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No one can be bothered with half-step triples and shit in a race situation (TTs excepted perhaps)
TT is the market I envision driving eventual adoption of my idea. But the whole concept is predicated on being electronically shifted, where hopefully the bother disappears altogether.
It could be two separate shifting modes where if it doesn't half step it just minimises front shifts, or long-press to skip the half-step or vice versa.
Because there's only 2t difference in the big rings, it should be possible to make shifts between them almost as smooth as rear shifts, in two ways. First, since they're almost the same size they can be right next to each other, like cassette cogs. I verified this by putting all these rings on a crank with the aid of a 130/110 38t. Second, the 2t gap means it lines up every 180 degrees. With a bit of CAD shift magic, and perhaps a crank position sensor to time the shifts, I bet they could be super snappy and efficient.
The TT folks would love it, I bet. And surely the roadies could see the benefit when it comes to taking a pull on the front of a pack.
Kimmo-
The TT folks would love it
If you're thinking UK, I'm not sure. First, on an ideal combination of course and conditions, one gear is enough. Certainly one ring has been enough for as long as I've been in the game. The jumps even as far as the 13-12 shift are well within the operating range of the rider, to the extent that inserting a mid-point into that 8% change is way more complexity than it's worth given the miniscule opportunity for improving biomechanical efficiency.
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I verified this
And eight and a half years ago you said
Mark my words - this will come to pass as standard stuff...Keep an eye on pro time trial rigs and tri bikes over the next few years... probably sooner
How's that going? 1×12 is found anywhere there isn't a mountain to climb (and in some places where there is), half-step 3×10 is found only in the dustbin of history 😉
gbj_tester
Just put on a bigger chainring? (And use SRAM cassettes instead of Shimano, they have much more linear ratio gaps)
Your gears should be so that in a full gas flat sprint (1500W, 65kph) you are in the 13 or maybe the 12. The 11 or 10 is for descending at 70-80kph when you are are putting out much less power, aerodynamics is much more crucial and you are focusing on cornering and following the wheels.
No one can be bothered with half-step triples and shit in a race situation (TTs excepted perhaps)