TECHNICAL NOTES

INTERNATIONAL JOURNAL OF SPORT BIOMECHANICS, 1987. 3. 287-292

A New Bicycle Design

Based on Biomechanics
and Advanced Technology

Antonio Da! Monte, L.M. Leonard}, C. Menchinelli,

and C. Marini

Advanced technology and biomechanics were applied in the development of

a new bicycle. Eactors investigated included the position of the cyclist, ge-
ometry of the bicycle, transmission system, and the drag characteristics. Sever-
al wind tunnel tests were conducted to determine the minimum drag conditions
for bicycle configurations and positions of the athlete. The results showed
a clear advantage for nonspoked disc wheels of high compwsite material with-
out discontinuity between the tire and the wheel. The conventional bicycle
frame was redesigned and the optimum body position of the cyclist was de-
termined. These findings were utilized in the development of the bicycle rid-
den by Francesco Moser in establishing a new 1-hour world record in 1984,
and also in aiding the gold-medal-winning 4 x 100 km Italian team in the
1984 Los Angeles Olympic Games.

This investigation consisted of a series of multidisciplinary experiments

designed to improve the top perfonnance that couid be achieved by the athlete-
machine system in cycling. In 1983 the principal author was invited to conduct
biomechanical studies to help cyclist Francesco Moser break the world record
for 1-hour cycling performance. This was achieved on June 19, 1984, in Mexico
City where Moser covered a distance of 50.8 km. Four days later he extended
his record by achieving a distance of 51.2 km. At the time these studies were
conducted, additional experiments were being carried out with the Italian 4 x
400 km team, which went on to win the gold medal in the 1984 Los Angeles
Olympic Games.

The authors are with the Department of Physiology and Biomechanics. Institute of
Sport Science, Italian Olympic Committee, Via dei Campi Sportivi, 46-00197 Rome,
Italy.

287
288 DAL MONTE, LEONARDK MENCHINELU, AND MARINI

Preliminary Experiments
Dal Monte, Severini, and Angella (1966) studied the effects of body position on
respiratory functions. The results indicated that the position ofthe cyclist did not
affect the static and dynamic pulmonary values. Thus it was possible for the ath-
letes to assume a bent-over position to reduce drag while not adversely affecting
the respiratory mechanism.
More recently. Dal Monte, Martini, Antonini, Garbelli, and Cinelli (1983)
investigated the wake effect produced by the lead cyclist in a group. They tested
different types of bicycles with select wheel diameters at varied spacings and ve-
locities. Two cyclists were towed by a motor bike located 50 meters in front of
the first bike. Strain gages were inserted between the motor bike and first cycle
and between the two cycles. The towing velocities were 36, 48, and 60 km/hr,
with the distances between cycles set at 30, 100, and 200 cm. The results re-
vealed that for 1(K) km races the optimum performance was achieved with a front
wheel diameter of 60 cm and a hack wheel of 68 cm.
The next step involved development of a machine for testing the tires of
the bicycle wheels, one that functioned in a manner similar to auto tire tests. The
unit consists ofa track stmcture that presents a linear surface to the rolling wheel
and is capable of speeds up to 70 km/hr. Grooves simulating differetit types of
road surfaces are fabricated to the rolling surface. A highly sensitive electronic
system records the rolling resistance to transverse skidding and the dampening
effect on vibrations at different frequencies. This system is shown schematically
in Figure 1.
Procedures
On the basis of these experiments the study was begun of the biomechanical aspects
of both athlete and machine, with the goal of achieving record performance. The
first step was to determine which factors were of primary and which were of
secondary importance. The first category included aspects that were indispens-
able while those in the second were considered desirable but not essential.

• Athlete-bicycle—The primary qualities included (a) minimum aerodynamic

resistance, (b) high rigidity of the frame with the athlete in the pedaling
position, and (c) high degree of stability in linear trajectory. Of secondary
importance was the weight of the bicycle.
• Front wheel—Primary factors were (a) maximum reduction in air resistance,
(b) reduction of the effect due to the higher relative velocity of the top of
the wheel, and (c) lowering the rolling resistance which is influenced by
wheel radius, tire pressure, and tread width.
• Back wheel-The primary factor was lowering the rolling resistance. Of
secondary importance was (a) reduction of air resistance, and (b) reduc-
tion of air resistance as pointed out above.
• Handlebar—The main factors were iower air resistance and anatomical
design of grips. Of secondary importance was the rigidity to bending and
tension.
• Pedals—Pedals and cranks should possess minimum aerodynamic resistance.
A NEW BICYCLE DESIGN 289

Figure 1 — Text apparatus for measurement of rolling resistance.

A) transversal orientation of the wheel on trial (steering effect);
B) appliance o( the weight of the wheel on the truck;
C) adjustable weight to change the force with which wheel ts pushing on truck;
D) rotating platform to simulate the angulation during the curves;
E) transversal translation of the turning truck in order to change type of surface of
check truck;
F) transversal movement of the truck in order to test tires on different road-bed
surfaces.

Using these factors as a basis, the researchers embarked on a series of ex-

periments to assess the relative importance of cyclist position, wheels, helmet
style, clothing, gloves, and other factors. Tbe tests were conducted in the Pinifa-
rina Wind Tunnel. Figure 2 shows the cyclist positioned in the wind tunnel. The
specific dimensions for the system are contained in Table 1. Details of the vari-
ous combinations utilized in the wind tunnel tests are presented in Table 2.
290 DAL MONTE, LEONARDI, MENCHINELLI, AND MARINI

BALANCES CENTER

Figure 2 — Cyclist positioned in wind tunnel. Front wheel = 26 in.; Rear wheel =
28 in.; Saddle height = 100.5 cm; Handlebar height = 78.0 on; Forward of the
balance's center = 69.0 cm; Back of the balance's center = 38.5 cm; Spoked wheels
tahular width = 2.2 cm; Aerodynamic wheels (lenticular) tahular width =: 1.6 cm.

