At Redchilli Bikes, a TTR1 “Contre la Montre” build starts with the rider and the event.
David considers the saddle, arm pads, extensions and gearing together, so the finished bike supports a position you can settle into and hold at race effort. That position can look quite different for a ten-mile time trial and a longer, more technical course.
The fastest-looking position is not always the fastest one over 25, 50 or 180 kilometres. A good tt bike position lets you reduce frontal area while continuing to produce power, breathe freely, see the road clearly and steer with confidence. If you cannot sustain it, it is not your race position. It is simply a pose.
That distinction matters because time-trial and triathlon bikes invite compromise. Lower can be more aerodynamic, narrower can reduce drag, and a more forward position can protect the legs for the run. Yet each change affects comfort, handling and the way your body delivers power. The right answer depends on the rider, the event and the roads involved.
What a good TT bike position needs to achieve
Aerodynamics matter more in a time trial than in almost any other cycling discipline, but they are only useful when they are repeatable. Your position should be low enough to make a meaningful reduction in drag, stable enough to hold through corners and uneven surfaces, and comfortable enough that you are not continually shifting, shrugging or lifting your head to find relief.
For most riders, the priorities are straightforward: a relaxed head and shoulders, supported elbows, a neutral hand position, open enough hips to pedal properly, and a saddle position that allows controlled rotation around the bottom bracket. The details differ, but the objective remains the same: make your body small to the wind without making it work against itself.
A rider preparing for a short, flat ten-mile event may accept a more aggressive set-up than someone racing a long-course triathlon or a rolling 100-mile time trial. Equally, a flexible rider is not automatically suited to the lowest possible front end. Flexibility is only one part of the picture. Pelvic control, shoulder stability, injury history, power output and the ability to maintain the position under effort all count. The Redchilli TTR2 ‘Vitesse Moyenne’ brings the same approach to triathlon. On a longer bike leg, the fit needs to let you stay comfortably supported in the extensions, drink and fuel easily, and manage your effort with the run still ahead
Start with the saddle, not the extensions
It is tempting to begin with the arm pads because they are the visible part of a TT bike position. In practice, the saddle is the foundation. If it is too low, too far back, too high or tilted incorrectly, the rider will compensate at the hips, shoulders and neck.
A TT or triathlon saddle is often positioned further forwards than a conventional road saddle. This can help the rider rotate forwards from the pelvis, rather than rounding the back excessively, while keeping the hip angle workable in the aero position. It may also leave the legs feeling fresher when a triathlon includes a run afterwards.
There is no universal saddle setback, height or nose angle. A slight downward tilt can relieve pressure when the pelvis rotates forwards, but too much can make the rider slide towards the bars, loading the arms and creating tension through the shoulders. The goal is a secure platform that lets you stay still while pedalling hard.
Look for signs the saddle is not working
A rider who repeatedly shuffles forwards, locks their elbows, points their toes excessively or rocks across the saddle may be trying to solve a support problem elsewhere. Discomfort is not always a signal to add more padding or raise the bars. Often, it is worth checking the relationship between saddle height, fore-aft position and tilt before changing the cockpit.
Set pad height for sustainable aerodynamics
Pad stack is the vertical distance from the centre of the bottom bracket to the top of the arm pads. Pad reach is the horizontal distance from the bottom bracket to the reference point on the pads. Check whether the fit chart uses the centre or the rear of the pad when comparing measurements. Lower pads can reduce drag, but only when the rider can maintain a calm torso and keep their head in a sensible position.
When the front end is too low, common responses include craning the neck, bending the arms, shrugging the shoulders or losing pelvic stability. Those movements can give back much of the aerodynamic benefit, while making breathing and steering more difficult. A slightly higher position that remains quiet can be quicker over the full distance.
The same applies to reach. If the pads are too far away, the rider may feel stretched and carry excessive weight through the arms. Too short, and the elbows can become cramped, the chest closes down and the knees may approach the torso at the top of the pedal stroke. The correct reach gives support without asking the rider to brace constantly through the upper body.
