A Comparative Study on the Mechanical Efficiency

of Road Bike and Mountain Bike

Lemery, John Alfie

Lego, Jerty Peniel
Lorca, Christine Joy
Sumamponi, Kate

A Special Problem
Presented to the Department of Senior High School
Western Institute of Technology

In Partial Fulfillment
Of the Requirements for the Course
Of Research III

January, 2019
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CHAPTER I

Introduction

1.1 Background

Bicycles are the world’s favorite vehicle of transport and more than 100 million

bicycles are sold each year – double the number of cars (Hanlon, 2006). It believes that

bicycles are highly-efficient but potentially dangerous chain drive. Bicycles are one of

the world's most environmentally friendly and economical modes of transport (Simpson

and Weiner, 1989). Gupta (2009) states that a bicycle is the most efficient vehicle ever

designed. A bicycle is a widely-known tool of transportation in many countries. Bicycles

have been invented back in the 1500s. There are many claims describe the invention of

bicycles and their designs. Hung, Jaewon, & Lim (2017) hypothesis that in order to

develop a high performance bicycle, a simulation study of its dynamic characteristics and

required power is conducted based on the effects of various input parameters such as

rider mass, bicycle mass, wind speed, crank length, wheel diameter, and grade.

According to their study, the total power needed to push the bicycle will be a summation

of the slope from the inclined surface, air resistance, and friction from the surface.

Since the drive is supplied by human power, mechanical energy losses are

considerably higher than when using purely mechanical and electrical power. A drive

system's mechanical efficiency is defined as the percent ratio of power output to power

input. Typically, automotive drive systems are efficient from 80% to 99%, meaning that

friction is lost from 1% to 20% of the energy input. A well - oiled straight bicycle drive

chain - and - sprocket can be as efficient as 99 percent. However, with other types of
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bicycle transmissions, the efficiency range can be similar to that of an automobile, which

ranges from 80% to 99% In a bicycle, small losses can mean large differences in

performance, particularly in competition (Kyle & Berto, 2001).

Most found that the efficiency of bicycle driving depends on many conditions,

including load, chain tension, revolution per minute, gear sizes, and type of transmission.

As mentioned above, the efficiencies ranged from around 80% to 99%. Mechanical test

methods normally use dynamometers at the input and output of the drive system (with

mechanical or electronic transducers) to measure torque and rotational speed. Combined

energy losses are usually included in the efficiencies in all drive train components such as

bearings, chains, sprockets, gears, and derailleurs. Some studies, however, report only

isolated component efficiency. Thom (1956); in Kyle and Berto (2001) measured three-

speed hub gears and bearings efficiency without sprocket losses. Dell'Oro and Malone

(1995) isolated losses of the derailleur from the rest of the drive system. Cameron (1999)

measured the static force needed to lift a known weight over a single sprocket with a

bicycle chain draped. He assumed losses with rpm were constant, and under different

loads he estimated fixed - gear efficiencies. The remaining studies measured the bicycle

drive system's overall efficiency. Indirect methods such as repetitive field time trials,

field or laboratory oxygen - consumption studies, field trials of crank - power meters or

studies of crank - power meters on stationary trainers lack the necessary accuracy to

deliver reliable results. Usually these methods have a multiple percent error band.

The terms body position, body configuration and body orientation are all

interrelated and are frequently used in literature interchangeably. The body position refers

to the cyclist's position relative to the bicycle's pedal axle and is determined by the
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bicycle seat tube angle and a vertical line (perpendicular to the ground) passing through

the pedal axle The term body configuration refers to the cyclist's position as defined by

the angles relative to each other of the various body segments (hip, knee, ankle). The

term body orientation refers to the cyclist's position as defined by the trunk angle relative

to the ground of the cyclist. Usually the mechanical efficiency is used to describe the

motor efficiency of the human. The higher efficiency (economy) is connected in different

sport disciplines with better results achieved. Buśko and Kłossowski's study shows that

the net mechanical efficiency is not dependent on the sub - maximum power of effort and

pedaling velocity but on the work value performed. Only few works describe mechanical

efficiency in maximum effort in references. The maximum effort shown was

distinguished by its time, load or pedaling rate and mechanical efficiency values ranged

from 1% to 24.6%. Researches depicting changes of the mechanical efficiency in

maximal efforts with identical work amount and different pedaling velocity performed.

