel flex pivots have been done, and I suspect we’ll see more of them as manufacturing technology improves.
For avid mountain bikers, the benefits of one-by may be so obvious it’s almost self-evident.They allow us to eliminate front derailleurs, front derailleurs, cables and (usually) chain guides, while still offering a variety of gears.But for novice riders, the simplicity of a single shifter is more beneficial.Not only are they simpler to install and maintain, but they are also simpler to ride because you only need to think about one shifter and continuously distributed gears.
Although they are not exactly new, you can now buy entry-level hardtails with decent single-ring drivetrains.This is a very good thing for someone who is just starting out in the sport.
I’m sure there’s going to be a lot of criticism to defend a single pivot, but here we go.There are two criticisms of single-pivot bikes.The first is related to braking and applies to link-driven single-pivot bikes as well as true single-pivot bikes.
The main reason for using a layout on a link-actuated single pivot (which is the most common design today) is to reduce and adjust the anti-rise characteristic, which is the effect of braking force on the suspension.This allegedly allows the suspension to move more freely over bumps when braking.But in reality, it’s not a big deal.In fact, the typical high anti-rise values ​​of single pivots help them resist brake dive, making them more stable under braking, and I think the effect is much more pronounced.It is worth mentioning that over the years, linkage-driven single-axle bikes from companies like have won many World Cups and races.
The second criticism only applies to true single-axle bikes, where the shock is mounted directly on the swingarm.They generally lack frame progression, which means any progression or “rise” in spring rate has to come from the shock.With the progressive linkage, the damping force also increases at the end of the stroke, further helping to prevent bottoming.
It’s worth pointing out first that some of the more complex designs, like Specialized’s , are no more advanced than some single pivots.Also, with modern air shocks, the process of adjusting springs with volume shims is a piece of cake.Depending on who you ask, stroke-dependent damping rates from progressive linkages aren’t always a good thing.That’s why  makes a downhill bike with a progressive link to drive the (coil) spring and a linear link to drive the damper.
Granted, progressive linkage might work better for some people and some shocks, but with the right shock setup, a single pivot really works well.You just need a more progressive spring and/or slightly less sag.If you don’t believe me, you can read rave reviews of single-pivot bikes from other testers here and here.
Still, I do think progressive linking is generally better from a performance standpoint.But with the right shocks, single pivots work just as well for those of us who aren’t rampage champs, and easier bearing swaps make them a logical choice for those riding in lots of mud.
There are many complicated ways to try to optimize suspension performance: fancy linkages, expensive shock absorbers, idlers.But there’s only one sure-fire way to help a bike smooth out bumps: give it more suspension travel.
Adding travel doesn’t necessarily add weight, cost, or complexity, but it fundamentally changes how efficiently a bike absorbs shocks.While not everyone wants a well-cushioned ride, you can ride your favorite long-distance bike by reducing sag, using lockouts, or adding volume spacers, but you can’t go with you like a softer short-ride bike Like, otherwise it bottoms out.
I’m not saying everyone should ride a downhill bike, but giving a dirt bike 10mm more travel might be simpler and more effective at improving tracking, grip, and comfort than a more complex suspension design.
Similarly, there are many sophisticated ways to improve braking performance, such as ventilated rotors, two-piece rotors, finned brake pads, and lever cams.Most of these add cost and sometimes problems.Fin pads often rattle, and lever cams can amplify inconsistencies or slack in the hydraulic system.
In contrast, larger rotors improve power, cooling and consistency without adding complexity.Compared to 200mm rotors, 220mm rotors will increase power by about 10% while also providing more surface area to dissipate heat.Sure, they’re heavier, but in the case of  rotors, the discs only weigh about 25 grams, and the extra weight helps absorb heat during heavy braking.To make things easier, you can try 220mm rotors and two-pot brakes instead of 200mm rotors and four-pot brakes; two-piston brakes are easier to maintain and should be comparable in weight and power.
I don’t want to give the impression of a Luddite.I love technology that makes a bike perform better, even if it’s just a small part.I’m a big fan of long-travel dropper posts, 12-speed cassettes, tire inserts, and high-capacity air springs because they provide tangible benefits.But where a design with fewer parts performs just as well in the real world, I’d rather go with the simpler approach every time.It’s not just about saving a few grams or minutes on the shop floor; a satisfyingly simple solution can also be neater and more elegant.
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