A useful test is to ride at realistic race power, not just cruise along a smooth road. A position that feels acceptable for five minutes can change completely after half an hour into a headwind.
Narrow is useful only when you remain stable
Reducing arm-pad width can make the rider narrower to the wind, particularly when the upper arms sit neatly behind the forearms. However, an overly narrow set-up can restrict breathing, overload the shoulders and make the bike feel nervous, especially on broken rural roads or in crosswinds.
The ideal width is usually the narrowest position that still allows a relaxed chest, level shoulders and confident steering. This may be quite narrow for an experienced rider on a closed, smooth circuit. It may be more moderate for someone new to time trials, riding technical courses or dealing with variable road surfaces.
Extension shape and angle matter here too. Hands that sit slightly higher than the elbows can help some riders maintain a better head position and a more relaxed shoulder line. Others prefer a flatter arrangement. The important question is not which option photographs best, but which one allows you to keep your hands, elbows and head consistent when effort rises.
Make room for your hips and knees
A low torso is of little value if the hip angle becomes so closed that power drops away. This is one reason a forward saddle position, appropriate crank length and sensible pad height need to be considered together.
Shorter cranks can be useful for riders struggling to clear the top of the pedal stroke in a compact aero position. They reduce knee lift and can make it easier to maintain a lower torso without closing the hip excessively. But shorter is not automatically better. Crank choice should account for leg length, pedalling style, preferred cadence, available gearing and the position the rider can actually hold.
Gearing deserves the same thought. If a rider is forced into a low cadence to turn a large gear, their pelvis may become less stable and their position may deteriorate. A gear range that supports the intended course and the rider’s preferred cadence is part of an effective aerodynamic system, not a separate decision.
Your head is part of the aerodynamic picture
A sustainable head position gives you a clear view of the road without forcing you to crane your neck. If you keep lifting your head to see ahead, review the pad height and reach alongside the support you get from the saddle. Practise on a suitable stretch of road and move to the base bar whenever you need immediate access to the brakes.
Do not try to force a head position by copying another rider. Helmet shape, shoulder width, back profile and individual mobility all influence the airflow. What matters is a calm, repeatable shape and a clear view of the road ahead.
Test changes one at a time
A TT position is best developed through measured changes, not a complete overhaul the week before an event. Move one variable, ride it at race effort, and pay attention to power, comfort, stability and your ability to hold the shape. If possible, use repeatable road testing, a turbo session or aerodynamic testing to compare changes under similar conditions.
Keep notes. Record pad stack and reach, extension angle, saddle height, fore-aft position and tilt. Small adjustments can matter, but only if you know what changed and why. A mobile phone video from the side and front can also reveal rocking hips, unstable shoulders or a head position that feels lower than it looks.
At Redchilli Bikes, a time-trial build is considered as a complete system. The intended course helps guide the gearing and wheel choice, while the rider’s fit informs the saddle, cockpit and crank length. Choosing the right contact points before assembly gives the rider a position they can practise and refine at race effort.
Practise the position before race day
Adaptation is part of fit. Even a well-set position can ask different things of your neck, shoulders, hip flexors and core than a road bike. Build time in the aerobars gradually, then include sustained efforts at the intensity you expect to race.
Use those sessions to refine practical details. Can you drink without losing control? Can you change gear comfortably? Do your hands go numb after an hour? Does the position remain stable when the road rises or the wind comes from the side? These are not minor concerns. They determine whether your aerodynamic set-up works outside a fitting session.
The best TT bike position should feel purposeful rather than precarious. Leave enough time to learn it, adjust it with a clear reason, and let your race efforts confirm what the workshop measurements suggest.
Your TTR1, Built for Your Race Position
Tell David what you race, where you ride and how your current aero position feels when the effort builds. Those details guide the specification of your TTR1, from the saddle and cockpit to the gearing and wheels. Each bike is individually specified and hand assembled in Devon, with ongoing support as you refine your setup on the road.
Redchilli Bikes. Your Bike. Your Way.