Talk:Bicycle brake

message: This means that tyre, calliper, centre, and fibre are all correctly spelt in this article. Please do not change them. -AndrewDressel (talk) 15:54, 25 February 2010 (UTC)

message: I was wondering if anyone had devised an airbrake for a bicycle ?  I am a complete technical retard, but thought a simple pump when closed off would stop you quite effectively.  Brakes at present rely on friction, therefore subject to wear and tear, heat, failure, whereas an air system would be virtually maintenance-free. In the horrible car industry, they have already developed hydraulic systems for recovering the energy used in braking to be recycled as propulsion.  However nothing seems to be happening in bicycle innovations at all.—This unsigned comment was added by 62.253.64.7 (talk • contribs) .
:To your credit, your self-assessment is accurate. Where do you plan to fit an air compressor, let alone a pressure regulator and controller on a 10kg bike? ZCryophoenix (talk) 22:27, 12 March 2024 (UTC)
thread_title: Airbrake?

message: User:62.249.214.190 wrote:" Incidentally, a larger pad does not give more friction, but it does wear more slowly ..."  It's been a long time since I've done physics, but I'm not sure this is correct.  If a pad has more surface area in contact with the wheel it should generate more friction as a whole.  Anyone?  I'm not sure I have an old physics text to dig up to check this.  Wikibofh 20:22, 11 May 2005 (UTC)
replies: text: A smaller pad builds up more pressure than a larger pad (at the same force). However, other factors apply as well. A larger pad may dissipate heat a little better (this may be an advantage when much energy has to be "wasted", but a disadvantage unter wet conditions - but most heat goes to the disc/drum/rim anyway). Of course there is point where a pad gets too small to allow for effective braking (because it gets ripped apart before it gets a chance to convert kinetic energy into thermal energy). --Klaws 13:22, 18 November 2005 (UTC)

text: That would be an ideal model with ideal materials (steel to steel). In real life where materials wear, scoure, bend and bind its not so simple and more area does give more braking power. However with bicycle brakes this is negligible unlike with f.ex. tyres (try expaining typical >10m/s^2 decelerations of modern cars with simple CoF). 82.181.150.151 22:51, 30 January 2007 (UTC)
thread_title:  Friction and brakes... 

message: In the article, it states: 
" The problem is worse when descending cautiously at slow speeds because the brakes are "always on" and the cooling airflow over the rim is insufficient. The risk can be reduced by not over-inflating tyres and adopting an aggressive riding style, only braking for the corners."
This is completely false. The energy contained in descending a hill is proportional to vehicle weight and the height of the hill (none of which one can reasonably change at the time of descent). The POWER supplied by the hill, to the vehicle, is proportional to how rapidly the vehicle descends. If a 275# bicycle/rider combo descends a hill at 2 feet per second (vertically), the the hill is supplying 1HP (746W) to the vehicle, all of which must be turned into friction to maintain speed. If the bicycle is moving TWICE as fast, TWICE the power (2HP) must be dissipated to friction. This naturally results in HIGHER (not lower) brake temperatures.
This is why trucks, trains, and other vehicles that have brakes subject to overheating are limited to lower speeds when descending a hill: descend it too fast, and one can easily overpower the braking system, resulting in a runaway.
Whether "constant-on" braking is better, or worse, than "intermittent" braking is not the issue: descending at a lower speed will result in lower brake temperatures than descent at a higher speed, given a consistent braking strategy.
In addition to the fact the quoted passage violates physics, the fact that it encourages (likely) unlawful speeds in the interest of "safety" is sufficient cause for it to be removed.  —Preceding unsigned comment added by 72.95.199.241 (talk) 05:37, 20 April 2010 (UTC)
replies: text: I agree, and I clicked on the discussion page for that reason.  Of course, a faster rider will have a greater percentage of their energy dispersed by drag, so I would guess that at some point faster descents would mean cooler brakes (for example: if you didn't use your brakes at all).  However, I'm not at all sure that it would be true in a real life situation, and anyway, encouraging people to descend mountains on bikes faster than they would naturally be comfortable is ludicrous, IMO Kjsharke (talk) 14:37, 6 May 2010 (UTC)

