GP5000s tubeless
#1
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GP5000s tubeless
Velonews:
Continental finally offers a tubeless road tire
Continental launched two new tires earlier this week. The new GP5000s has a whole host of advantages over its predecessor, the GP4000sII, according to Continental. Those include 12 percent better rolling resistance, 20 percent more puncture protection, 10 grams of weight savings, and more vibration absorption. That’s all well and good, but the really exciting news is the addition of the GP5000TL to the lineup. It’s got even better rolling resistance numbers (5 percent better than the GP5000s, in fact) and more puncture protection. The best part? It’s tubeless. The non-tubeless GP5000s costs $79 and the tubeless version runs $94. The GP5000s is available immediately in 23mm and 25mm widths. In six weeks, the non-tubeless tire will also be available in 28mm and 32mm widths. The 25mm tubeless tire will also be available in six weeks.
#2
Senior Member
I saw that the other day. Looks right up my alley, but honestly for less than the price of one tire I can get a set of gp4000s, which I KNOW I like.
Been thinking about making the switch to tubeless more out of curiosity than anything though, so who knows. I'll be looking for a wheelset and a set of tires come spring.
Also...on a more general theme, I find it ridiculous that good bike tires cost nearly as much as car tires
Been thinking about making the switch to tubeless more out of curiosity than anything though, so who knows. I'll be looking for a wheelset and a set of tires come spring.
Also...on a more general theme, I find it ridiculous that good bike tires cost nearly as much as car tires
#4
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I never understood, and still don't, the reason behind the necessary tradeoff of increasing rolling resistance in order to increase puncture resistance.
#6
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#7
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When the tire uncompresses as it exits the back side of the contact patch, it springs back, and some of the energy that was spend deforming the tire is returned to forward motion.
The air within the tire, the tire's "air spring", requires quite a bit of energy to compress, but it also springs back very lively. Tire casings that are very supple don't necessarily spring back very aggressively, but they also don't require very much energy to compress. When you add more and more material to the tire, you tend to spend more energy deforming the tire itself, and this energy usually doesn't get returned very well on the back side of the contact patch. Highly-effective puncture-protection layers tend to behave poorly in this respect.
High-performance tires often use thin and flexible puncture protection layers to minimize the impact on weight and rolling performance, but these layers frequently don't do a whole lot to protect against punctures either.
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Velonews:
Continental finally offers a tubeless road tire
Continental launched two new tires earlier this week. The new GP5000s has a whole host of advantages over its predecessor, the GP4000sII, according to Continental. Those include 12 percent better rolling resistance, 20 percent more puncture protection, 10 grams of weight savings, and more vibration absorption. That’s all well and good, but the really exciting news is the addition of the GP5000TL to the lineup. It’s got even better rolling resistance numbers (5 percent better than the GP5000s, in fact) and more puncture protection. The best part? It’s tubeless. The non-tubeless GP5000s costs $79 and the tubeless version runs $94. The GP5000s is available immediately in 23mm and 25mm widths. In six weeks, the non-tubeless tire will also be available in 28mm and 32mm widths. The 25mm tubeless tire will also be available in six weeks.Ah, the roadie tax.
#9
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The tire deforms where it presses against the ground: the sidewalls compress, and the center flattens into the contact patch. Deforming the tire in this way, as it enters the contact patch, uses up some of your rolling energy.
When the tire uncompresses as it exits the back side of the contact patch, it springs back, and some of the energy that was spend deforming the tire is returned to forward motion.
The air within the tire, the tire's "air spring", requires quite a bit of energy to compress, but it also springs back very lively. Tire casings that are very supple don't necessarily spring back very aggressively, but they also don't require very much energy to compress. When you add more and more material to the tire, you tend to spend more energy deforming the tire itself, and this energy usually doesn't get returned very well on the back side of the contact patch. Highly-effective puncture-protection layers tend to behave poorly in this respect.
High-performance tires often use thin and flexible puncture protection layers to minimize the impact on weight and rolling performance, but these layers frequently don't do a whole lot to protect against punctures either.
When the tire uncompresses as it exits the back side of the contact patch, it springs back, and some of the energy that was spend deforming the tire is returned to forward motion.
The air within the tire, the tire's "air spring", requires quite a bit of energy to compress, but it also springs back very lively. Tire casings that are very supple don't necessarily spring back very aggressively, but they also don't require very much energy to compress. When you add more and more material to the tire, you tend to spend more energy deforming the tire itself, and this energy usually doesn't get returned very well on the back side of the contact patch. Highly-effective puncture-protection layers tend to behave poorly in this respect.
High-performance tires often use thin and flexible puncture protection layers to minimize the impact on weight and rolling performance, but these layers frequently don't do a whole lot to protect against punctures either.
#10
Senior Member
or, you inflate your tire to a lesser psi.
