Drop Bar Archives: Since one of the biggest reasons folks come to this blog is to reference drop bars for off road and to find info on that, I have set up this page to gather together in one place all the info I have gotten, written, and documented over the years. At one time I had maybe a half dozen links to exceptional articles on the history and use of drop bars for off-road. Unfortunately over the years those old links have been deactivated.
I have taken the liberty of reposting two of Matt Chester's drop bar articles. One is a historical perspective on flared drops and a bit of a Midge Bar review and the other is a tutorial on how to tape flared drops with vibration absorbing pads. See those after this bullet point list below.
Historical And Past Articles:
Links: These are all to pages on my blog.
Following are a couple of Matt Chester articles I copied and pasted in complete form. (I hope Matt doesn't mind, but he's hard to get a hold of.) It's a long page, but I have no better way to easily make this available.
On-One Midge Bar
by Matt Chester
OK, I have to admit it. I'm biased. I am a huge
proponent of flared drop bars and I probably build more truly offroad
bicycle frames (read: mountain bikes) with drop-bar specific setups than
anyone. Why? Because I've experienced the benefits firsthand for many,
Of course, I had to learn to set them up properly first.
Setting up drop bars on an offroad bike (I don't mean just fireroading
or cyclocross) is quite different from putting drops on a road bike.
Take a trip back 80 years or so. Riders back then were
turning over single gears and riding on bad roads and dirt for
incredibly long distances. In photos of the time you'll see handlebars
up around saddle height, and liberal usage of flared drop bars. The high
bars and flared hooks allowed a relaxed position in the drops, both
while descending and during standing climbs. The flare gave a degree of
wrist clearance not available from most modern drop bars. Those old
pictures also show that riders chose larger frames than today, to the
point where a 5'9" rider might be riding a 60cm frame.
There is lucid reasoning behind this. Saddle height is
fixed. Bar height isn't. As you raise your bars, your cockpit
effectively becomes shorter, because head tube angles are slacker than
90 degrees. So, how do you achieve a position that allows you to have
the bars at an adequate height for comfort and primary usage of the
hooks while still leaving you stretched out enough to devlop some power?
Simple. A longer effective top tube.
Since bicycle design was a little more staid back in the
early 20th century, with no real concern about standover clearance,
you'd see riders on huge frames, barely three fingers of seatpost
showing from their frames and longish quilled stems. This was the
preferred kit for 400km+ dirt road stages in the Tour de France.
Post-WWII, things got more complex. Flared drops went
out of favour as roads got better and aerodynamic concerns came to the
fore. But the older designs never died out, and they made a strong
comeback during the early days of mountainbiking here in the States.
Highly flared drop bars were popular in the 80s thanks to
riders/builders such as Charlie Cunningham, Steve Potts, Scot Nicol, Wes
Williams, and others.
Now, mountainbikers never really had much use for those
huge-triangled road frames I mentioned earlier. Standover clearance has
always been a concern for offroaders. So, because so many riders were
looking for a way to fit drop bars to their stock mountain bikes, the
80s saw an explosion of unusual quill stem designs. These included the
LD (short for 'Limp D**k' -- it rose straight from the headset and then
'drooped' forward... use your imagination), the Salsa P10, the Nitto
Dirt Drop, plus custom designs from various small builders. The key
features of these stems were lots of rise and very little reach.
While the LD was a good, elegant solution, some folks
found the abrupt positive rise of the other designs a little
off-putting. Besides, hard riding on a rigid bike with an aluminum stem
quill up at its minimum insertion line would often create undue stress
on the steerer. Not surprisingly, quills gave way to the more
offroadable threadless headsets and stems. Mechanically, this was
doubtless a good thing. But stock threadless setups tend to put the bars
well below saddle height -- OK for a flat bar, but unworkable with a
If you want to combine drop bars with a threadless
headset, you may have some difficulty achieving the position favoured
both by the racers/randonneurs of yore and the mountain bikers of the
80s and early 90s. It can be done, tho'.