From with the above results, the researchers explored the mechanical efficiency

(force) needed to move the bicycle in different gears.

1.2 Significance of the Study

Cycling provides many benefits in comparison with other motor vehicles, cycling

reduce traffic congestion, less air and noise pollution, reduce consumption of fuels, and it

is also lead to less financial cost to the rider or the cyclist. Cycling also helps in physical

exercises, easier parking and access to roads and rural trails (Flamm and Rivasplata,

2014).
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The first benefactors of this study are the cyclists because they are the one who

will be interested in terms of bicycles. They will be able to know the advantages and

different mechanical efficiency (force) of bicycles.

Commuters can also benefit in this study because they can choose which bicycle

is more capable and easy to use and to lessen the traffic and the people who rode public

transportations. Economically, a large-scale production for commercial purposes will

soon be possible in the country. This is also important to the long-standing concern of

economic stagnation in rural and urban areas of the country. In addition, the program of

developing new device perceived to answer these concerns.

The improvement of techniques and development of bicycle efficiency add value

to the performance. Thus, the findings can be a strategy in solving the problems

encountered in producing bicycle or in the assembly of its parts. Specifically, the

government may find importance to the results in addressing problems of traffic and

pollution.

Future researchers can also benefit in this study. They will be able to gain some

ideas and knowledge that they can use for their future research paper.
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1.2 Objectives

The main objective of this study is aimed to determine the mechanical efficiency

(force) needed to move the bicycle in different gears. Specifically, this study sought to

determine the:

1. mechanical efficiency of road bike and mountain bike;and

2. difference of mechanical efficiency between road bike and mountain bike

1.3 Scope and Limitation

This study determined the comparison of mechanical efficiency of the Road bike

and Mountain bike in terms of force exerted in order to move each bicycle in different

gears. It includes the force that will exert in cycling. This study did not measure the

maximum and minimum speed efficiency of each bike. The distance travelled will not

affect the study and other types of bicycles.

The statistical tools used for the descriptive analysis of the study were the mean

and standard deviation while for the inferential analysis the researchers employed the

ANOVA.
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Chapter II
Review of Related Literature

2.1 History of Bicycle and Cycling

Bicycles have a fairly numerous history. Before the creation of the today’s

modern bicycle, there were several examples of simpler bicycle transport devices. It all

started in 16th century with the discovery of 1493 Leonardo da Vinci’s sketches, which

included simple designs for bicycle. Some historians claim that either his student Gian

Giacomo Caprotti made this drawing or that is altogether untrue. That design was never

produced into working model and in following four hundred years horses remained only

affordable means of transport on public road (Herlihy, 2004).

Barn Karl von Drais invented the Draisienne in Germany in 1817. This turned less

built like a bicycle, built - in current phrase sense. It had a regular body and wheels for

the bicycle. Velocipede or Boneshaker was invented during the 1860s, wheeled bicycle

on the front wheel with pedals and cranks. Because of the fact that a timber frame was

built and metallic tires made for a completely uncomfortable trip across cobblestone

streets, it called the bone shaker. High - wheeled bicycle was created in the 1870s. It is

one of the first models (after its two wheels) to be known as a bike. The high wheel

enabled the rider to travel further with pedal rotation, plus a metal frame and rubber tires

provided a more comfortable experience than the boneshaker. In 1885, in England, John

Kemp Starely invented Rover Protection Bicycle with a strong enough metallic to make,

plus two identical - sized wheels and a body comparable to today's bicycles. Pnuematic

Tires was invented in Ireland in 1888 by John Boyd DunlopHe develops air - filled tires

that provide a smoother journey than previously used tough rubber tires. It was twenty
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when children's bicycles became popular, forty of them developed kickstands. In the

1960s, race bicycles became famous, featuring dropped handlebars, slender tires,

Numerous velocities and a lighter body. 1980, Spurred by mountain biking and sports,

mountain bikes emerge as a well - known consumer object and function robust frames,

large wheels and flat handlebars. And it was in 1996 that mountain bikes appeared in the

Olympics (Mancone, 2008).

The first cycling race recorded in history took place in June 1868 in Hendon,

Middlesex, England. A World Championship race took place in 1893 and cycling was

added to the Olympic Games in 1896. In 1903, the Tour de France was introduced. Some

sixty (60) riders rode one thousand fifty-three (1553) kilometers, Or thou thousand five

hundred (2,500) kilometers, over a time frame of nineteen (19) days. The idea behind the

race was not to promote cycling sport but to increase the sales of the newspaper L'Auto.

