Real world diff in speed due to tire size
#52
Banned
So can the Swedes, but she really impressed me compared to the continental ladies.
People from that party often meet (in London last weekend we we're with a Danish ex-colleague talking about it) and still discuss it. It was in housing for foreign scientists working in Stockholm and the building functioned as a large sundial.
https://www.google.co.uk/search?q=we...tM7aZ&imgdii=_
People from that party often meet (in London last weekend we we're with a Danish ex-colleague talking about it) and still discuss it. It was in housing for foreign scientists working in Stockholm and the building functioned as a large sundial.
https://www.google.co.uk/search?q=we...tM7aZ&imgdii=_
#53
Senior Member
Join Date: Feb 2011
Posts: 1,033
Bikes: I own N+1 bikes, where N=0.
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 35 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
The smaller wheel must rotate faster for the same tangential speed, so the linear speed of the spokes on the smaller wheel should be faster.
#54
Senior Member
Join Date: Apr 2011
Location: Alpharetta, GA
Posts: 15,280
Bikes: Nashbar Road
Mentioned: 71 Post(s)
Tagged: 0 Thread(s)
Quoted: 2934 Post(s)
Liked 341 Times
in
228 Posts
Think of what the tangential speed is at the ground, in the center, and at the top. That's the speed that the spokes (and hub) are moving through the air, at those three points. Do those speeds change when the radius changes?
#55
Senior Member
Join Date: Feb 2011
Posts: 1,033
Bikes: I own N+1 bikes, where N=0.
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 35 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
The spokes do not extend all the way to the ground. The wheel and tire profile must be considered, and as long as either of those are non-zero (true for any spoked bicycle wheel), the spokes of the smaller wheel will have a higher linear speed.
Last edited by Jaywalk3r; 10-21-14 at 04:41 PM.
#56
Banned
Join Date: Feb 2008
Location: Mississauga/Toronto, Ontario canada
Posts: 8,721
Bikes: I have 3 singlespeed/fixed gear bikes
Mentioned: 30 Post(s)
Tagged: 0 Thread(s)
Quoted: 4227 Post(s)
Liked 2,488 Times
in
1,286 Posts
The speed difference and rolling resistence between 700x28 or 700x38 or 26x2.00 is irrelevant for commuting, it's so minor that majority of people wouldn't even notice it. Speed and rolling resistence may be important for racing but not for commuting.
#57
Senior Member
Join Date: Apr 2011
Location: Alpharetta, GA
Posts: 15,280
Bikes: Nashbar Road
Mentioned: 71 Post(s)
Tagged: 0 Thread(s)
Quoted: 2934 Post(s)
Liked 341 Times
in
228 Posts
At the ground the tangential speed is zero. At the center of the hub it is the velocity of the bike. At the top, it is twice the bike's velocity. These numbers are the same regardless of the size of the wheel, therefore the spokes will have the same linear speed.
#58
Senior Member
Join Date: Feb 2011
Posts: 1,033
Bikes: I own N+1 bikes, where N=0.
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 35 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
You didn't consider what I suggested
At the ground the tangential speed is zero. At the center of the hub it is the velocity of the bike. At the top, it is twice the bike's velocity. These numbers are the same regardless of the size of the wheel, therefore the spokes will have the same linear speed.
At the ground the tangential speed is zero. At the center of the hub it is the velocity of the bike. At the top, it is twice the bike's velocity. These numbers are the same regardless of the size of the wheel, therefore the spokes will have the same linear speed.
#59
Senior Member
Join Date: Feb 2011
Posts: 1,033
Bikes: I own N+1 bikes, where N=0.
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 35 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
The spokes do not extend the ground, nor to the center of the axle, and those are the only two points along the wheel assembly's radius at which the linear speed will be the same for the spokes of different size wheels. Everywhere else, which is the entire length of the spoke on actual wheels, the linear speeds are different.
The spokes would have the same linear speed at corresponding points along the spoke lengths, assuming the same bicycle speed, if the wheel assemblies were proportionally identical. In other words, the larger wheel would have to also have a proportionally larger hub and a proportionally taller tire. With all else equal, the smaller wheel has a proportionally larger hub and a proportionally larger tire & rim. The two factors result in opposite, but not necessarily equal, effects on the linear speed of the spokes.
Last edited by Jaywalk3r; 10-21-14 at 10:43 PM.
#60
Senior Member
In my experience, my fastest commute times have been on 28mm tires. The next fastest were set on 23/25 followed by 32/35. My commute is all uphill then downhill then uphill so that might factor in the equation. YMMV
#61
Bicycle Repair Man !!!
That's because in the US/NA, you run them at low speeds (below 80mph).
