susser

Bricol I'm impressed.

Wierdy The crack won't clean. Ally is lovely stuff to weld when it's clean. To do that the top take off would need to be removed completely, old weld removed, metal cleaned, (and I mean really clean, not nearly clean). Thass why it's easier to skip it.

When I said it's the equivalent, I didn't mean they do the same thing. Wot I meant was that they are a major step forward. The wing tip vortices form when the high(er) pressure air on the underside of a lifting surface tries to get to the low(er) pressure of the top of the same. The clever thing about a winglet is that to do so it would have to go either up and over the top, (and by the time it gets there the differential pressure is zero so it doesn't bother) or around the leading or trailing edges. (which it can't be 🙆🏻d.) Therefore a major reduction in wingtip vortex. The little spoiler bit on the CSR wing, on the other hand, gets the air that is flowing over the top (low pressure) surface of the wing, and trips it up before it can go down the back. (This would cause drag if it was allowed to flow over the back, as the force is always perpendicular to the lifting surface. At the back of a cycle wing, this perpendicular force would be pointing backwards and hence causing drag.) The flow breaks away from the surface and trails away as a series of shed vortices. So. It's absolutely nothing like winglets at all in fact. Good job I didn't say it was like a spoiler on the back of a Porsche. Doh !!

Dunno what's around, and I run Flares 'cos I like 'em. Seems to me that the most exciting thing that's happened to cycles is the spoiler on CSR cycles that "spoils" the air trying to stick to the mudguard and make it down to the bottom. That's the equivalent of winglets on a 747. Fashion can go to hell.

Yes As I understand it, it's all down to the correct shape and flex that determines the running temperature and pressure, though not neccessarily in that order. The exact pressure to produce the perfect shape is only right at that specific temp. If the road gets hotter, then the air in the tyre expands, causing higher pressure, less flexing and so less heat generated by hysteresis and a smaller contact patch. Assuming it was right to start with. I always thought that some of the karters I used to race with were wasting their time with all the fancy Nitrogen. Sounded good. Bottom line could be; If it looks right (at the time) then it is. I guess.

Tony Thanks susser (1/2 🙆🏻d physicist) 😬

If you try to weld it now it won't be right; the crack will be contaminated and even if loads of weld is built up around the outside, the stress raiser will still be there in the form of the original crack. Ally work hardens easily an' all. Susser (welder)

I stuffed some air into my tyres at a garage on a holiday route in Pembs, then checked the press against my Hailfrauds digital (which I know is accurate to .5psi @ 10-90). The garage guage was waaaaay off, reading low by 10psi. I told the bloke in the filling station and he said it had been checked 'cos they have to be (20p machine), only that day. I can only assume that the check was done with an uncalibrated guage. Bit scary, that.

Tony Could you see your way clear to awarding me an honorary 1/2 ar8ed physicistship for my thesis on Unsprung weight please ? here Susser (currently demoted to 1/3 ar8ed physicist) here Edited by - susser on 9 Jun 2005 10:37:32

Chris That's a fantastic technique for hole spotting. I can't wait to try it out. It's so much more elegant that the poke, thud, poke, thud, poke, no thud system I had been using. Edited by - susser on 8 Jun 2005 21:21:56

Here's a thought on the unsprung weight thing; Consider a tipper lorry running on leaf springs. It's got 20 tons of gravel (or feathers) on board and it goes over a bump. This bump is a very short bump and the lorry is travelling at say 40 mph. The back axle is a stonking great big thing wot weighs a ton. The axle bumps up and down over the bump. The lorry doesn't bump much cos it's so stonkingly heavy it can't move that quickly up and down in response to a short shove from the stonking springs. The unspung weight here is as people have implied, the one ton axle cos it's the road side of the leaf springs. Now, the driver goes and tips out his gravel/feathers. He drives back down the same road and hits the same bump at the same speed. This time the axle follows the bump as before, at least tries to. The lorry gets a short shove from the stonking springs. But this time its so light, that the springs don't flex much and the whole lorry is pushed up and bounces off the road. Bounce, bounce bounce it goes. (And this is the really good bit.) Because the whole lorry is now unsprung, cos it hasn't got enough inertia to flex the springs. Don't I go on 🤔 Susser 1/2 🙆🏻d lorry driver and 1/3 🙆🏻d physicist. PS Watch the wheels of one of them next time you're out. It doesn't work that way with air springs cos ,,,,,,,,,I'm going for a drink.

Sometimes the pedal will be soft if you have got new pads and less than perfect disc surfaces. The flex in the pads is the reason. Had the same with me Volvo recently. Felt exacly like air. (I guess from your sig this is old hat)

C7 Thanks for that. I've got similar questions (still). I'm watching.

Anton Know what you mean. Just spent some time in the New Forest. Saw some lovely motors but no sevens or similar. What with the sheep, ponies and 40 limits ( enforced by the sheep and ponies ) I guess it's just not blatty country. Nice and picturesque for a bit of a bimble though. Edited by - susser on 3 Jun 2005 22:06:06

I was haulin ass (well alright, the caravan) north. Saw mango heading for looooooooooooooooong tailback for Dartford etc. Hope the wait weren't tooo long.

Colin. That is probably the best answer. Pick the oil up from where it is, rather than try to get the oil to where the pickup is. That's lateral thinking. The engineering of the clunk would be a challenge.

DON'T PANIC in large friendly letters. I'ts air sgetting sucked in through the threads of the nipple. Best solution is to remove it, wire brush it and put 3 turns of pipe fitter' PTFE tape on (correctly). That stops the air and saves the threads from siezing. . (Don't loosen it more than 1/4 turn to bleed an all.)

Myles (then it's very likely that the engine-speed has dropped way-too-low and therefore the synchros will take a large battering as the engine is driven back up to speed.) (can't do the line thing) Don't want to start another argument, but the synchro hubs have done their bit by the time the gear is in position. It's the dogs that take the dragging the engine up to speed load. Innit ? Hmmm, just had another of them "make sure brain is engaged before operating mouth" moments. Yeah, 'cos the dogs are built into the synchro gear. It's the cones what are redundant by then. Excuse the muffled tone. It's size 10 Air Wair. Edited by - susser on 27 May 2005 15:34:13

Sometimes you can't get into reverse because the dogs don't line up or the synchro cone teeth are point to point. The answer then is to engage whilst the shaft is still turning. The specified clutch spin down time for my BMW is 9 seconds. So you have got to engage reverse before the elapse of 9 seconds if you want the dogs to be still moving (slowly) when you snick em in. Kind of thing. Type stuff.

OK Tony. susser (1/3 🙆🏻d physicist)

In that case it should be £120 delivered.

You can't get lighter than that Davey. It's all down to this 1/3 mass times velocity squared thing. (can't do superscript) susser (1/2 🙆🏻d physicist)

Steve I've just bought one. They are all the same price, but you need to spec the right one. Not included in the price is the Durable Dot fastening tool. Unless you are better than me in the clenching of the fasteners, you may want to order some extra. I used more than the quantity included. Total cost £128. Paul.

5th Gear; Tiff now had a little black button in the M5 he was driving. Gave him another 105BHP. Get one of them Grant.