Sometimes the best solution is the simplest.
We've all complained that as technology on bicycles has been innovated, it has made them more complicated while increasing the cost of the bike. But that's not always the case. There are some good ideas that can make bikes simpler while making them better.
Instead of a complicated suspension system or adding more electronics to the bike, sometimes the best design is to ask yourself, is it really necessary? In general, simplicity means that your bike will be lighter, quieter, cheaper to buy, easier to maintain and more reliable. Not only that, a simpler overall solution will also make your bike look more elegant and sophisticated.
Here are a few examples of less is more.
1. Flex pivot
Almost every XC bike now has a "flex pivot" instead of a traditional pivot with a bearing or bushing. Of course, there is a reason for this. Flex pivots are lighter, they reduce a lot of small parts (bearings, bolts, washers...) and make the whole system easier to maintain.
While bearings only need to be replaced once a season, a well-designed flex pivot can last for the life of the frame. Pivots at the rear of the frame, whether on the seatstays or chainstays, are often seen rotating multiple times as the suspension moves.
This means faster bearing wear and increased wear, as forces are always acting on the same point. Flexible frame components made of carbon, steel, or even aluminum can accommodate this small range of movement without fatigue. They are most commonly seen on bikes with 120mm of travel or less right now, but Merida just launched a 170mm flex pivot bike, and I suspect we'll see more long-travel versions as manufacturing technology improves.
2. 1-ring is for everyone
For those who are keen on mountain biking, the benefits of 1-ring systems may be so obvious that they almost go without saying. They allow us to eliminate the front derailleur shifter, front derailleur, cables, and (usually) chain guide, while still offering a wide range of gear ratios. But for new riders, the simplicity and ease of use of 1-ring systems is also more conducive to riding. Not only are they simpler to install and maintain, they also make riding easier because you only have one shifter to think about and a closely spaced cassette.
While they are not exactly new technology, you can now buy entry-level mountain bikes with a decent single-ring drivetrain. This is a very good thing for people just getting into the sport.
3. Single-pivot suspension (well done)
The main reason for using a Horst-link design for the single-pivot portion of the suspension linkage (which is the most common design today) is to reduce and adjust the anti-rise characteristics of the suspension due to braking forces. This supposedly allows the suspension to more easily achieve the desired anti-rise characteristics under braking. In practice, this is not a big deal. In fact, the high anti-rise characteristics of single-pivots help them resist the effects of braking forces, making them more stable under braking, which I think is a good thing. It is worth mentioning that many World Cup and EWS races have been won over the years with single-pivot suspension linkages from brands such as Commencal, Kona, Nukeproof, Cannondale, Honda and Saracen.
The second disadvantage only applies to true single-pivot bikes, where the shock is mounted directly to the swingarm. They typically lack the compression of the frame, which means any contraction or "rise" of the suspension system must come from the shock. With a progressive linkage, the shock resistance also increases at the end of the stroke, further helping to prevent bottoming.
It's worth pointing out first that some multi-pivot linkage designs, such as Specialized's Stumpjumper Evo, don't offer more compression (leverage rate reduction) than a single pivot.
Additionally, air shocks can easily adjust the travel of the shock using volume spacers, and the latest air shocks with negative volume or progressive coil springs mean that modern shocks are more suitable for linear linkage movement than before, reducing the advantages of progressive linkage.
Of course, with a progressive linkage, the damping force, as well as the spring rate, increases throughout the stroke, which is difficult to replicate with a shock. But not everyone thinks the travel-dependent damping effect brought by a progressive linkage is a good thing. That’s why Cannondale built a downhill bike with one progressive linkage driving the (coil) spring and one linear linkage driving the damper.
That said, I do think that progressive linkages have advantages from a performance standpoint, at least in many of the use cases available today. But with the right shocks, a single pivot can work really well. Where I live, I know people who replace bearings in their frames multiple times a year; for them, the benefits of a single pivot may greatly outweigh the drawbacks.
4. More Travel
There are many ways to try to improve suspension performance: fancy linkages, expensive shocks, idlers. But there is only one surefire way to help a bike iron out bumps: give it more travel.
Adding travel doesn’t necessarily add weight, cost, or overall system complexity, but it fundamentally changes how effectively a bike absorbs impacts. While not everyone wants a squishy ride, you can make a long-travel bike ride as stiff as you like by reducing sag, locking out the suspension, or adding volume spacers, but you can’t make a short-travel bike ride as soft as you want or it might bottom out.
I’m not saying everyone should ride a downhill bike, but adding 10mm of extra travel to your bike is probably a simpler and more effective way to improve contact, grip, and comfort than a more complex suspension design.
5. Bigger rotors
Similarly, there are many complex ways to improve braking performance, such as dual-piston calipers, finned pads, and lever cams. Most of these add cost and sometimes problems. Finned pads often rattle, and lever cams can amplify inconsistencies or squishiness in the hydraulic system.
In contrast, larger rotors improve braking efficiency, heat dissipation, and consistency without adding complexity. 220mm rotors can improve braking efficiency by about 10% compared to 200mm rotors, while also providing more surface area to dissipate heat. Sure, they’ll be heavier, but SRAM’s HS2 rotors weigh only about 25g, and the extra weight helps absorb heat during braking. To make things simpler, you could try 220mm rotors and dual-piston calipers instead of 200mm rotors and quad-piston calipers; dual-piston calipers are easier to maintain and have weight and braking efficiency advantages.
Finally
I don’t want to come across as a keyboard warrior. I like technology that makes a bike better, even if it’s just a small improvement. I’m a big fan of innovations like long-travel dropper posts, 12-speed cassettes, and adjustable geometry because they provide tangible benefits to the riding experience, at least sometimes. But in cases where a design with fewer parts performs just as well in the real world, I’d rather take the simpler approach in every way. Remember, bike brands want to stand out from the crowd and convince you that their bikes have an advantage over the competition. It’s easier to do that by letting people know what innovations they’ve added than by letting them know what unnecessary components they’ve removed.