text: No it's right - you are ignoring air resistance. That goes up rapidly as a function of speed. The quicker you go, the more power is lost to the air + the less goes to the brakes. On a tandem, the 'stoker' at the rear can sit up and hold her open jacket out as an air-brake - think parachute. On the other hand I knew a tandem rider who would stop every so often on a descent 'to let the brakes cool'. Of course, that dumps all your kinetic energy into the brakes, and then removes the 'forced air cooling'. The result was a smell of burning grease, and disks that boiled water if you spat on them. Let 'er rip - within reason ! --195.137.93.171 (talk) 10:04, 16 April 2014 (UTC)
thread_title:  Dangerous advice: descending and heat dissipation 

message: Has anyone compared this page at Wikipedia to Sheldon Brown's article about braking techniques?
I've seen better plagiarism in a tenth grader's essay about bicameral legislatures.206.53.17.207 06:11, 18 December 2005 (UTC)
thread_title:  Plagiarism 

message: This article is rather haphazardly divided.  I recommend that we organize the order of the types of brakes.  How do you recommend?  Alphabetically?  Chronologically? --Adamrush 16:30, 2 April 2006 (UTC)
thread_title:  Rearrange titles 

message: The assertion that it is practically impossible to lock up the front wheel when in motion by using the front brake alone is questionable. There have been great leaps forward in bicycle braking in recent times notably the widespread adoption of disc brakes/V brakes that used to be the preserve of higher end bicycles. There are many braking setups that will apply full lock with as little as one finger on the brake lever, so playing down the possibility of going over the bars seems a little ill-considered.  —This unsigned comment was added by 217.31.144.38 (talk • contribs) .
:I'd have to agree for a different reason. The increasing popularity of front suspension makes going OTB easier than ever--even if one braces oneself properly. However, with unsuspended forks, it's still quite a feat to lock a front wheel with a bicycle brake. --Adamrush 16:54, 6 April 2006 (UTC)
replies: text: I agree, and I have edited the section to reflect this.  From my experience, almost any rider with a V-brake or disc brake system could easily make the mistake of locking up the front wheel and going OTB during a panic stop situation, especially if they weren't familiar with how the bike behaves during very hard braking. -SCEhardT 19:17, 6 April 2006 (UTC)

text: This type of question is better asked at such as bikeforums.net, but the answer is: grey.  Metal discs can be cleaned with stuff like automotive brake cleaner.  Pads should be replaced. --Dmforcier (talk) 20:28, 30 July 2009 (UTC)
thread_title:  Dangerous Advice 

message: The section on rim brakes needs a serious reorganization or to be moved to its own article.  If the former, I propose that the heading "Rim brakes" be replaced with "Centerpull brakes", "Cantilever brakes," "Caliper brakes," and "Rod brakes."  Feedback would be greatly appericiated before I throw this article to the butcher. --Adamrush 13:04, 15 April 2006 (UTC)
thread_title:  Rim brakes reorg/main article 

message: The article claims that straight gauge spokes need to be used for disc brakes to do strenghts: "thus ruling out very light and thin double-butted spokes", however straight gauge spokes are weaker than butted spokes.
"Double-butted spokes do more than save weight. The thick ends make them as strong in the highly-stressed areas as straight-gauge spokes of the same thickness, but the thinner middle sections make the spokes effectively more elastic. This allows them to stretch (temporarily) more than thicker spokes.
As a result, when the wheel is subjected to sharp localized stresses, the most heavily stressed spokes can elongate enough to shift some of the stress to adjoining spokes. This is particularly desirable when the limiting factor is how much stress the rim can withstand without cracking around the spoke hole. "
Sheldon Brown - Well respected expert on bicycles
"... double-butted spokes offer superior strength to a straight gauge spoke. The weakest part of a spoke is at the bend, where the spoke enters the hub flange, typically this is where a spoke will break. Because a double-butted spoke has a smaller diameter around the middle of the spoke stresses will be relieved in this area, which translates to less stress at the bend. There are some weight savings in using a double-butted spoke as well, however that's more of a co-benefit of using a double butted spoke. "
[ http://www.winterbornebikes.com/winterborne-custom-wheels Winterbornebikes.com] - Well respected wheelbuilders
I could quote more references... Anyhow please don't undo my edits on the main page to correct this. User:RijilV   —Preceding undated comment was added at 05:32, 25 October 2008 (UTC)
replies: text: I totally agree that Double butted spokes are stronger than straight gauge for all the reasons you state above.  But that doesn't make them mandatory for use with disk brakes.  They seem to be limited to very high-end handbuilt wheels, and disk brakes are getting pretty common these days.  You can get them on a bike for 500$ these days here in Canada, at my LBS, and probably cheaper at a big-box.  —Preceding unsigned comment added by Keithonearth (talk • contribs) 07:27, 25 October 2008 (UTC)
replies: text: What you're not stating is what factor is being kept equal. If the max thickness is equal, removing material from the middle section of a spoke will not make it stronger. For the same weight of spoke (same amount of material), distributing the material so there is more at the point where it is most likely to break will increase the strength. --195.137.93.171 (talk) 10:10, 16 April 2014 (UTC)
thread_title:  Disc brake Disadvantages 

