#76
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Those surges are what makes the difference in the strongest riders and can often decide who wins the race…it can be trained doing interval exercises like under/overs (FTP) but they aren’t fun.
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#77
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I know and I do... but what the good Lord did not provide, I cannot create
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#78
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Also, this is what he said about denting: > What I want is a durable wheel. My CXP-30s have 36 spokes, not the > fewer number or non-standard spokes seen these days. I am building > up a second bike, and have the option of getting some CXP33s (32 > spoke). My sole interest in aero rims is for overall wheel > durability. My question, rephrased: to what extent do aero rims add > to the durability of a wheel? None. If the tire bottoms on a road hazard it will generally dent the bead of the rim, which is no stronger on a deep sectioned rim than on others. Sidewall wear is also the same, sidewalls being much the same across the field of rims, although machined rims may be slightly thinner locally. As far as load carrying, the old socket and eyelet Mavic MA-2 was, in my estimation, the best all around rim. I don't have loose spokes and the rims remain true through many 1000 miles, usually failing from worn out sidewalls, but also from dings in the bead. I have a collection of these in my garage. Last edited by MikeD; 03-20-2024 at 01:52 PM. |
#79
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Crosswind stability is definitely not linear with rim depth. You'll get more stability out of a well-designed mid-depth wheel with a tire that closely matches the rim's outer width than you will with a high spoke count narrow box section wheel with a sharp transition from tire to rim. My 46mm deep x 28mm wide wheels with 28mm tires (which measure 29ish mm wide) are a dream in crosswinds. As Mark McM points out, spokes don't get stressed from tension, they get stressed by going slack. The extra radial stability of deeper rims, combined with the decreased spoke tension drop from mounting tires, combined with improved bracing angles, all add to the structural stability (lack of truing needs/broken spokes) of a well built wheel. |
#80
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#81
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He also rode 6 and 7 speed drivetrains, which had much less rear wheel dish. You could build wheels for that dish at 100kgf driveside and have more NDS tension than a 10/11 speed wheel with driveside laced to 120kgf. Makes a huge difference. He was also big on using aggressively butted spokes, which are more durable than straight spokes. |
#82
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Last edited by MikeD; 03-20-2024 at 04:21 PM. |
#83
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As far as rim denting, Brandt's comments are mostly about denting the bead. But wheels go out of true when the overall cross section of the rim is dented. I've done many miles on multiple sets of MA-2 rims, and I also have many miles on deep sections rims, including a pair of Velocity DeepV rims that I built up contemporarily with my MA-2 wheels. I usually retired an MA-2 rear rim when it was so dented that it could no longer be trued adequately, and all my MA-2 wheels have long been retired now. But the set of DeepV wheels are still straight and true after more than 25 years, and are now only being retired due to sidewall brake wear. I've had similar experience with the robustness of other deep aluminum rims. |
#84
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Offset spoke rims help some, but even with offset rims today's 11/12spd wheels still have far more dish than the 5/6 spd wheels Brandt used. Brandt did use spoke tensions that were considered high for his day, but modern wheels with deep section rims and reduced numbers of spokes use higher tensions than Brandt's wheels did. While Brandt's wheels might have spoke tensions of 100 - 110 kgf, some of today's deep section rims may have spoke tensions of 150 kg or so. |
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