Shorter riders have it easy. It is possible for a short
rider to achieve a really good position with a stock frame, especially
if their legs are short for their height.
Taller riders might experiment with a stock frame and a
huge spacer stack, but there's some discussion about the effects of such
setups on headset longevity. A better solution would be to buy a custom
frame with a longer-than-usual headtube and a stem with a marked
positive rise. As long as you're under 6', it is not difficult for a
maker like me to put together a drop bar-specific frame that gives
appropriate fit using off-the-shelf forks and stems. The situation
becomes a little more complicated with a taller, longer-legged rider...
but, like many makers, I like a challenge!
And, if you want to experiment with drop bars in the
dirt, you're not alone. Flared drops have made a huge comeback in the
last couple of years. The WTB Dirt Drops designed by Charlie Cunningham
back in the 80s have become instant eBay sellouts. Last year, Brant at
On-One in the UK took a hint from this marketplace frenzy and introduced
the Midge bar, basically a WTB dirt drop but with a few refinements.
These drew on input from my friend and customer Don Person, a drop bar
rider since the mid-80s.
The most important change is the shallow drop. As noted
before, drop bar setups need to get the bars up around saddle height
while maintaining a reasonable cockpit length for power. A bar design
with shallow drop and long reach can help. The original WTB was
shallower than a road drop, and the Midge bar takes this a step further.
Smart! The Midge is great for anyone trying to retrofit a stock MTB
frame (read: short head tube) and for taller riders as well.
Another improvement is the wider tops, great for seated
climbing à la Lemond, and yielding a less pronounced flare where the
brake levers bolt up. WTBs were quite narrow up top and the rakish brake
position freaked a few folks out... at least, those using STI shifters.
Levers fitted to the Midge still wind up canted, but less noticeably
than on the WTB. As an aside: you'll spend more time on the hooks and
less time on the tops and hoods when you ride a properly set-up flared
drop, although the latter still come in handy for non-aggressive riding
and seated climbing.
One unusual aspect of the Midge design is the short area
behind the hooks, that is, the distance between the forward bends and
the bar ends. My XXL hands are long and slender ('Banana hands!') so I
have no issues with this. Others with wider hands may not care for it. I
recommend a rubber bar plug such as a Velox. Some folks have come up
with little 'extenders' ranging from corks to 7/8" chair tips from the
hardware store. Weirdness indeed.
So what about setup? How do you place drop bars properly
on an existing bike? That's an article on its own, but here are some
1. Bar height
If you are 6' tall or less, aim to have the tops of your bars a bit over
your saddle height... up to a few inches. Exactly how much depends on a
range of factors: your flexibility, the length of your arms, the
terrain you ride, etc. If you are 6' or over, you can get by with tops
about level with the saddle. A little above isn't bad and if you are
particularly tall or have long arms, you can get away with having them
slightly below. I'm 6'2" and I run my bars about level with the saddle.
2. Cockpit length
Dialing this in tandem with (1) is the tricky part. Often times with a
stock frame, you'll get the bars up to height only to find that your
cockpit is bunched up like that of an 8+ hour finisher at the Flattown
All Tailwind All the Time Memorial Century. Get your cockpit dialled
lengthwise, and your bars will be too low for comfort on steep,
technical descents. (This is crucial when riding fixed as you cannot
unweight your hands by getting back off the saddle.)
If you find yourself wondering whether some inline top mount brake levers might be the ticket, your bars are too low. Period.
3. Bar angle
These are not road drop bars. Do NOT level the bottom of the hooks with
the ground. The whole beauty of a flared drop bar is that it allows your
hand to stay very close to its natural position, the way it would fall
if you were standing relaxed with your hands by your sides. Try it!
Stand relaxed and then bend your elbows 90 degrees so your hands are in
front of you. The position your hand is in is quite close to what it is
riding in the hooks of a Midge bar. So, how much angle? It is best to
have the tips of the bars pointing downward towards the rear dropouts.