The race was marred by bad behavior and cheating. In 2010, the race was two thousand

two hundred sixty-three (2,263) miles or three thousand six hundred forty-two (3,642)

kilometer and consisted of a prolog or time trial and twenty (20) stages (Kamber, 2001).

2.2 History and Differences of Mountain Bikes and Road Bikes

People started testing on all kinds of surfaces since the first bicycles were good

enough to drive on the streets of the city, driving on the mountainous and harsh terrains

took a while before it became viable and popular with the general population. But even

the earliest bicycle models on tough surfaces were not stopped by the cyclist. When

several military regiments tested bicycles in the mountains for faster movement, early

examples of cycling on harsh terrains came from the 1890s. Off - road cycling was
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relatively unknown to a few cyclists in the first few decades of the 20th century who

wanted to stay fit in winter (Berto, 2000). With one of the first events organized in 1951

and 1956 in the outskirts of Paris, where groups of about twenty (20) riders enjoyed races

very similar to modern mountain biking today, their pastime became official sport in the

1940s and 1950s. The United Kingdom formed its own organization off - road cycling in

1955. The Rough Stuff Fellowship and the first official mountain bike model was created

in the workshop of Oregon cyclist D Gwynn only a decade later, in 1956. Active

suspension, larger knobby tires, powerful gear system, lower gear ratios, stronger disk

brakes and more durable wheel and rubber materials are the most significant differences

between mountain bikes and ordinary road bikes. The mountain bike drivers accepted the

need to wear protective equipment, gloves, body armour, pads, first help kit, glasses and

bike tools, high power lights at night, hydraulic systems and GPS navigation equipment

mounting and other useful accessories (Berto, 2000). The world's most popular bicycle

type is road bikes which everybody who needs to travel all types of distances can use on

flach roads. Over the years, they became highly flexible with a number of bicycle

subtypes offering various accessories and framework designs. Road bikes are created

without having to focus on agility, strengthened components and the ability to reach all

terrain types. Often they are heavier than mountain cyclists, usually only have a gear, no

active suspension, simple but reliable brakes, a handling unit in different configurations,

the sitting area is often more comfortable, frames are made with or without top tubes,

accessories often include pre - made cargo spots, pneums are slimmer and more fluid

than all types of mountain bike (Berto, 2000).

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A road bike on the pavement is designed to be light and smooth. Racing road

bikes are designed to shave seconds off a rider's time in competition. The frame has to be

light and rigid, so strong materials like carbon fiber and titanium are commonMountain

bikes are designed to conquer off - road terrain, such as dirt, mud, snow and gravel. The

frames are made of aluminum, carbon fiber, steel and titanium and are designed for

punishment. There is a front suspension and a full mountain bike suspension in a hardtail

mountain bike. Wheels are the immediate difference between mountain bikes and road

bikes. With twenty - six (26) to twenty - nine (29) inch options, mountain bike wheels

always feature tires with raised lugs. They act as teeth for loose soil, dig in and provide

traction and grip where the smooth tires would slip on the road bike (Dilthey, 2008).

2.3 Bicycle Gears Ratio

The front gears are called the wheels of the chain. Moving the chain from the

smallest back cog to the largest incrementally facilitates your pedaling effort (Bezdek and

Lodge, 2018).

A typical bike has three to thirty different gears – chain - connected teeth wheels

that make the machine easier to pedal or faster Bigger wheels also help you get faster, but

when it comes to hills, they're a big disadvantage. On a typical racing bike, for example,

the gear ratio could be as much as five to one (5:1), so a single pedal spin drives you

down the street about ten (10) meters (m) (Woodford, 2007).

Whether it's an older ten (10) speed bike or a modern twenty - four (24) speed

mountain bike, the idea behind multiple gears on a bike is to change the distance the bike

moves with each pedal stroke (Brain, 2000). For example, a normal bike has wheels of
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twenty - six (26) inches in diameter. In other words, for every pedal stroke, the bike

moves about sixty (60) inches forward. A forty - four (44) teeth front - chain wheel and

11 (11) teeth rear gear could be the bike's highest gear ratio. The bike speed is eighteen

point five (18.5) miles per hour (mph) at a pedaling rate of 60 revolutions per minute

(rpm). The bike has a top speed of 30 to 7 (37) mph when the pedal rates are twice as

high as 120 revolutions per minute (rpm) (Brain, 2000).

