Myth 1: Braking later automatically makes you faster

“Braking later” has always been considered the key to fast descents. In reality, however, it’s not the rider who hits the brakes as late as possible who gains time, but the one who has to brake as little as possible. Truly fast mountain bikers often start braking earlier and in a more controlled manner. This keeps the bike more stable, allows the tires to maintain better traction, and lets you navigate the turn more smoothly. On the other hand, if you wait until the last second and then slam on the brakes, you’re more likely to lock up the wheels or lose the ideal line. Riders who ride turns with significantly more momentum are faster.

Conclusion: Speed comes from a fluid riding style—not from braking as late as possible. 

Misconception 2: More sag automatically means more grip 

If you’re looking for more grip, just let some air out of the shock. This recommendation is often heard—but it’s only true up to a certain point. While greater negative travel does improve sensitivity, if the suspension is set too soft, the bike sinks deep into its travel, altering the geometry and losing support. Especially in banked turns or fast corners, the bike then feels spongy. That’s why suspension experts work not only with sag but also with compression, rebound, and volume spacers. Only the interplay of all these settings ensures that the tires maintain as constant contact with the ground as possible.

Conclusion: More sag doesn’t automatically mean more grip. The key is the balance of the entire suspension system. 

Myth 3: Carbon handlebars dampen vibrations significantly better

Many manufacturers advertise that carbon handlebars absorb impacts better than aluminum ones. That’s not entirely wrong—but the differences are often overestimated. While measurements show that carbon transmits certain vibrations differently, On the trail, however, tires, tire pressure, the suspension, and grips have a much greater impact on comfort. If you’re riding with tire pressure that’s too high, you’ll hardly notice the difference when switching to a carbon handlebar.

Conclusion: A carbon handlebar can slightly improve comfort.

Myth 4: Wider handlebars are always better 

A few years ago, 800-millimeter-wide handlebars were considered the ultimate. Many riders adopted this width without question. Today, handlebars with widths of 760 or 780 millimeters are back in vogue. The reason: A handlebar that’s too wide makes it harder to change direction, puts strain on the shoulders and wrists, and isn’t suitable for every body type. Especially on narrow forest trails, a few centimeters less width can actually offer advantages.

Conclusion: Wider isn’t automatically better. The handlebar must suit the rider’s anatomy and the intended use. 

Myth 5: Shorter cranks are only for shorter riders 

For a long time, the rule was: the taller the rider, the longer the crank. Nowadays, manufacturers are opting for 165- or 170-millimeter-long cranks even on large frame sizes. Shorter cranks reduce pedal strikes, provide more ground clearance, and work better with modern geometries, where the bottom bracket is lower than in the past.

Conclusion: The ideal crank length depends not only on body height but also on the bike and the preferred terrain. 

Myth 6: 29-inch wheels are always faster 

Ever since 29-inch wheels became mainstream, the matter seems clear: Larger wheels roll more easily over roots and rocks, maintain speed better, and are therefore automatically faster. In fact, 29-inch wheels really show their strengths on fast, rough trails. They roll over obstacles with ease and provide a smooth ride. But speed isn’t everything. On narrow, winding singletrack or in hairpin turns, smaller wheels often feel more agile. Even shorter riders don’t always benefit from large wheels, because a more compact bike is easier to ride. It’s no coincidence that some enduro and downhill bikes now feature “mullet” designs with a 29-inch front wheel and a smaller rear wheel. This allows riders to combine the best of both worlds.

Conclusion: 29 inches is the fastest choice on many trails—but by no means for every rider and every type of terrain. The same applies to 32 inches, by the way.

Myth 7: Rebound damping hardly matters 

When it comes to suspension, many mountain bikers focus first on tire pressure. The rebound damping—that is, how quickly the fork or shock rebounds after compression—is often left untouched. Yet this setting, in particular, has a huge impact on handling. If the rebound damping is set too slow, the suspension “stacks up” on rough sections and uses less and less travel. If, on the other hand, it’s set too fast, the bike rebounds erratically and loses contact with the ground more easily during successive impacts. Suspension experts therefore recommend deliberately experimenting with changes to the rebound damping. Even just one or two clicks can change the ride feel more noticeably than a few PSI of air pressure. 

Conclusion: A good suspension isn’t just about the right air pressure. Rebound damping is one of the most important adjustment options of all. 

Myth 8: A steep seat angle suits everyone

Steep seat angles have been one of the major trends in recent years. They improve climbing performance and keep the front wheel on the ground better on steep climbs. However, this riding position doesn’t suit every rider equally well. People with long thighs or a specific riding posture sometimes find extremely steep seat angles uncomfortable and deliberately move the saddle back slightly. Bike manufacturers therefore always choose their geometries as a compromise—and leave enough room for individual adjustments.

Conclusion: A steep seat angle offers advantages. Whether it’s ideal, however, also depends on the rider’s anatomy. 

Myth 9: An e-MTB replaces fitness 

“With a motor, it’s not really a sport anymore.” Hardly any prejudice is more persistent than this one. Of course, the motor takes some of the strain off. At the same time, many e-mountain bikers use the assistance to get on their bikes more often, go on longer rides, and cover significantly more elevation gain. Someone who used to turn back exhausted after 1,000 meters of elevation gain might now ride 1,800 meters—and spend correspondingly more time in the saddle. Although the effort per minute on an e-MTB is lower than on a traditional mountain bike, over the course of the entire ride it can be similarly high.

Conclusion: An e-MTB is no substitute for fitness. Rather, it changes the way you train and how long you train. 

Myth 10: Geometry alone determines handling 

Reach, stack, and head angle are still the focus of many product presentations. It’s easy to get the impression that these numbers alone determine how well a bike rides. In practice, the picture is much more complex. Two bikes with nearly identical geometry specs can feel surprisingly different. Tires, wheels, suspension, the cockpit, or frame stiffness noticeably alter a bike’s character. On top of that, every rider perceives a bike slightly differently and has different preferences. A test ride often provides more insight than even the most detailed geometry chart in a catalog. 

Conclusion: Geometry is a crucial factor—but it’s only one part of the overall package.