There's a noticeable difference in stability with wider tires and larger circumference above 120 or 130 mph due to the reduction in rev/sec reducing the perception of smaller defects from the wheel manufacturing process. Especially when the road surface is of high quality.
I'd love to see that BMW study because I don't believe what you're saying is true for the global market where speeds are higher and road quality is better due to lower environmental variation.
There's a noticeable difference in stability with wider tires and larger circumference above 120 or 130 mph due to the reduction in rev/sec reducing the perception of smaller defects from the wheel manufacturing process. Especially when the road surface is of high quality.
I'd love to see that BMW study because I don't believe what you're saying is true for the global market where speeds are higher and road quality is better due to lower environmental variation.
Smaller wheels do respond more quickly and will accelerate faster and the lower rolling speed of the larger wheel may have been where the issue arose, it was also noted that despite their testing the market has demanded these oversized wheels.
Maybe these are great when you can top out the car at very high speed but under normal driving they are detrimental.
Your 3 series BMW came with 14 inch wheels and when those rims and tyres are built to a very high standard this eliminates irregularities and better suspension technology can make up for a smaller wheel like it does on my Moulten bicycle.
#62
Senior Member
Join Date: Aug 2006
Location: Victoria BC Canada & La Quinta CA USA
Posts: 351
Bikes: Birdy Red 8 speed, Birdy Blue 21 Speed, Birdy Monocoque 24 Speed, 2002 Devinci Desperado, 1996 Rocky Mountain Hammer Race
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 0 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
If you mean that a smaller circumference wheel will always be slower with the same power input, my understanding is that this is incorrect and that, if anything, the reverse is true, particularly at high speeds on smooth surfaces.
The reasons I believe that, all else being equal, the small tire is faster are:
As far as velocities are concerned, regardless of the wheel size.
The reasons I believe that, all else being equal, the small tire is faster are:
- The frontal area of the tire and rim is smaller in the same proportion as the reduction in circumference (or outer diameter) of the tire.
- The frontal area of the spokes is smaller to a greater degree than the reduction in circumference (or outer diameter) of the tire. The primary reason for this is that as the wheel size reduces, spoke length reduces faster because the amount of the diameter occupied by hub, rim, and tire remains the same. There is a secondary smaller effect stemming from a slightly lower velocity at the outer tip of the spoke where the peak velocity is highest and thus matters the most (square law effect). A third potential reduction in drag is that the greater strength of the smaller rim makes it feasible to use fewer spokes.
As far as velocities are concerned, regardless of the wheel size.
- Where the rubber meets the road, its velocity is zero (unless the tire is skidding)
- The axle of the wheel moves forward at the speed of the bike. (for example 20 mph)
- The top of the tire moves forward at twice the speed of the bike (40 mph in this example)
Last edited by energyandair; 10-21-14 at 11:58 PM. Reason: corrected terminology
#64
Banned
If you mean that a smaller circumference wheel will always be slower with the same power input, my understanding is that this is incorrect and that, if anything, the reverse is true, particularly at high speeds on smooth surfaces.
The reasons I believe that, all else being equal, the small tire is faster are:
As far as velocities are concerned, regardless of the wheel size.
The reasons I believe that, all else being equal, the small tire is faster are:
- The frontal area of the tire and rim is smaller in the same proportion as the reduction in circumference (or outer diameter) of the tire.
- The frontal area of the spokes is smaller to a greater degree than the reduction in circumference (or outer diameter) of the tire. The primary reason for this is that as the wheel size reduces, spoke length reduces faster because the amount of the diameter occupied by hub, rim, and tire remains the same. There is a secondary smaller effect stemming from a slightly lower velocity at the outer tip of the spoke where the peak velocity is highest and thus matters the most (square law effect). A third potential reduction in drag is that the greater strength of the smaller rim makes it feasible to use fewer spokes.
As far as velocities are concerned, regardless of the wheel size.
- Where the rubber meets the road, its velocity is zero (unless the tire is skidding)
- The axle of the wheel moves forward at the speed of the bike. (for example 20 mph)
- The top of the tire moves forward at twice the speed of the bike (40 mph in this example)
#66
Senior Member
Join Date: Aug 2006
Location: Victoria BC Canada & La Quinta CA USA
Posts: 351
Bikes: Birdy Red 8 speed, Birdy Blue 21 Speed, Birdy Monocoque 24 Speed, 2002 Devinci Desperado, 1996 Rocky Mountain Hammer Race
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 0 Post(s)
Likes: 0
Liked 0 Times
in
0 Posts
Within the context of an average cyclist, this is the "commuter" forum after all, human being riding a bicycle in real world conditions, I would argue that the reduction in aerodynamic drag afforded by a small wheel is negligible compared to the total aerodynamics drag of the bike+rider.
