TIRANA (Albania) – We had noticed him on the mechanics' truck while Ciccone was adjusting the measurements of his bike, so after the first stage of the Giro we came back home Lidl Trek to take stock of the tiresWe were struck by the choice to keep the wheels of the classics for Albania and then for the dirt roads of Siena. So we asked to talk about it with Glen Leven, who is responsible for materials for the American teamHe's the one who deals with sponsors and discusses technical choices with the riders. How do you choose tires in this fast cycling world? And why do they only run with 28mm tubeless tires? The feeling now is that the only race that requires us to change something is Roubaix, but perhaps it's wrong to think that everything else will remain the same. For example We've been working on pressures and sections since tubeless rewrote habits and technologies.
«If we look back 10 years – explains the Luxembourger who was a cyclist – I used tubulars. I had one size fits all, they inflated it in the morning before leaving and we all had the same pressureModern cycling has changed. We don't just look at rider weight, we also look at aerodynamics, rolling resistance, and weight. The tyre section has a major impact at this point, both in terms of aerodynamics and rolling resistance.Tires are the first part of the bike to hit the wind. So they're the first to have to direct the wind in the right direction."
Does this guide you in choosing tires?
Yes, for this We use 28mm tires on our wheelsThey are the best compromise between 28 and 30. In terms of rolling resistance there is not a big difference, while It is remarkable in terms of aerodynamics. That's why we choose the 28 ones.
You talked about equal pressure for everyone 10 years ago.
It is clear that the direction taken in the past, with a 90-kilo rider and a 45-kilo rider “inflated” to the same pressure, was wrong and reality proves it. So together with Pirelli we have done many tests in recent years to customize the pressure in 5-kilogram intervals for each pressure pointThis is the optimal value to obtain the best rolling and contact surface on the road for every rider.
Don't athletes have a say in these choices?
We are an open team, but we like to coach our ridersThat's why we show them the data and everything that drove our choices, and they rarely ask for anything different. In the classics, we study the route and look for solutions that offer greater resistance to punctures, more comfort, and whatever else is needed. In road races We are convinced and all our riders are convinced that the 28 is the best option.
Has tubeless changed things that much?
It was a revolution. Tubulars were the choice of the older generation of riders. and for them, especially mentally, it was a difficult transition go from 8,5 atmospheres to 5 of tubelessIt took a while to get them to accept this low pressure, but now I think everyone is happy with it.
Was it hard to convince them?
It was a challenge. You have to show them the data. You have to spend time with them so they can try it out and be convinced. It doesn't matter what you do today, what matters is what you do tomorrow. New-generation cyclists grew up with tubeless and will never go back to tubulars. But with older-generation cyclists, we had a lot of problems. Furthermore, the tubular was completely free, it could move in all directions, to the point that the clincher held moreAll of this, put together, allowed us to convince them.
What kind of collaboration do you have with sponsors in light of all this?
Between us and Pirelli That's why there's a very close relationship. They listen to our needs and We listen to their experience, because they have a considerable amount of it in motorcycling.We develop tires together, based on the needs of the riders, and in this way we both grow.
How was the evaluation done between 28 and 30?
We got it tested in the wind tunnel, to get the most accurate data. We have them tested in the velodrome and then outdoors with our Aerosensor, where we were able to obtain confirmation for more scientific observation. In the wind tunnel, resistance has only one direction. In real life there are at least fiveFrom all this, we concluded that the 28 tire is better than the 30 for one aerodynamic reason only.
Does it work the same way in time trials or is it a different story?
Time trials are a completely different kind of cycling, aerodynamics is reaching even more extreme levelsWe did a lot of tests and concluded that the 28 is the best choice there too, because the rim shape is the same. The real difference compared to road cycling is that, having made this evaluation, the time trial bike – the frame and fork – was developed for 28" tires.
Is the bike designed based on tire size?
The speech is truly global, It's not just a matter of choosing which tire to fitThe quickest option would be to buy a standard wheelset and fit a 28mm tire. But it also depends on the shape of the frame, the spaces between the wheel and the tyreThis is why we need to think about the complete package.
We were talking about 10 years ago, and when it rained, you had to lower your pressure. Is it the same now, despite these large sections?
Yes, it still is. Lowering the pressure increases the contact surface, which reduces the chance of slipping. Even if you have larger tires.
Lastly, have you considered using hookless rims and tires?
We've tested some in the wind tunnel and done some test drives with the drivers. But Safety comes first, especially for us as an American team.So the discussion about hookless is always open, it could be a possible opening, but for now it's out of the question for us.