Chain wheels are the gears that can be seen at the front. The free wheel is

mounted on the back. The free wheel has five (5) to nine (9) gears, according to the bike.

This enables the rider either to pedal or to pedal the shores of his bicycle (another feature

without tricycles or penny bikes) if he does not pedal. There are two small cogs in the

rear derailleur, both of which spin freely. A chain tension is aimed at the arm and the

lower cog of the derailleur. The cog and arm are always connected to a well to reverse the

cog. Close to the free wheel is the top cog. The cog moves to a different position on the

free wheel and drags the chain when the gears are adjusted with the handlebar lever.

When the pedals are turned, the chain slips naturally from one gear to the other (Brain,

2000).

2.4 The Science of Bicycles

Some of the advantages of bicycles are it can be used without using engulfing

fossil fuels such as gasoline, diesel and coal and without releasing pollution. Bicycles are

the most efficient transport machines that people have developed up to now. In an

incredibly effective way, using muscles, a bicycle can convert about ninety (90) percent

of the energy supply on the pedals into the kinetic energy that drives along.
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When using a car, dragging a metal bump that weighs 10 to 20 times as much as

the cyclist wants to go. Go by bike and the metal that needed to use is more like six (6) to

nine(9) kilogram (kg) for a light racing bike or eleven (11) to (20) kilogram (kg) for a

mountain bike or tower, which is a fraction of the cyclist’s weight. Better efficiency

means that you can use the same amount of fuel, which is another great advantage for

motorcycles, although it is difficult to quantify (Woodford, 2007).

A racing cyclist at thirty-two (32) kilometer per hour (km/h) could travel more

than five hundred seventy-four (574) kilometers per liter (k/l) if there was a liquid food

with a gasoline energy content (Wilson et al., 1982)

A bike is described as a machine and from a scientific point of view and that is

exactly what it is, a device that can increase strength or speed. It is also a machine in the

sense that energy from one form to another is converted. Uphill or downhill, quickly or

slowly, on a smooth road or on a humpy road, there is another kind of work that always

have to do just to get the wheels around. As it cycle along, different parts of the tire

squash and bulge are pulled the rubber from which they are made, pushed all the way.

The higher the load put on the tire, the greater the rolling strength. For a fast traveling

racing bike, about eighty (80) percent of the work is done by the cyclist to overcome air

resistance, while the rest is used to fight rolling resistance; for a mountain bike cyclist

who travels much slower over rough terrain, 80 percent of its energy is used for rolling

resistance. For a mountain biker traveling much slower across rough terrain, eighty (80)

percent of their energy is rolling resistant and only twenty (20) percent is lost to drag

(Woodford, 2007).
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2.5 Effect of Pedaling Technique in Mechanical Efficiency

Maximizing efficiency is important to optimize endurance performance, which is

defined as the work to energy ratio. Efficiency in cycling is often indirectly determined

by the ratio of work to total caloric expenditure. The pedaling technique can contribute to

gross efficiency (Korff et al., 2007).

During cycling, the lower limb movement in the sagittal plane (it is an anatomical

border between the body's left and right sides) is restricted by the geometry of the bicycle

(i.e.cranks and pedals) to a circular path. Within these limitations, the cyclist can change

the pedaling technique by changing the cinematics of his lower limbs (high, shank and

foot) and activating muscles (Bini et al., 2013).

According to the study of effectiveness of the pedaling techniques, the mechanical

efficiency of the pedaling techniques is not indicative of gross efficiency. These results

give coaches and athletes useful information on the interpretation of mechanical

efficiency measurements (Korff et al., 2007).

2.6 Cycling Health Benefits

Nobody should be surprised that physical exercise and activity are good for. What

surprises a lot of people is how good it could be. Research in the British Medical Journal

reported last week shows that cycling to work has outstanding medical benefits

(Murnane,2017).
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A team of researchers at the University of Glasgow conducted research. They

spent five years tracking 263,450 people, living and working in England, Wales and

Scotland (Murnane,2017). The study participants were categorized based on the way they

were transported to and from work. The following table shows the categories and their

definitions from the University of Glasgow.