What is more noticeable in some commuting is that when accelerating from a stop the smaller wheel feels significantly faster. (wheel mass and rotational mass are significantly less). If your commute involves crossing multiple busy roads without the benefit of traffic lights, getting across more quickly feels like a big deal as fast moving traffic approaches!.
#67
Senior Member
Join Date: Apr 2011
Location: Alpharetta, GA
Posts: 15,280
Bikes: Nashbar Road
Mentioned: 71 Post(s)
Tagged: 0 Thread(s)
Quoted: 2934 Post(s)
Liked 341 Times
in
228 Posts
If you mean that a smaller circumference wheel will always be slower with the same power input, my understanding is that this is incorrect and that, if anything, the reverse is true, particularly at high speeds on smooth surfaces.
The reasons I believe that, all else being equal, the small tire is faster are:
The reasons I believe that, all else being equal, the small tire is faster are:
- The frontal area of the tire and rim is smaller in the same proportion as the reduction in circumference (or outer diameter) of the tire.
- The frontal area of the spokes is smaller to a greater degree than the reduction in circumference (or outer diameter) of the tire. The primary reason for this is that as the wheel size reduces, spoke length reduces faster because the amount of the diameter occupied by hub, rim, and tire remains the same. There is a secondary smaller effect stemming from a slightly lower velocity at the outer tip of the spoke where the peak velocity is highest and thus matters the most (square law effect). A third potential reduction in drag is that the greater strength of the smaller rim makes it feasible to use fewer spokes.
As far as velocities are concerned, regardless of the wheel size.
- Where the rubber meets the road, its velocity is zero (unless the tire is skidding)
- The axle of the wheel moves forward at the speed of the bike. (for example 20 mph)
- The top of the tire moves forward at twice the speed of the bike (40 mph in this example)
IMO @acidfast7 is correct that none of this matters for time spent in commuting, and it's a little beyond the scope of the initial question. But who's to say that going a tiny bit faster isn't desirable for other reasons than shaving a few seconds off the commute?
#68
Senior Member
#69
Senior Member
I'm not just trying to be a smart-ass here. Rolling resistance is not a trivial component of the drag on a bicycle. At moderately high speeds it can be as much as one fifth to one fourth of the total resistance to movement. At slow speeds, it will be a lot more. Most importantly, from the perspective of a commuter, the effect of rolling resistance is constant at all speeds, including very low speeds. For this reason, rolling resistance is arguably a lot MORE relevant to a slow-moving commuter than to a bicycle racer. And as a bike racer myself, the endless invocation of "unless you're racing" gets pretty old. Because of the way bicycle racing works, with drafting and tactics, tire Crr would predict the time of your commute a lot better than it would the outcome of a road race.
The actual reason that most commuters need not concern themselves with rolling resistance is that most commuters are traveling short distances. If you're riding 2 miles each way to get to work and back home, like I do, the difference in total effort and time between a fast tire and a slow tire are miniscule. But as distance expands, so does the cost of higher rolling resistance. I don't blame anyone for thinking about how fast the tires on their commuting bike are. We do want our commutes to take less effort, don't we? We wouldn't turn down the opportunity to get home five minutes earlier for free, would we? Of course there are trade-offs to consider, like tire life, price, cut resistance and so on, but that's really nothing new.
Maybe this seems like splitting hairs, but the insistence that performance doesn't matter for commuting gets under my skin because it's so trivially falsified. OF COURSE you care about speed and rolling resistance! If a bicycle weren't faster and easier than walking, you wouldn't bother with it, would you? How anyone stacks up their priorities is up to them of course, but it's ridiculous to say that performance isn't on the list.
#70
Banned
I believe that this is correct. While the smaller wheel is slightly faster due to less aerodynamic drag, for most commuting use the difference is not large enough to be important.
What is more noticeable in some commuting is that when accelerating from a stop the smaller wheel feels significantly faster. (wheel mass and rotational mass are significantly less). If your commute involves crossing multiple busy roads without the benefit of traffic lights, getting across more quickly feels like a big deal as fast moving traffic approaches!.
What is more noticeable in some commuting is that when accelerating from a stop the smaller wheel feels significantly faster. (wheel mass and rotational mass are significantly less). If your commute involves crossing multiple busy roads without the benefit of traffic lights, getting across more quickly feels like a big deal as fast moving traffic approaches!.
#71
Banned
IMO @acidfast7 is correct that none of this matters for time spent in commuting, and it's a little beyond the scope of the initial question. But who's to say that going a tiny bit faster isn't desirable for other reasons than shaving a few seconds off the commute?
Thread
Thread Starter
Forum
Replies
Last Post
johngwheeler
Road Cycling
13
07-09-17 03:38 PM