This will mean that the bars are rotated forward somewhat. Depending on
how upright/stretched out you ride, the bottoms of your bars should be
10--25° from level.
Why? The whole point of
this is to give your hand the broadest possible platform to ride on. If
the bars aren't rotated far enough forward, you'll develop pressure
points on your hands that will make you hate drop bars forever. If you
have them rotated too far forward, it's an indication that maybe your
cockpit is a little long.
4. Brake lever positioning
Even though the Midge has a 25.4mm clamp diameter (MTB standard), it
uses road brake levers. Any quality road lever is great if you are using
sidepulls, centerpulls, or cantilevers. The DiaCompe 287-V is the
choice for V-brakes and will also work with disc brakes like the Avid
road mechanicals. When mounting the levers, bear in mind that you won't
be using the tops and hoods as your dominant position. Set the levers as
low as you feel comfortable. Remmber, you want optimal braking from the
drops. Everything else is secondary.
The happy medium that you can achieve by optimizing
(1),(2),(3), and (4) will allow you to ride light and relaxed. You'll
have multiple usable hand positions -- wonderful on longer rides -- and
your natural hand position will allow you to keep a light grip in
descending without the risk of having your hand knocked off the bar. The
analogy I think of is a wooden spoon rattling around in a lemonade
This lack of tension pays huge dividends on all-day
excursions. That's why I have ridden drop bars exclusively off-road for
the last five+ years, as well during my 'explore all the fireroads in
North Georgia' days on an old lugged steel road bike.
The Midge bar is a fantastic component if you're serious
about comfort over long distances. It works well for for cyclocross,
brevets, general road duty, etc as well as the off-road duties mentioned
here. I wouldn't hesitate to put it on any bike I could make it work
on. To those who feel drop bars are inherently uncomfortable:
1) You most likely haven't had them dialed in right.
2) You haven't ridden flared drops like the Midge bars.
3) You don't know what you're missing!
Matt Chester: How To Wrap and Pad Drop Bars
A few years ago I had a guide up on the mc ti fab
site, showing how I padded/taped flared drops for my own use and for
customers who were interested. I recently dug up all the old photos in
order to give a primer to a customer and he sagely suggested that I
should put it back online. So I am.
There are a few caveats though.
handlebars of any kind sometimes don't jive with people's ulnar nerves.
There are some reasons for this. First is physiology. Just like certain
saddles might cause some discomfort/numbness/burning in the gentleman's
or ladies' department, there's a small number of folks that they just
won't work for. This number is smaller than some might think though, as
there are a few nuances about their setup that don't always get
applied...resulting in a less than excellent experience and a subsequent
I've written a ton about this stuff elsewhere on this site and in the past (e.g. 63xc)
so I won't bore you with all that. However, all the padding in the
world will not help you if you don't have the bars at least in the
ballpark as far as cockpit length and bar height. I'm sorry to say that
most of the time, at least with stock conversions of 'normal' MTBs and
'cross bikes, it isn't unless there's a little help from your own
physical characteristics (long arms, short legs, etc.). You also need to
be mindful of how the angle of the bar is set. The hooks should be
angled in such a way that you have the broadest platform for your hand
when riding in the drops. Normally this ends up having the tips of the
bars pointing somewhat near the rear dropouts...an angle anywhere from
10° to 25° from level. You have to figure all of this out before you
bolt up brake levers (set for maximum braking ability from the drops)
and then do your taping/padding.
is all important, but there's really no substitute for getting yourself
in shape. Nothing makes a bigger difference in how you feel and fit on a
bike. Get your body weight down, your flexibility up, and your
breathing dialed (which helps with the weight issue as well). Core
strength helps too, and it doesn't take a gym membership or branded
exercise routine to augment this...just simple things that you can do
consistently in a short amount of time, eventually allowing you to
incorporate it into your life like brushing + flossing your teeth.