In each of the categories, the frequency of disease or death from different causes

was measured. The investigators measured death from all causes, incidence and death of

cancer, and incidence and death of cardiovascular disease. Cancer and cardiovascular

disease lead to death in both the United Kingdom and the United States (Murnane, 2017).

There are many factors that affect cancer and cardiovascular disease in addition to

how a person travels to work. It took a lot of time for the researchers to control many of

these factors. Analyzes were carried out on the control of sex, age, ethnicities,

deprivation as a combination of unemployment of households, car or home ownership),

other diseases such as diabetes, body weight and depression, smoking, nutrition (alcohol,

fruit and vegetable food, red meat, oily, poultry and processed meat). This was an

extremely well-regulated study. The effects of cycling and walking were measured

against non-active mode of transportation. Cycling to work was associated with very

significant health benefits. Commuters cycling to work had a 41% lower risk of dying

from all causes than people driving or taking public transportation. They also had a 46%

lower development risk and a 52% lower cardiovascular disease risk of dying, a 45%

lower development risk, and a 40% lower cancer risk of dying. With the distance

traveled, all the advantages seen for cyclists and walkers increased. That is important

because it means you can benefit from your health if you ride a bike each day, even if
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you live too far from your job to cycle all the distance. Cardiovascular diseases and

cancer are weakening diseases with long-term effects. The study shows that by making

cycling easier for their employees, employers can reduce the time lost due to disease. It

also suggests that municipalities can reduce the cost of long - term care for people with

cancer and cardiovascular disease by making city streets safe and friendly for cyclists

(Murnane, 2017).

2.7 Definition of Terms

The following terms used in this study are defined conceptually and

operationally:

Mountain Bike ─ with a light sturdy frame, broad deep-treaded tires, and

multiple gears, originally designed for riding on mountainous terrain. Mountain bike can

be performed in any terrain such as the tough ones. While mountain trails are among the

most famous spots, bikers additionally rush to deserts and national parks to change up

their daily practice (Bambi Turner, 2009).

In this study, Mountain bike refers to the type of bicycle under study as defined.

Road (Street) bike ─ is utilized to relate bikes worked for going at speed on

cleared streets. Different sources completely avoid hustling bikes from the definition,

utilizing the term to mean a bike of a comparable style yet manufactured more for

continuance and less the quick blasts of speed wanted in a dashing bike; all things

considered, they for the most part have more apparatus mixes and less tech dashing

highlights (Rosen et al., 2007).

In this study, “Street or Road bike” refers to the type of bicycle under study as

defined.
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Chapter III

Materials and Methods

This chapter presents the method utilized by the researcher in data gathering.

Descriptions on the research setting, participants, materials, and procedures are also

included.

3.1. Research Design

The purpose of this study was to determine the mechanical efficiency (force)

needed to move the bicycle in different gears

A quantitative approach was used which is defined as a structured way of

collecting and analyzing data obtained from different sources.

One of the most common difficulties researchers faced is the lack of the required

parts for the projects in local markets. A similar part has to be selected in order to avoid

additional weight to bicycle. Furthermore, design and dimension accuracy constraints the

project because the chain might impact the rider’s legs.

Mountain Bike

BICYCLE
MECHANICAL
FORCE TORQUE
EFFICIENCY

Road Bike

Figure 1: Paradigm of the Study

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3.2 Materials

3.2.1 Road Bike

A typical bicycle's dimensions are 0.75 - 1.10 m (2.5 - 3.5 ft) handlebar height,

0.61 m (2 ft) handlebar width, and 1.5 - 1.8 m (5 - 6 ft) bicycle length. A typical trailer

bicycle is 0.8 - 1.1 m wide and 2.6 - 2.9 m (8.5 - 9.5 ft) long. The tires on most bicycles

range in width from 20 mm to 60 mm (0.8 to 2.4 in) with an approximate 3 mm (0.12 in)

or wider contact surface. They often do not provide much traction. The bicycle has even

less traction if the pavement is wet or covered with sand or leaves and needs more room

to brake. Stopping distance and lack of traction are two factors that influence the design

of curves on bikeways.

The handlebar adjustment determines the inclination of the torso. On the other

hand, the torso inclination decides which muscles are required and to what extent. Pain in

the neck, shoulders and back is a one - sided, i.e. uneven, loading indication. The work of

the muscles must then be distributed more harmoniously, so it is important to remember

that each person is different in terms of body height, proportions and performance ability.

