Also, don't belive a thing that the bike manufacturers say. They all claim their bike is the fastest. Yet, the best rider can switch to any bike and still be the best.
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veganrob said:Also, don't belive a thing that the bike manufacturers say. They all claim their bike is the fastest. Yet, the best rider can switch to any bike and still be the best.
Dear Wiggo said:How much does the bike play a part in the aerodynamics for a ride + bike system? Pretty sure the rider takes up 80-90% of the drag component, and bike itself is < 10%.
Here's some actual numbers, either measured or calculated. In my opinion it says the whole "bike improvement explains increase in speed" BS is just that: BS.
http://www.cyclingpowerlab.com/CyclingAerodynamics.aspx
That is ludicrous. CFD is too imprecise where the margins for error are slimmest: estimating boundary layer separation, turbulence effects, and particularly Coandă effect.Parker said:So you don't think Pinarello or Sky have computer modelling? I see the luddites are still clinging to the wind tunnel - sure that tells you something but its not the only solution. Most testing is done on computers these days....
StyrbjornSterki said:That is ludicrous. CFD is too imprecise where the margins for error are slimmest: estimating boundary layer separation, turbulence effects, and particularly Coandă effect.
There are only three reasons to use CFD: 1. Your error budget is quite high, 2. You're going to vet the CFD data in a wind tunnel, or 3. You can't afford wind tunnel time.
If you want precise numbers, there is no substitute for a wind tunnel.
According to Ranier Pivit's wind tunnel data, the bike is about 30% of aerodynamic drag in mass start trim, most of which comes from the wheels (spinning spokes). Time trial bikes run 45-55% of aero drag, the higher figure the result wind tunnel position tweaking and a disciplined rider.
Man first broke the sound barrier in 1947, built a Mach 3.5 jet in 1962 and first walked on the moon in 1969, so it is pretty naïve, IMHO, to assume aerodynamics was still a black art before Lance Pharmstrong invented the wind tunnel (while on a coffee break from curing cancer). It bears noting that Greg Lemond's average ITT speed in the final stage of the 1989 TdF remains the second fastest ITT > 20 km in TdF history.
It also is naïve to believe there is anything like a 1-to-1 correlation between either increase in rider effort or decrease in drag and increase in speed. Aerodynamic drag increases exponentially with velocity, not linearly. According to Pivit's data, using a generic rider model, riding 40 kph takes ~368 Watts to overcome total drag, aero and mechanical (88% and 12%, respectively) combined. 41 kph needs ~394 Watts, a 7% increase. 2.5% faster needs a 7% increase in output or an equivalent reduction in drag.
Which means that if you are counting on superior bike aero producing the extra 1 kph, the bike would have to be 27% slicker in mass start trim.
After the 1989 TdF, Steve Hed conducted roll-out testing and determined that Greg Lemond's aero helmet and clip-on aero handlebars set-up was 22% slicker than Laurent Fignon's 'John Lennon' glasses, bare head, ponytail and standard drop bars. That 22% aero advantage allowed him to be 3.6% faster over the 24.5 km course. A 22% gross advantage only netted Lemond a 3.6% time difference.
StyrbjornSterki said:That is ludicrous. CFD is too imprecise where the margins for error are slimmest: estimating boundary layer separation, turbulence effects, and particularly Coandă effect.
There are only three reasons to use CFD: 1. Your error budget is quite high, 2. You're going to vet the CFD data in a wind tunnel, or 3. You can't afford wind tunnel time.
If you want precise numbers, there is no substitute for a wind tunnel.
According to Ranier Pivit's wind tunnel data, the bike is about 30% of aerodynamic drag in mass start trim, most of which comes from the wheels (spinning spokes). Time trial bikes run 45-55% of aero drag, the higher figure the result wind tunnel position tweaking and a disciplined rider.
Man first broke the sound barrier in 1947, built a Mach 3.5 jet in 1962 and first walked on the moon in 1969, so it is pretty naïve, IMHO, to assume aerodynamics was still a black art before Lance Pharmstrong invented the wind tunnel (while on a coffee break from curing cancer). It bears noting that Greg Lemond's average ITT speed in the final stage of the 1989 TdF remains the second fastest ITT > 20 km in TdF history.
It also is naïve to believe there is anything like a 1-to-1 correlation between either increase in rider effort or decrease in drag and increase in speed. Aerodynamic drag increases exponentially with velocity, not linearly. According to Pivit's data, using a generic rider model, riding 40 kph takes ~368 Watts to overcome total drag, aero and mechanical (88% and 12%, respectively) combined. 41 kph needs ~394 Watts, a 7% increase. 2.5% faster needs a 7% increase in output or an equivalent reduction in drag.
Which means that if you are counting on superior bike aero producing the extra 1 kph, the bike would have to be 27% slicker in mass start trim.