Table 1
Dimensions for the Cyclist Positioned in the Wind Tunnel

Components Dimensions (cm)

1. Front wheel diameter 66.0

2. Rear wheel diameter 71.1
3. Saddle height 100.5
4, Handlebar height 78.0
5, Front tire to balance pit 69.0
6. Rear tire to balance pit 37.5
7, Spoked wheel width 2.2
8, Disc wheel width 1.6
A NEW BICYCLE DESIGN 291

Table 2
Description of Trials Performed

Test no. CX CZa CZp Moser's clothing and bicycle

1 0.254 0.140 -0.115 Tee-shirt, shorts, conventional helmet

2 0.277 0.226 -0.178 As no. 1 plus a full body suit under the compe-
tition outfit
3 0.280 0.201 -0.174 As no. 2 but with a "wide smalt" aerodynamic
helmet (type 1)
4 0.273 0.189 -0.171 As no. 2 but with a "narrow small" aerodyna-
mic helmet {type 2)
5 0.284 0.192 -0.173 As no. 2 but with a "small with beack under
the chin" aerodynamic helmet (type 3)
6 0.281 0.156 -0.139 As no. 2 but with new 17mm wide wheels in-
stead of 22mm wheels
7 0.271 0.177 -0.147 As no. 6 but with the handlebar lowered by
about 5mm
8 0.270 0.154 -0.149 As no. 7 but with aerodynamic "narrow small"
helmet (type 2)
9 0.268 0.179 -0.145 As no. 8 but with lenticular wheels with diame-
ters of 28 and 28 in., respectively, and tires
22mm wide
0 0.254 0.133 -0.106 As no. 9 but with cranks that were more aero-
dynamic (2mm shorter), closed gear ratio,
and streamlined shoes and pedals
1 0.246 0.113 - 0.089 As no. 10 but with the tight-fitting competition
outfit, without the body suit underneath, used
In test no. 1

The bicycle was positioned on the force measuring unit using a specially
constructed support that linked the central pivot point to the axis of the pedals.
The wheels were fixed in position by specially constructed braces located 69 cm
in front of and 38.5 cm behind the balance point. All trials were performed with
the pedals stationary and at a wind velocity of 54 km/hr. The cross-sectional frontal
area (U) was assumed to be lm^. The recorded values were normalized to condi-
tions of 14m/s with an air density of 0.095. The results ofthe tests are contained
in Table 1. These studies were, by necessity, extremely precise because ofthe
scarcity of relevant scientific literature and the fact that the International Cycling
Federation forbids changes designed to alter the aerodynamic characteristics of
the athlete-cycle system.

Discussion
To reduce the aerodynamic resistance of the front section of the vehicle, it was
important to reduce the front wheel diameter. However, wheels with smaller radii
 292 DAL MONTE, LEONARDI, MENCHINELLI, AND MARINI

have a higher rolling resistance. For this reason, a frame able to transfer the ath-
lete's weight to the rear of the bicycle was built. In addition, in order to minimize
this problem, tubular tires were developed that present the least possible rolling
resistance. The bicycle was built to provide maximum rigidity without concem
for its weight. This approach seemed correct because, once a certain speed is
reached, maintaining it is primarily affected by the improvement in aerodynamic
drag coefficient rather than by weight reduction.
Modem technology permits the use of new materials (e.g., plastic sub-
stances) in building bicycle wheels. The intemational rules do not permit aero-
dynamic extensions to be applied to bicycles, but they do not forbid the use of
new materials. The use of new materials may result in the adoption of new forms.
That is why lenticular shaped wheels, made of composite materials and without
spokes, have been proposed by the principal author and successfully applied in
competition (1-hour race 51.2 km).
Just as predicted from the results of the wind tunnel experiments, the use
of such shaped wheels reduced aerodynamic resistance. Although the tests were
performed in a stationary environment, the advantages noted would be even more
pronounced during actual cycling. The excellent results obtained in competition
tend to support this claim. Future studies will focus on the effects of crosswinds
on the aerodynamic drag, and development of a new heimet extending from the
forehead to the chest and shoulders. Also to be evaluated is a special competition
suit with a zip fastening on the back to reduce the number of creases due to the
athlete's position on the bicycle.

Conclusion
This investigation represents a biomechanical approach to improving the perfor-
mance of cyclists. Laboratory tests to evaluate new equipment and materials were
combined with physiological evaluation ofthe cyclist's body position as a basis
for performance improvement. Empirical results indicate that this approach has
been successful and may be appli&j to other sport disciplines.

References
Dal Monte, A., Severini, V., & Angella, F. (1966). Studio di alcuni vaiori spirografici
in relazione alle posizioni tlpiche del ciclismo agonistico. h4edicini Dello Spon,
6(I1):744 [In Italian]
Dal Monte, A., Manini, A.. Antonini, G., Garbelli, D., & Cinelli, C. (1983). Ciclismo
ed aerodinamica. Atti del P Congresso Intemazionale su II ciclismo dilettantistico
e professionistico. Ed. Scuola dello Sport, C.O.N.I. [In Italian]