Track sprint handlebars are specialised cockpit component designed to not rip apart under high loads. This blog outlines the nuances of a track sprint handlebar and what to consider when choosing one for your track sprinting requirements.
The handlebar is the main contact point between you and the bike. During a standing start, elite sprinters can be pulling upwards at 300kg upon the bars – anchoring the body while driving force through the pedals. In the later stages of a flying 200, the rider needs to hold an aerodynamic position while holding to the black line at high speeds. In keirin and match sprint racing, the same bar also needs to feel predictable when near others.
Choosing the right sprint handlebar is not simply about choosing the narrowest, lightest or ‘claimed’ stiffest option available. The best handlebar is the one that matches your bike fit, the level you ride at, and what events you wish to take the most seriously, all while meeting UCI equipment regulations.
This guide explains the key details to consider when choosing track sprint handlebars, including stiffness, width, reach, drop, ergonomics and UCI compliance.
What are track sprint handlebars?
Track sprint handlebars are drop handlebars designed specifically for explosive sprint events on the velodrome, including match sprint, team sprint, keirin and flying 200 efforts.
Compared with endurance bars, sprint handlebars are usually designed around higher peak loads, more aggressive rider positions and often have a thicker grip section of the drop for grip strength and structure.
A good sprint handlebar needs to do four things well:
- Transfer rider input loads without excessive flex
- Support aggressive sprint positions
- Give the rider confidence when handling the bike at high speed
- Contribute to the aero system
The balance between these four factors is what separates a well designed sprint bar from mainstream track bars.
Sprint handlebars vs endurance track handlebars
Track cycling is often grouped as one discipline of cycling, but sprint and endurance sub disciplines within track cycling place very different demands on the cockpit.
Endurance track drop handlebars are designed for bunch racing, omnium, points race, scratch race and Madison-style events. These races require comfort, control, lots of hand positions and the ability for recovery mid race.
Sprint handlebars are designed for shorter, more explosive efforts. The rider may only be racing for a couple dozen seconds. The shortest use case would be the first rider in a team sprint at ~17-18 seconds at an elite level (disregarding a flying 200, as even though the timed section of the time trial may last as little at ~9 seconds, this doesn’t include the full effort included in the wind up). Sprint handlebars needs to remain rigid during standing-starts, high-speed out of the saddle accelerations and aggressive bike movement.
A sprint handlebar will often prioritise stiffness, over weight. An endurance handlebar may prioritise comfort, hand positions and versatility over stiffness.
Neither bar design is automatically better. They are designed for different types of racing. And each comes with their compromises while prioritising the more critical requirements. At club or junior level, many endurance bars are used for sprinting, and sprint bars used for endurance. It sometimes comes down to budget, and preference.
What makes a good sprint handlebar?
A good sprint handlebar is the result of several design decisions working together. Width, stiffness, reach, drop and ergonomics cannot be considered in isolation. Changing one of these details can affect the way the entire cockpit feels.
Stiffness
Stiffness is one of the first things riders notice in a sprint handlebar, but it is also one of the most misunderstood.
A sprint handlebar does not simply need to feel 'stiff' in a basic sense. It needs to resist twisting, bending and movement in the directions where the rider is applying force.
I was once talking with Hoffman (Aus) about his 3D printed Mythos bars on his Argon18. He mentioned they’re really stiff vertically, but press the drops inward, and the flex is noticeable – even without putting all that much effort into them. These bars were designed for stiffness in the use case of standing starts, and not in conventional what you’d test feel handlebar stiffnesses on the workbench.
Image source: Matt Leasegang (Gear Shop Brisbane)
During a standing start, the rider is pulling against the drops while driving force through the pedals. If the front end feels vague or delayed, the rider loses confidence and the bike can feel less direct. During a flying effort, excessive movement through the cockpit can make it harder to hold a precise line at speed.
The goal is not stiffness for the sake of stiffness. The goal is a direct connection between rider input and bike response. Power doesn't go through the bars to propel the bike forward, but feeling locked in at the front of the bike can make power transfer more efficient at the back of the bike.