message: Can someone clarify this recent addition:  Furthermore, a disc brake puts more stress on a wheel's spokes than a rim brake, since the wheel is held only at the hub.  Isn't every wheel "held only at the hub", disc or not?  The logic here seems flawed. --Ds13 17:10, 11 May 2006 (UTC)
replies: text: I think that the critical difference between rim brakes and disc brakes, that the addition was trying to convey, is that with disc brakes the torque of braking occurs between the hub and the rim, while with rim brakes the only time torque occurs between the hub and the rim is at the rear hub during pedaling. It is true that rim brakes can work with radial spoke lacing on the front wheel, while disc brakes require cross-lacing (usually 3x). So while the addition was somewhat inarticulately expressed, it is indeed based in fact. Matt Gies 17:25, 11 May 2006 (UTC)
replies: text: Thanks, that's a great explanation; makes sense.  I used your explanation to clarify the article so the question won't come up again. Cheers.  --Ds13 19:51, 11 May 2006 (UTC)

text: I'm curious why you added the "on the front (non-driven) wheel" qualification to radial lacing?  Opinions and preferences aside, rear wheels can be radially laced (and even more commonly, half-radial laced on either the drive or non-drive side). Thinking about it, I could probably remove the "lighter" qualification also, since there are coaster-brake equipped bikes that use radial lacing on the rear also. This would usually be done with many more than the usual number of spokes (i.e. heavier), but it's a notable cosmetic trend in bikes. --Ds13 21:16, 11 May 2006 (UTC)
replies: text: OK, I hadn't seen/heard of rear wheels radial on both sides. I'm actually running a rear wheel with 1-cross on the freewheel side myself right now, just because I was a little reluctant to jump into a radial lacing there at first attempt, but radial on both sides is news to me. You seem to know what you're talking about, though, so I stand educated. Gzuckier 16:25, 12 May 2006 (UTC)
replies: text: Yes, if you read up on this and talk to builders, there are a lot of conflicting claims.  Every combo is out there (some, probably destined to crumple!)  Some say "radial lace on the non-drive side for maximum strength" and others say "radial lace on the drive side for maximum strength".  They both back it up with their own interpretation of torque and physics.  I don't know enough to know who is right, but you can definitely see radial on both sides (usually with high-profile rims).  Then there's the 72-spoke full radial scene among low-riders and beach cruisers... Cheers! --Ds13 16:51, 12 May 2006 (UTC)
thread_title:  Disc brakes and spokes 

message: "The downhill (gravity-provided) acceleration (while braking) can be assisted by pedalling while front-braking for further stability (this counter-intuitive technique of actively pedalling while braking is akin to "left-foot braking" or "toe & heel" in automobile / motorcycle cornering-braking techniques)."
Does anyone know what this is trying to say? The Heel-and-toe article refers only to setting the throttle while braking in order to facilitate shifting. This can't possible apply to cycling, can it? 
The Left-foot braking article refers mostly to controlling oversteer. It also cautions "this technique should not be confused with Heel-and-Toe, another driving technique." Is the author of the above quoted sentence advocating causing the rear wheel to slide "for further stability"? 
Are there any references for this? -AndrewDressel 03:51, 3 August 2006 (UTC)
replies: text: None found, so it is out. -AndrewDressel 12:38, 4 August 2006 (UTC)

