My numbers actually came directly from the Continental test.
i understand
it’s from a lab test at conti a steel drum test
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i understand
it’s from a lab test at conti a steel drum test
Cees…can you answer my question above about tire pressure observations? I’m not looking for any absolute values, just if you’ve observed the effect. Thanks.
The Competition has Crr numbers nearly as bad (.0059) as the S-Works Mondo (.0061) clinchers and worse than the Ultra GatorSkin (.0058)…
I guess old beliefs die hard. How is it that 10 - 15 years ago we could be soe clueless - we ALL raced on tubular Competition GP’s! They were the gold standard, or so we believed. At least it was an even playing field 
trying to go back to the original question, is there a differecne between sprinter and competition?
Hi Mike,
Maybe if you have been riding low-Crr clinchers instead of Conti tubulars you would have beaten me on the bike at the Pendleton Sprint. That was one of my best rides of the year. Of course, it could have been the borrowed P2C or any number of other factors. That is the hard part about figuring out why a race went well–there are way too many factors to consider.
Chad
well i hope you understand Tom that it hard for me to give ideas to others but there one i can say the weave of the tyre is most important regarding to this
and pressure increase with loading weight
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that is true, but a better explanation would be if I had actually trained, or maybe if I was 15 years younger 
Maybe this year coming up, I’m going to take the sprint races a bit more seriously this time around
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I’m reading yours as a sarcastic post, but if not, my response remains the same.
I can’t, for the life of me, figure out the double standard in this topic. That Continental test has been the gold standard on this board, the basis of numerous arguments about the benefits of clinchers vs. tubulars, but at the same time, it gets knocked. Wtf?
well i hope you understand Tom that it hard for me to give ideas to others but there one i can say the weave of the tyre is most important regarding to this
and pressure increase with loading weight
I understand that you may be limited in the information you can give out, but the flip side of that is we don’t have anything to judge the validity of what you tell us.
The only reason I brought up the “optimum” pressure subject is that your test rig doesn’t do anything to simulate any energy absorption by the floppy human on board a bike. This can potentially affect your results.
BTW, I have been apparently able to detect this effect on a real road…and with a dramatically less complicated setup.
WELL yes and no Tom
we can simulate that we actully do that partly so HPV tyre’s but putting a
certain angle from the wheel to the road as the guys in my street who building HPV bike’s
the question also is that evry rider rides differant so you cannot simulate all
but still what we do is a lot
we monitor the tyre behavoir by camera so we can see its effect
and the effect you talking about has great effect with certain weave in tryre
but hence that why we do FEM for the trye’s and we can do that on fiber level since we do that also in our constructions of wheels
i not seen any bike trye manufacture of bike tyre who can do that
you can do simulation of floppy by building a wheel that does that
so there no problem to do that if you want to know that
the question then is what do you do about it
we all know that very movement is energy so its about no doubt that there is energy in the tyre by that hence you can even calc that by FEM
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