Handlebar stiffness can be broken down into two main functions:
- Vertical stiffness through the drops
- Torsional stiffness through the stem and steerer tube
A handlebar that balances these, all while keeping weight down, will allow the rider to commit fully to the effort and get the most out of their power delivery.
Width
Handlebar width has become one of the biggest topics in track sprinting over the previous two Olympic cycles. Most recently, because of the recent rule changes.
Narrower handlebars can help reduce frontal area by bringing in the forearms inside the envelope of the torso. Reducing frontal area can improve your system aero. This is especially relevant in flying 200 sprints and team sprints where the events are more predictably controlled and where rider position has a large influence on drag.
But narrower is not automatically better.
A handlebar that is too narrow can reduce leverage, compromise wrist position and make the bike feel harder to keep in a straight line. On the spreadsheets a narrower bar may be quicker, but as you fatigue during the race, the effects may impact performance in other ways - such as holding the black line during an effort or forcing your elbows out – further increasing your frontal area.
The right width depends on several factors:
- rider size
- shoulder width
- wrist angle
- event type
- bike handling confidence
- racing experience
- strength and sprint style
A common mistake is copying the width used by an elite rider without considering the factors mentioned above that are unique to the individual. A narrow handlebar only works if the rider can still produce power, control the bike and hold the position confidently.
it also helps that the UCI have now introduced minimum handlebar width restrictions, which reduces decision making on how narrow you can go!
Reach
Handlebar reach affects cockpit length, but it does not determine the rider’s hand position on its own.
The final position is created by the combination of the frames reach, stem length, and handlebar reach. The stem being the easiest and cheapest variable to change. If the handlebar reach is longer, a shorter stem is required to achieve the same position. If the handlebar reach is shorter, a longer stem is needed.
For sprinters, tuning reach is especially important it can impact the standing start, and aero. A common mistake I see is riders automatically pushing the handlebar as far forward as possible to reach the 100mm UCI limit in front of the front wheel axle. The limit shouldn't be a target. The goal is to place the hands where the rider can produce power, hold position and control the bike confidently. With wider bars, you can get away with a shorter reach to the drops without impacting aero.
A reach that is too long, can impact power delivery by closing up the hip angle.
Drop (Stack)
Drop affects how deep the rider’s hand position sits vertically in relation to the saddle. Like with reach, bar drop on its own shouldn’t be treated as an independent variable. Through stem sizes, the drop can be tuned to suit the bike fit.
A deeper drop can create a more aggressive body position and more leverage during standing starts. It lowers the rider-bike centre of gravity – improving handling and control.
A shallower drop may feel more accessible for older riders with less flexibility. However, if the drop is too shallow, the rider may be a bit restricted for various grip positions such as a vertical grip down the leading edge of the bar.
I frequently see are riders positioning their bars too high. The common goal with a higher handlebar is to achieve a horizontal forearm angle when in a tucked position. However, when fatiguing, it's easy to loose the position discipline and straighten your arms - lifting your body well up into the air and increasing drag. Instead, dropping your bars down slightly further than optimal (for a horizontal forearm) means that when you fatigue, you'll only lift up a fraction of what you would otherwise do. Optimising for a particular position, does not always mean it's the optimal position for sustained performance. I recommend start with a 10-15degree angle in the forearm.
Ergonomics
Ergonomics are often overlooked in sprint handlebars. Bar ergonomics are about how the hand holds the bar, how prescribed it is in its use, or how easily does its design allow for multiple different hand positions.
The shape of the drop, the grip diameter, angle of the grip relative to the ground and wrist clearances the all influence how the rider is able to perform on the bike. A handlebar can be stiff and aerodynamic, but if the rider cannot hold it confidently or in the position that going to enable the best aero position, it is not the right bar.
A great example of a prescribed ergonomically designed handlebar would be the integrated Argon18 sprint bar. The sculpted hand fairings on the drop restrict your hands position. When the hand is positioned in the right place I’m sure it make for a fast system, but when the hand isn’t positioned where intended, the fairings will negatively impact drag.