Therefore, a steering system that offers a wide range of adjustment options is a

major advantage as it is then relatively easy to customize your bike to meet personal

needs. The cyclist who's riding painlessly rides longer. Your riding style will change

because you're riding longer distances and more frequently.

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Figure 2. Road Bike

3.2.2 Mountain Bike

Mountain bikes are designed for riding on hard-surface roads where the

wheels remain permanent contact to the ground. It is with tubed tyres, but can be

converted to tubeless. These bikes are with handlebars and cantilever or disc brakes

which are suitable for gravel paths and off-road trails where a short loss of tyre contact

with the ground at a height of 15 to 20 cm may happen. Significantly even very rough

and partly blocked terrain with steep slopes and higher speeds as a result. The tyre

measure 29 inches which means the broadness of the tire. Wider tyre will provide a

greater surface area for traction in firm and dry conditions and will be more comfortable

due to the greater air volume.

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Figure 3: Mountain Bike

3.2.3 Gears

Bicycle gearing system is the most fundamental mechanism which converts a

rider’s force on pedals into a driving force to accelerate bicycles. Bicycles differ in gear

combination number and gear ratios. Most bicycles now have multiple shifting gears

between high and low in order to increase the efficiency or to have a smoother pedaling

effort. The gear mechanism of bicycles that is responsible for how bicycles move. The

function of each part involved in converting the force from a rider to a wheel motion.

Figure 4: Gear System and Functions

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Gear ratio calculation is very significant to be determined. There are some

parameters for gear ratio calculation such as the number of teeth per gear, the diameter of

the gear, the radius of the tires, the length of the pedal crank.

3.3 Methods

The design methodology for accomplishing the objectives has to go through some

significant stages. The result was based on what has been used correctly in the design

methodology to get the final prototype of the two types of bicycle. To get the final

prototype we have followed the following stages:

A good relevant research and background of the road bike and mountain bike have

completed at the first stage to secure the correct prototype.

1. Selecting suitable parts for the prototype based on description set.

2. Fabrication and assembly of the prototype.

3. Testing of the prototype to ensure that it is applicable.

4. Generate future recommendations for bicycle manufacturers.

Flow Chart
Collect all data for the materials needed

Gather all materials, tools and equipment needed for the set-up

Prepare all the materials and ensure to keep the materials clean and dry.

Set-up the materials ready for the trials.

Do the three trials in different gears indicated per bicycle

Record the data

Analyze the data

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3.3.1 Torque Calculations:

Equation 1 is used to calculate the minimum torque required to accelerate the

bicycle by normal pedaling, there are some parameters have to be known and they are

listed in Table 1.

Table 1: Design parameters.

SYMBOL DEFINITION DIMENSION

Rc Radius of Crank 80.0 mm

Rp Distance from Pedal to Center of Crank 100.0 mm
Rg Radius of Rear Multi-Gears 20.0 – 50.0 mm
Rt Radius of Tire 300.0 mm
W Mass of the Rider 75 kg
T Tension -
τ Torque -
τc Torque on crank -
τT Torque on Rear Wheel -
f Friction Force -
I Moment of Inertia -

Based on the bicycle’s dimensions that have been determined, the torque

equations:

 Torque on crank
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Figure 5: Torque developed on crank

τ C =RC T −R p W (Eq. 1)

0=RC T −R p W ( Assuming constant speed )

R p W 100.0 mm ×75 kg × 9.81 m / s 2

T= = =919.70 N
RC 80.0 mm

 Torque on rear wheel

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Figure 6: Torque developed on rear wheel

τ T =R g T (Eq . 2)

τ T =20.0 mm × 919.70 N

τ T =0.02 m× 919.70 N=18.40 N . m

τ T (Total)=τ friction −τ T

τ T (Total)=R t f −R g T

0=Rt f −R g T

Rg
f= T
Rt

f=
( )
Rg R p
Rt RC
W =
20.0 mm ×100.0 mm
300.0 mm ×80.0 mm
× 75 kg × 9.81m/s 2=6.25 N

3.4 Data Collection

3.4.1. Laboratory Preparation

The experiment was conducted in an area within Arevalo, Iloilo City. All the

materials for the experiment were prepared to avoid external factors that may affect the

variables being quantified. Area was cleaned and maintained with enough space to have

the experiment. Safety became the first priority in conducting the experiments. Necessary

safety gears are worn by the rider and medical officer is requested to station in the area.

