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Pressures below this leads to increased rolling resistance and likelihood of pinch-flats. Pressures above this leads to less rolling resistance in the tire itself but to larger total energy dissipation caused by passing vibrations to the bike and especially the rider, which experience elastic hysterisis.
Rolling resistance, sometimes called rolling friction or rolling drag, is the force resisting the motion when a body (such as a ball, tire, or wheel) rolls on a surface. It is mainly caused by non-elastic effects; that is, not all the energy needed for deformation (or movement) of the wheel, roadbed, etc., is recovered when the pressure is removed.
Low rolling resistance tires are designed to reduce the energy loss as a tire rolls, decreasing the required rolling effort — and in the case of automotive applications, improving vehicle fuel efficiency as approximately 5–15% of the fuel consumed by a typical gas car may be used to overcome rolling resistance.
In a non-scientific study (I looked at tires available from a national chain that fit my car), 85 percent of LRR tires had an “A” rating for traction, compared to 87 percent of Non-LRR tires.
The results surprised many, including Lennard Zinn who published comments on the article in VeloNews including, "Notable is that rolling resistance is only a weak function of tire width." [4] Heine summarized information about bicycle tires from articles of Bicycle Quarterly in an article published in Adventure Cyclist in March 2009. [5]
Starting in 1972 tires were specified by load rating, using a letter code. In practice, a higher load rating tire was also a wider tire. In this system a tire had a letter, optionally followed by "R" for radial tires, followed by the aspect ratio, a dash and the diameter – C78-15 or CR78-15 for bias and radial, respectively. Each diameter of ...
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