Image: Argon18's One-Piece handlebar with moulded in hand fairings
Image Source: Argon18
Given that everyone is different, there is always room for new bars in the industry. Every rider is different, and not one handlebar shape or design will be the best option for everyone.
How handlebar width is measured
Handlebar width can be confusing because different measurements are used in different contexts.
Most handlebar sizes are listed using a centre-to-centre measurement. This is the distance between the centreline of each drop. UCI regulations, however, refer to outside-to-outside width, which is the total width from the outer edge of one side of the handlebar to the outer edge of the other.
This distinction matters when comparing bar sizes with the UCI regulation limits. A handlebar listed as 325 mm centre-to-centre may measure approximately 350mm outside-to-outside once the full tube or grip width is included.
Before choosing a handlebar, check which measurement method the manufacturer is using.
UCI handlebar rules
For UCI regulated events, handlebar selection is not only a fit and performance decision. It is also a compliance decision.
From 1 January 2027, the UCI has confirmed a minimum overall handlebar width of 350mm for track, measured outside to outside. This minimum of 350mm needs to extend 2/3 of the way up the drop. The UCI has also confirmed an 80mm maximum flare and a 65 mm maximum cross-section for track handlebars. Read more about the 2027 handlebar regulations here
This means riders and mechanics need to understand how the handlebar is measured, not just the product size printed on the website. Trust me, even the UCI regulations aren’t clear, and who knows how commissaires are going to be able to measure some of the specified dimension restrictions trackside.
A common source of confusion is the difference between a handlebar’s labelled width and its regulatory width. If a handlebar is labelled by centre-to-centre width, the outside-to-outside measurement will be wider. This is why a handlebar with a centre-to-centre width below 350mm may still meet a 350mm outside to outside requirement (as long as it remains wider than 350mm 2/3 of the way up the drop).
For riders competing under UCI rules, the safest approach is to use handlebars with clear dimensional information and supporting documentation from the manufacturer or selecting a bar from the public list of registered Olympic equipment. If in doubt, flick us a message and we can help you out.
Choosing handlebars by event
Different sprint events place different demands on the handlebar.
Flying 200m
For a flying 200m effort, aerodynamic position is a major priority. The rider needs to be able to hold a compact, repeatable position at high speed while still controlling the bike confidently through the banking.
A narrower handlebar and longer reach may be faster in a F200, but only if it does not compromise control or power delivery.
Team sprint
In team sprints, the standing start is critical. The handlebar needs to feel direct and secure under very high initial force. Stiffness and grip security are major priorities. A lighter system will contribute to a faster acceleration and depending on the riders position within the team sprint, as for the first rider, aero is not so important.
Match sprint
Match sprinting combines explosive accelerations with tactical handling. The rider needs to be able to move the bike aggressively, react quickly and hold position in close racing.
A good match sprint handlebar needs to feel predictable Wider bars and a shorter reach can help with control and agility.
Keirin
Keirin racing places a high value on control and confidence. Riders are often close together, moving at high speed and reacting to others movements around them.
For keirins, handling confidence and predictable steering feel are especially important. A handlebar position that is too aggressive may feel fast in a straight line but could impact control around the other riders.
Choosing handlebars by rider type
The best handlebar for one rider may not be the best handlebar for another.
Junior or developing sprinter
A junior rider should prioritise confidence, control and a quality bike fit. Going too narrow too early can make the bike harder to handle and may limit skill development.
Elite sprinter
An elite sprinter may be able to take advantage of a more aggressive handlebar width and position, provided they can still produce power and control the bike confidently.
Keirin-focused rider
A keirin rider should prioritise handling. Aerodynamics still matter, but not at the expense of control in close racing.
Road rider moving to track
If you’re coming from a road background you may need time to adapt to a narrower and more aggressive track cockpit. It can be better to start with a position that builds confidence rather than jumping straight to the most extreme setup.
Smaller rider
A smaller riders such as women may benefit from a narrower handlebar, but the final choice still needs to meet the UCI minimums if racing sanctions events.
