- 3:00 custom, 3D printed aerobars
- 4:00 off-the-shelf, long-pad options
- 8:30 Morf bars
- 11:15 the advantages of shorter crank arms
- 13:15 crank length is part of your drive train
- 17:00 into the weeds we go about crank arm length!
- 20:00 Andrew’s thoughts on ceramic bearing upgrades: a lot of money for minor gains
- 21:30 where do you find bearings on a bike and how upgrading them to ceramic may be beneficial
- 23:15 the benefit of oversized jockey wheels
- 26:00 the benefit of a clean and lubricated chain
- 27:00 what does a squeaky drivetrain mean
- 28:00 pros and cons of dry lube
- 29:30 1x vs 2x drivetrains: 1x is simpler and a little more aerodynamic, but at the cost of higher friction drag
- 39:00 rewind to the cost of a full Ceramic Speed upgrade
- 41:00 on tires, tire pressure, and rolling resistance
- Continental Gatorskin @ 29kph & 100PSI has a rolling resistance of 20.2W / tire (40.4W per pair)
- Continental GP5000 @ 29kph & 100PSI has a rolling resistance of 10.7W / tire (21.4W per pair)
- 48:00 tire pressure: hysteresis losses vs vibrational losses
- 51:45 max tire pressure: tire max vs rim max
- 54:15 wider tires will have a lower rolling resistance at the same air pressure as narrower tires
- 55:15 get a pump with a reliable pressure gauge
- 56:00 butyl tubes vs latex tubes: latex tubes must be inflated more frequently, but come with a savings of ~2W per tire (4W total) when compared with butyl
- 58:15 the cost of poor cornering in a course with a 90deg turn every 1km
- If baseline for a confident bike handler, cornering at 0.8g is 240W
- Then someone who is overly cautious and can only corner at 0.3g is 247W
- 1:04:00 revisiting rim vs disk brakes
Check out part 1 and part 2 of our series. The resources we sited in the episode were the 1x v 2x article, the excellent Bicycle Rolling Resistance site, and the FLO tire pressure article.