#11
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Thread Starter
#13
Non omnino gravis
Ninety five bucks a tire. Ninety five. I'm trying to let that sink in. My car is fitted with 245/40-ZR17 summer performance tires, rated AA for traction and AA for braking. They were about 80 bucks apiece, and last ~20,000 miles. Apples to oranges? Sure.
How about apples to apples? A Schwalbe Pro One can be had for about 40 bucks.
How about apples to apples? A Schwalbe Pro One can be had for about 40 bucks.
#14
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Agreed. I was excited to try them until I saw the price. GP4k can be had for about $35/ea, I really don’t see enough to warrant paying more than 2x that per tire. Looks like I’ll go with the Schwalbes if I want to try road tubeless.
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Sure, but you're comparing the new retail with the street price - I'm sure that the Conti will come down. Also, I haven't ridden the Pro One, but I don't think that anyone has ever accused them of being long-wearing. I would be shocked if the Contis weren't good for significantly more mileage than the Schwalbes.
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I'm looking forward to reading more about these tyres. Right now I'm not looking for a new set of tyres, but depending on what the reviews have to say, when time comes I might seriously consider these ones. Need to learn more though.
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I'm pretty sure the materials are a minor fraction of what you're paying for, so I wouldn't expect such a huge difference between the price of bike and car tyres.
I'd say most of what you're paying for is the development of the design and the creation of the tooling; once that's amortised, a large fraction of the price would be profit. But that's a huge outlay to make up for, no doubt. I'm tipping the GP5000 will be unrelentingly pricey for at least two or three years...
I'd say most of what you're paying for is the development of the design and the creation of the tooling; once that's amortised, a large fraction of the price would be profit. But that's a huge outlay to make up for, no doubt. I'm tipping the GP5000 will be unrelentingly pricey for at least two or three years...
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I enjoy trying new tires and I’m sure that I’ll give these a shot. My Schwalbe Pro One’s TL easy lasted about 1200 miles a few hundred less than I’ve gotten with some of my other tubeless models. The front one got nailed by something that ripped a nice hole in the sidewall. Real shame since I was proud to say that I’ve never had a flat in over 3 years of riding tubeless exclusively.
i do like the price of the Schwalbe’s right now, but I wanted to try the S Works Turbos so paid retail for them at $100 each, thankfullly my LBS owner knows me well and gave me a nice solid discount! So far they ride very nicely, although I wish they had the 26mm vs the 24 that I bought. Will see how many miles I get and then trybthe conti’s. I’m probably the only guy I know that didn’t like the clincher GO 4000’s!
i do like the price of the Schwalbe’s right now, but I wanted to try the S Works Turbos so paid retail for them at $100 each, thankfullly my LBS owner knows me well and gave me a nice solid discount! So far they ride very nicely, although I wish they had the 26mm vs the 24 that I bought. Will see how many miles I get and then trybthe conti’s. I’m probably the only guy I know that didn’t like the clincher GO 4000’s!
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Who cares about the cost per pound? Would you be happier if your bike tires weighed 5 times more for the same price?
My most expensive car tires (Michelin Pilot Super Sport XL; $419 ea) cost about ten times as much as my most expensive bike tires (Schwalbe Pro One Tubeless; $43 ea).
My most expensive car tires (Michelin Pilot Super Sport XL; $419 ea) cost about ten times as much as my most expensive bike tires (Schwalbe Pro One Tubeless; $43 ea).
#22
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Ninety five bucks a tire. Ninety five. I'm trying to let that sink in. My car is fitted with 245/40-ZR17 summer performance tires, rated AA for traction and AA for braking. They were about 80 bucks apiece, and last ~20,000 miles. Apples to oranges? Sure.
How about apples to apples? A Schwalbe Pro One can be had for about 40 bucks.
How about apples to apples? A Schwalbe Pro One can be had for about 40 bucks.
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Sure, but you're comparing the new retail with the street price - I'm sure that the Conti will come down. Also, I haven't ridden the Pro One, but I don't think that anyone has ever accused them of being long-wearing. I would be shocked if the Contis weren't good for significantly more mileage than the Schwalbes.
#24
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Who cares about the cost per pound? Would you be happier if your bike tires weighed 5 times more for the same price?
My most expensive car tires (Michelin Pilot Super Sport XL; $419 ea) cost about ten times as much as my most expensive bike tires (Schwalbe Pro One Tubeless; $43 ea).
My most expensive car tires (Michelin Pilot Super Sport XL; $419 ea) cost about ten times as much as my most expensive bike tires (Schwalbe Pro One Tubeless; $43 ea).
I'll probably still pay and try them though. Dollars spent on tires even at exorbitant rates make more of a difference to the experience of riding a bike than anything else. Doesn't mean I have to like paying it though
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