Common mistakes when choosing sprint handlebars
Choosing the exact setup the pros are using
Professional riders often use custom bars built around their position. selecting a bar or position from a pro without understanding their reasoning can leave performance on the table for you.
Ignoring reach and drop
Width gets most of the attention, but the cockpits reach and drop through stem size/position can change the way a handlebar feels just as much. Always consider the complete geometry.
Assuming narrower is always faster
A narrow handlebar may reduce frontal area, but only if the rider can hold the position and control the bike. If the position reduces power or handling, it may not be faster overall.
Buying cheap
There's a saying that the poor man pays twice. Track sprinting bars are a highly engineered piece of tech. Buying something non-branded from online Chinese based marketplaces might look like a good deal, but in the long term it will likely impact your overall performance and potentially cause injury. I always recommend buying something trusted second hand, over something potentially dangerous if it were to fail underneath you.
How Velobike approaches sprint handlebar design
Rather than looking at track sprint handlebars in isolation, we approach handlebar design as part of a complete track bike and rider system. The handlebar is not an independent component. It interacts with the stem, steerer, frame geometry, rider position, and the event the rider is preparing for.
No single handlebar can be perfectly optimised for every use case, but we aim to consider as many scenarios as possible during development. Once the design criteria are defined, whether for a specific use case, athlete, team, or event, the process becomes one of balancing compromises to create something better suited than the available alternatives.
For sprint applications, our engineering process focuses on how riders load the bike. A standing start places different forces through the cockpit than a seated effort, while a bar and stem combination has different mechanical requirements to a one-piece design.
This is why we consider design and engineering together. A high-performing sprint handlebar needs to help the rider produce power, hold position, and control the bike, while giving them the confidence to commit fully to the effort.
FAQ
What are track sprint handlebars?
Track sprint handlebars are ‘traditional’ drop handlebars designed for high speed sprint events on the velodrome. This includes race events such as a flying 200, match sprint, team sprint and keirin. Compared with endurance track handlebars, sprint bars usually prioritise stiffness, at the compromise of weight. They are designed for riders who are pulling hard through the drops during standing starts, accelerations and high-speed tactical racing.
What width handlebars do track sprinters use?
Track sprinters tend to use narrow handlebars as they reduce frontal area and may improve aerodynamics and will flex less due to being a shorter leaver. Wider handlebars can feel more stable. The best width is not simply the narrowest option. It is the width that allows the rider to produce power, hold position and control the bike confidently.
Are narrower handlebars faster for track sprinting?
Narrower handlebars can be faster if they help reduce the rider’s frontal area without compromising power or control. However, narrower is not automatically better. If the rider loses leverage, feels unstable, or cannot hold the position confidently, the aerodynamic gain may be offset by reduced performance. In track sprinting, handlebar width should be chosen as part of the complete rider position, not as an isolated number.
What is the UCI minimum handlebar width for track sprinting?
From 1 January 2027, the UCI has confirmed a minimum overall handlebar width of 350mm for track handlebars, measured outside-to-outside. The UCI has also confirmed an 80 mm maximum flare and a 65 mm maximum cross-section for track handlebars. For UCI racing, riders should check the actual measured width of the handlebar and use products with clear compliance information.
Why can a 325mm handlebar still be UCI compliant?
A handlebar’s listed size is often measured centre to centre, while UCI handlebar width regulations refer to outside-to-outside width. This means a handlebar listed as 325mm centre-to-centre may measure approximately 350 mm outside to outside once the full grip width is included. Before comparing a product size with a regulation limit, always check which measurement method is being used.
How do handlebar reach and stem length affect sprint position?
Handlebar reach and stem length work together to create the rider’s final hand position. A longer reach handlebar will require a shorter stem to achieve the same position, while a shorter reach handlebar will require a longer stem. For track sprinting, the goal is not simply to push the bars as far forward as possible. The goal is to place the hands where the rider can produce power, and control the bike confidently while maintaining an aero position.
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