3.4.2. Laboratory Procedure

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The experiment needed several materials composing of an open space for safe

execution of the experiment, bicycles, and inclined plane. Sand bags are ready in

different weights. The inclined plane was set 45 degrees from the ground. Forty-five

degree (45 °) angle of the inclined surface was used in conducting the study. Thus, the

angle affect the movement of each bicycle as it increases the force needed to move the

bicycle. Other factors that may affect the outcomes have been considered constant.

Mechanical engineer has been consulted to ensure that all these factors that intervene are

secured.

A wheel cannot roll an inclined plane only under gravity effect. Even if the

normal force allows as perpendicular to the incline as a reaction force through the incline

as the wheel pushes under gravity (Heideveld, 2018). An inclined surface produces a

mechanical advantage to increase the amount of force required to move an object to a

certain height (in terms of pedaling), it also increases the distance that the object must

move. The object moving up in a surface must move the entire length of the surface slope

to move the height distance.

Figure 7: A free body diagram for the bicycle

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3.5 Data Analysis

3.5.1 Solving for Efficiency

Once energy is supplied to the bicycle pedals, there are a number of mechanical

factors that can dissipate it before and after it is stored in the bike and rider's mechanical

and gravitational energy potential. Rolling friction (which held constant) is a term that

refers to the frictional forces present in the interfaces between gear sprockets and chains,

wheel mounts and axles, tires and the surface of the road ; when the bike moves all these

interactions dissipate energy as heat. Once energy is supplied to the bicycle pedals, there

are a number of mechanical factors that can dissipate it before and after it is stored in the

bike and rider's mechanical and gravitational energy potential.

3.5.2 ANOVA

Analysis of variance is a statistical method used for testing differences between

two or more means with one parametric dependent variable and one or more independent

variable. The results were expressed at the mean (±) Standard Deviation (S.D.) where the

significance of the differences between control and the test groups were determined by

ANOVA and the values of P<0.05 were taken to be statistical significant (Sawyer, 2015).

In this study compared the two types of bicycles using data analysis based on ANOVA
 26

single-factor and compare the weighs (force) need to move the bicycles. The two bicycles

were compared to know which can move in a low given of weights using different gears.

Chapter IV

Results and Discussion

This chapter describes the results, data and information derived from trial analysis used in

the study. This chapter includes the data presented in the tables with the respective

explanation.

4.1 Mechanical Efficiency of Mountain Bike

The obtained data shows that the mountain bike generated more weights needed

to move its pedal. Table 2 shows that mountain bike needs 59.49 N to move in an

inclined plane. Major factors deciding the power required on the pedal include,

transmission efficiency, weight of cycle and man, acceleration due to gravity, rolling

resistance, slope gradient, acceleration of bicycle, moment of inertia, and air density. For

a non-competitive cyclists, air and acceleration resistance are ignorable, i.e. bicycle
 27

velocity and slope gradient are major factors. A normal chain driven bicycle is not

comfortably driven in all road conditions (Malppan & Sunny, 2015).

Table 2: Efficiency of Mountain Bike

WEIGHT Std. Deviation F-f Efficiency

59.49 N 1.9 53.24 N 89.49%

Increasing mechanical work without increasing muscle activity is one approach to

maximizing cycling efficiency. The direction, magnitude and duration of forces applied

to the pedal is affected by the coordination of the activation of the leg muscle, which is

reflected in a cyclist's mechanical work and power output. Force applied to the pedals in a

direction perpendicular to the crank arm at every point in the pedal cycle would produce

more power; however, anatomical constraints suggest that muscles may be more effective

in delivering forces in non-optimal directions relative to the pedals (van Ingen Schenau et

al., 1992). In short sprints at maximal power output cyclists display a positive

contribution of force during the upstroke (Martin & Brown, 2009), whereas they show a

negative force in the upstroke during prolonged cycling (Sanderson & Black, 2003). This

implies that when power output is the primary goal, forces applied perpendicular to the

crank arm for more of the pedal cycle are more effective, whereas when efficiency is

important in longer cycling events, other force application strategies are more effective.

Therefore, there exists a balance between muscle activity and the direction and

magnitude of the applied force that will produce a high power output with minimal

energy cost thereby maximizing cycling efficiency.