There's tons of information out there, don't worry about "best" or "most
effective"...that's all subjective anyway and doing something
beneficial consistently and eating a bit less always trumps sporadic
stabs of "awesome workout" and "super diet", especially for your long
term well-being. I say all this as someone who has been very light and
pretty fit as well as being pretty overweight and inactive after a
serious accident. The difference between the two is day and night in
terms of motivation and mental health...the opposite poles seem like a
distant dream to each other.
with all that said, below is how I pad flared drop bars. It takes off a
little bit of the edge when riding off-road, as a benefit to your ulnar
nerve, without turning your bars into an engorged Nerf bat.
you have your bar and levers set to your liking, do a single wrap of
bar tape like normal. I used cotton tape here, since that's what I
generally have around. It always pays to be neat but this layer doesn't
have to be perfect, it'll be covered up. I think I did two layers, I
don't remember (these photos are from 2008). This is also the place to
use that bar tape you have that maybe isn't as off-road friendly (e.g.
cork or something else cushy). Note the rubber Velox bar end plug. These
may be decried as "heavy" or "retro" but there's a reason for using
them (or any other squishy plug). A good flared drop setup will often
result in the end of the bar coming in direct contact with the top tube,
depending on rider preference and setup of course. In fact, on most of
my flared drop specific bikes, the end of the bar will squarely hit the
top tube...always with On-One Midge bars and to varying degrees with
other drops that have longer hooks. This isn't such a big deal with a
straight gauge titanium frame but could really cause some damage on a
thin-bellied butted steel tube, aluminum, or carbon if you don't cushion
the blow a bit.
a old-style mouse pad, the kind that is mostly foam rubber with a
slippery top, dirt cheap from your local office supply store.
two strips from the mouse pad using a good pair of scissors. They need
to be around 55-57mm wide. I've found this to be a good width to allow
for cushioning while still allowing adequate, firm purchase on the
underside of the bar for climbing and for keeping the overall diameter
of the bar down. More on that later.
your strip in the hook of the bar, having the bottom edge flush with
the end of the bar (not the plug) and then determine where you want to
trim the top edge of the pad. I usually set it to end just below the
brake lever clamp.
length of your pad is of course dependent on the bar you're using. It's
a Midge bar in this pictorial, your pads will be longer when using a
Salsa Woodchipper or Ragley Luxy bar...depending on if you've trimmed
the ends on them of course. Anyway, once you have your pad length, trim
about 1/3 of the width off each corner, leaving a block of about 20mm
wide at the top. It doesn't have to be neat, as evidenced by my hack job
above. It's also better to maybe cut away too much than too little as
this material removal is for finger clearance, allowing better access to
your brake lever and a little better grip on the bars where it is
Finger clearance in action.
you're happy with your pad shape, make a mirror image one for the other
side of the bar and then tape them in using good quality, stretchy,
matte finish electrical tape...not the cheap shiny inflexible crap. Note
that your top square is flexed over to follow the flare of the bar.
Both pads taped in.
finish your taping. I use two layers of cotton tape, mostly because
it's the only thing that really holds up to off-road use and the usual
bike dropping, scraping and crashing. It's also good as you can pull it
really tight as you wrap (you pretty much have to so it doesn't look
like shit). I find that just about anyone can ride the combo of one
layer of cotton tape + pad + two layers of cotton tape as long as the
right lever is selected for hand size. You can't go nuts with thickness
as it can cause problems, especially for riders with smaller hands. I
have really long hands and I had issues with straining the tendons in my
arms reaching for the lever when I was piling on the padding over the
course of my short time at the Great Divide Race...a ride I had no
business being on due to my lack of fitness amongst other issues, that's
a story for another time though. Another thing that you're going to
find is that you're going to run short of tape as these bars are already
big and wide compared to traditional road bars...especially in the case
of 46cm Woodchippers and Luxy bars. That's why I suggested getting the
fancy electrical tape as you may find that you're having to wrap your
finishing tape a little wider depending on your bar, tape, and wrapping
technique. With the Midge above, it didn't require anything too crazy.
It'll make road traditionalists cringe, but your bike probably does too
so 'oh well.'