After the 1989 TdF, Steve Hed conducted roll-out testing and determined that Greg Lemond's aero helmet and clip-on aero handlebars set-up was 22% slicker than Laurent Fignon's 'John Lennon' glasses, bare head, ponytail and standard drop bars. That 22% aero advantage allowed him to be 3.6% faster over the 24.5 km course. A 22% gross advantage only netted Lemond a 3.6% time difference.
martinvickers said:Any chance bike design, aerodynamics and TT's could be discussed...I dunno...on a bike design, aerodynamics or TT thread?
edit, btw that doesn't include Sceptic's first post on the subject which was a perfectly sensible comment of how you could compare TTing as uposed to climbing, and this on topic...but the thread has gone to blazes since then.
peloton said:Who made you a mod here?
It's not your job to tell when things go OT, let the mods do their work, all you need to do is report posts you think are OT and they will deal with them.
Thanks.
Hehe.StyrbjornSterki said:...
Aerodynamic drag increases exponentially with velocity, not linearly.
...
Huh?Nicko. said:Hehe.
You're wrong on the internet.
the sceptic said:Martin. Lets get back on topic.
What happened to your simple verifiable fact?
You claimed average climbing speeds were down remember?
But we have yet to see any links or sources.
the sceptic said:Will be interested to see what you come up with Martin.
It seems like some riders today are capable of climbing at 90s speeds, but maybe there are more riders in the top 10 that are clean now?
But this is very complicated and far from verifiable and simple so I dont want to draw any conclusion yet on whether the speeds are down or not.
The upper-envelope of the fastest ascents of Alpe D’Huez in the TdF. The data has been standardized to the 13.8 km distance. The horizontal red line corresponds to the “magical” 40 minute climb time. Note that the 2004 Armstrong speed was achieved in an individual time-trial and not in a road race.
There are a number of ways to consider this data in efforts to identify underlying trends. One way is to simply consider the average ascent rates as a function of year in which they were accomplished, from which one observes that
The fastest average ascent rates, that exceeded the “magic” 40 minute speed, were accomplished between 1991 (Bugno and Indurain) and 2008 (Sastre)
The 5 fastest ascents were accomplished by Pantani (1997, 1994, 1995) and Armstrong (2004, 2001)
The cyclists that have ascended faster than the “magic” 40 minute speed are (in order of best performance of each) Pantani, Armstrong, Ullrich, Landis, Kloden, Virenque, Mayo, Azevedo, Indurain, Zulle, Riis, Sastre, Bugno, Guirini, Gonzales, Karpets, Moncoutie and Basso.
Information that is relevant to these observations:
The 2004 ascent was an individual time-trial and not a road race.
Cyclists in the sub-40-minute category who are reported to have either tested positive or who have admitted to IPETs are Pantani (haemocrit level of 60.1 in 1995), Ullrich (identified in Operation Puerto in 2006), Landis (admitted to IPETs), Virenque (admitted to IPETs), Mayo (2007, tested positive for EPO, retired), Riis (admitted to EPO), Zulle (admitted to EPO, haemocrit once found to be 52.3%.).
thehog said:It actually would be a worthy study to do. I wish I had more time to look into it.
Martin here's a study on accent rates for d'Huez using the magical 40 minute mark as a guide.
Doesn't say a whole lot but very interesting data. I think they're only using winners on the l'alpe but let me check.
Well it says a little bit.
martinvickers said:Yes, I saw that graph, Hog, it is indeed interesting - the whole paper is a touch naive but still i think worth reading. Leaving aside the contentious present, it just shows that Armstrong was not by any stretch above and beyond other dopers of the era - the rot had LONG set in.
And, On a personal note, isn't it much nicer, and more informative, when we just swap info ;-)
I'll make you a deal; I'll try and do the 2011-2013 Tdfs for means. If you get a chance, you have a crack at doing the same with recent Vuelta. Compare and contrast.
thehog said:Yes the guy who wrote was an Armstrong "believer' it seems. So I think he was looking for a way to tell the world he was clean.
But he could have gone much further. However his premise was much different.
Yes I will do Vuelta.
But I'm not convinced on the methodology but don't have any better ideas so good for me.
martinvickers said:That's ok, you don't have to be - it's just interesting for its own sake anyway.
Alex Simmons/RST said:I posted this in June:
http://alex-cycle.blogspot.com.au/2013/06/lalpe-dhuez-again-top-200.html
in which I plotted average speed of top 5 on each ADH stage based on the data as referenced:
thehog said:Thats great, thanks Alex. Did you do any other climbs as well?
That graph would look better with a line through when the hematocrit rule came in and then the EPO test.
One further point per context. Pantani's 1987 record on the alps. When watching this era even though the entire teams are jacked they don't really pace the leafed up the climbs like today. You get the leaders basically hitting it out form the base.
Exhibit A: https://www.youtube.com/watch?v=RYnCSSWgTKU - be warned, its fast. Makes froome look clean
These days the leader can draft a lot more than they were pre-Festina or pre-EPO test.