 28

4.2 Mechanical Efficiency of Road Bike

The obtained data shows that the road bike generated more weights needed to

move its pedal. Table 3 shows that road bike needs 48.80 N to move in an inclined plane.

Pacing strategies disperse the workload required to complete a cycling event in different

ways (Abbiss & Laursen, 2008), which affects the power output. Also, pedal

effectiveness increases with power output primarily in the upstroke during short sprint

cycling (Martin & Brown, 2009), while it decreases largely in the upstroke during

prolonged cycling (Sanderson & Black, 2003).

This implies that there is more relative muscle activation during the upstroke at

the highest power outputs, whereas there may be relatively more muscle activity of the

opposite leg (which is in the down stroke portion of the cycle) to overcome the resistive

forces in longer duration cycling. Maximum pedal force effectiveness and minimum

amount and duration of muscle activity may be effective for high power output or long

duration cycling respectively, but they are unlikely to occur simultaneously in cycling. It

identifies the balance of muscle timing and coordination, pedal force application and total

muscle activity that maximizes cycling efficiency.

Table 3: Efficiency of Road Bike

WEIGHT Std. Deviation F-f Efficiency

48.80 N 2.13 42.55 N 87.19%

 29

Due to the mechanical link between the crank arms, coordinated recruitment

between the left and right leg muscles could be the most important factor. If there were

resistive forces from the opposite pedal through the transitions, the pedal cycle would be

disrupted as the effective forces are small. This is not a problem where forces are highest

during the down stroke as some cyclists KTN exhibit relatively small resistive forces

during the upstroke while power output remains stable (Patterson & Moreno, 1990;

Patterson et al., 1983; Sanderson, 1991). Regardless of the specific explanations, despite

minimal forces acting on the pedals, these transitions appear to play a key role in

efficiency.

4.3 Mechanical Efficiency of Road Bike vs. Mountain Bike

When the number of working planetary sets increases, the efficiency of internally

geared hubs decreases. This fact must be demonstrated in the performance results of the

tested gear hubs. Different combination gears within these planetary sets create the

unique gear ratios. The number of the active (working) planetary gear sets per gear and

the range of efficiency. The plots of effectiveness confirm the number of active planetary

sets. Table 4 shows that the mechanical efficiency of the two bikes (mountain and road)

is not significantly different. It implies increased activity in an aerodynamic position

compared to riding on the drop bars with hands. Cyclists were instructed to ride with their

hands on the drop bars, but they could have adopted a more aerodynamic position by

reducing the hip joint angle due to air resistance. Future outdoor studies should include

joint angles to help control for the influence of altered body position on muscle

coordination (Dorel, 2009).

 30

Table 4: Differences of Mechanical Efficiency between Mountain Bike and Road Bike

P = 0.332 *ρ > 0.05, not significant. Despite no significant relationship between

power output and η (efficiency), the power outputs for high and low η (efficiency) were

substantially different: 0.96 ± 0.02 and 1.21 ± 0.03 normalized power output respectively.

Examination of η (efficiency) at 50% and 100% of the maximum power output were used

to minimize the influence of power output on the reconstructed coordination patterns

since muscle coordination changes with power output. At 100% power output, high and

low η (efficiency) were associated with altered RF (Rectus Femoris) and VL (Vastus

Lateralis) activity, whereas at 50% the changes in η (efficiency) were due to other

muscles. Activation of many muscles to produce high power outputs was more efficient

than relying solely on the knee extensor since high η for 100% power output displayed an

even distribution of peak activation among most muscles. When power outputs were no

as high in the 50% power pedal cycles, η (efficiency) was dependent on minimizing

muscle activation during the upstroke.

 31

CHAPTER V
Conclusion and Recommendation

In conclusion, this study about the mechanical efficiency of the Mountain bike

and Road bike shows that Road bike is easier and more efficient to use in different gears

because it took less amount of force exerted to move the pedal in an inclined surface and

the Mountain bike took greater amount of force to move its pedal but no significant

difference on their mechanical efficiency. It means cyclist may refer to the two types of

bikes but also they should think of the terrain where they will be using the said bike.

The study lacks several aspects of the experiment, so it is recommended that

future researchers with similar studies study the parts of the bicycle such as suspension,

frame and front fork with different procedures that this experiment lacks. This can lead

you to discover something new and better results.

 32

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