In a.m-b, we've mentioned singlespeeds and how the wheel sometimes slips with a quick-release skewer. We got into gear ratio discussion, and I maintained that high gears cause more wheel slippage since less of the pedal force is being turned into torque and more is being turned into wheel translation force. Low gears cause more torque and therefore slip less.
This is what I think... is it correct? I'm sure none of you have had the wheel slip at a high cadence (not the cause but the general effect).
In a.m-b, we've mentioned singlespeeds and how the wheel sometimes slips with a quick-release skewer. We got into gear ratio discussion, and I maintained that high gears cause more wheel slippage since less of the pedal force is being turned into torque and more is being turned into wheel translation force. Low gears cause more torque and therefore slip less.
This is what I think... is it correct? I'm sure none of you have had the wheel slip at a high cadence (not the cause but the general effect).
Gear ratio is irrelevant, what matters is chain tension. For a given pedal load, this increases for longer cranks and smaller chainrings. You'll pull the wheel less on 40/20 than on 32/16; same ratio, but the bigger ring reduces the chain tension by 20%. Slip occurs at low speeds because this is when the human exerts the greatest pedal loads.
Kinky Cowboy
Modernity consists in the substitution for the immediate of the instantaneous
In a.m-b, we've mentioned singlespeeds and how the wheel sometimes slips with a quick-release skewer. We got into gear ratio discussion, and I maintained that high gears cause more wheel slippage since less of the pedal force is being turned into torque and more is being turned into wheel translation force. Low gears cause more torque and therefore slip less.
This is what I think... is it correct? I'm sure none of you have had the wheel slip at a high cadence (not the cause but the general effect).
Torque is *turning force*. It doesn't cause the wheel to move horizontally at all. What causes the wheel to move horizontally is that the torque is generated by the chain pulling to the front at a distance from the axle (depending on cog there, distance is greater or smaller), and the axle clamping providing a force (hopefully) equal and opposite (but not acting at the same point). So to sum up, what matters is the (maximum) chain tension, not torque. And maximum chain tension scales directly with the chainring size. In small chainrings, you've got a lot of leverage, and you can turn your weight into much more chain tension.
In a.m-b, we've mentioned singlespeeds and how the wheel sometimes slips with a quick-release skewer. We got into gear ratio discussion, and I maintained that high gears cause more wheel slippage since less of the pedal force is being turned into torque and more is being turned into wheel translation force. Low gears cause more torque and therefore slip less.
This is what I think... is it correct? I'm sure none of you have had the wheel slip at a high cadence (not the cause but the general effect).
All transmission of energy from the cranks to the wheel is done by linear tension in the chain; the higher the chain tension, the higher the force pulling the wheel forward. Therefore, the smaller the front sprocket (regardless of the rear sprocket size), the more force that will be exerted to dislocate the rear wheel during highest-force pedalling. It's a simple matter of leverage ratios.
(Addendum: the rear sprocket size can limit the highest force actually achieved; the larger the rear sprocket, the greater the leverage that it has on the wheel, which will presumably then rotate and consume the transmitted power, limiting the amplitude of the impulse. If the wheel cannot rotate, then the chain tention is determined entirely by the magnitude and vector of the force applied to the pedal, the crank position, and the front sprocket size.) -- Typoes are a feature, not a bug. Some gardening required to reply via email. Words processed in a facility that contains nuts.