text: The whole section as per 2023 fails to explain the front brake is most powerful, and good technique is therefore to let the front brake do more of the work. 80.7.168.14 (talk) 18:25, 20 July 2023 (UTC)
thread_title:  Braking technique 

message: Prior to the 6 bolt ISO standard and the Shimano Centrelock standard Hope Technology  used various mounting systems:
* 6 bolt mount (non ISO pattern) circa 1991-1993
The disc mounted directly to the hub as per current ISO standard.
* screw on Spider circa 1992-1994
The disc mounted to a separate spider that was screwed onto the hub.
* 15 spline interface circa 1994-
* 5 spline interface years unknown
(hub compatible with the 15 spline spider)
* 6 spline interface 1996 - (years of use unknown)
Nick 3216 17:10, 3 August 2006 (UTC)
thread_title:  Historic Disc Mounting Standards 

message: "if the rim has a pronounced wobble, then either the brake pads rub against it when the brakes are released, or apply insufficient and uneven pressure to the rim when certain brakes e.g. dual pivot, are applied."
What, specifically, about daul pivots vs other rim brakes is the issue with a bad rim? -AndrewDressel 22:28, 23 October 2007 (UTC)
replies: text: Apparently it's because the two calipers (the part where the pads fit to) don't follow an out of true rim, whereas a single pivot will. I could be wrong about the dual pivots, I've never even used them, but I do know the two calipers on a SP will move side to side as a unit ie if you remove the wheel and apply the brake as normal then push one of the brake pads sideways, the other pad will move in the same direction and by the same distance, so braking is not greatly affected by an out of true rim. I don't know if this the case with DPs. Or perhaps it's to do with DPs' higher mechanical advantage, so the pads have to be set closer to the rim, so you need a truer rim. Please go ahead and correct any mistakes. LDHan 00:53, 24 October 2007 (UTC)
thread_title:  bent rims and dual pivots 

message: I have the impression that bike shops like post mount as the ease of setup reduces their service time/costs. On hydraulic brakes, you loosen the screws, pump up the brakes and tighten down the now-centred unit. As usual, I have no citation for this. SteveLoughran 22:07, 9 November 2007 (UTC)
replies: text: I don't find it makes a difference for adjusting the brake, if it's ISO or Post.  If it uses ISO tabs, then there is just an additional bolt that you don't need to touch if you're adjusting the brake.  In theory on either with hydraulic you should be able to (as you say) "loosen the screws, pump up the brakes and tighten down the now-centred unit."  In practise it doesn't always work as it should. I should specify that I'm talking about callipers that bolt on to a bracket, instead of directly onto the tabs.--- Keithonearth (talk • contribs) 01:06, 30 November 2008 (UTC)
thread_title: Disk brakes: ISO vs Post Mount

message: If there are no objections, this should be removed. This section describes something that is simply skidding, it has NOTHING to do with power applied, just mis-use of brakes and very bad trail etiquette. On Concrete/tarmac it damages the tyre and it damages the trail offroad. 86.148.87.188 (talk) 19:38, 27 January 2008 (UTC)
thread_title: "Power Sliding"

message: I've just put some work into greying out the background of a couple of the images.  I'm really happy with the way the single pivot calliper turned out, and not so happy with the way the V-brakes turned out.  The problem with the V's in my mind is all the blue reflected in the arms of the brakes from the frame paint.  I may redo the V's, but I'll do some of the others first.  That is, unless people don't like the idea, I'd hate to do a bunch of work and then have it not used.  Anyone not like this idea?--Keithonearth (talk) 07:54, 8 January 2009 (UTC)
replies: text: Looks sharp to me: very striking. What app do you use to do it? -AndrewDressel (talk) 12:06, 8 January 2009 (UTC)

text: I also like the way it looks - I think it really helps to define the part to people unfamiliar with it.  I did something similar with Bowden cable a while back.  If you have problems with a grey part blending in to the greyed-out background, a colored background might help (for example with :File:Pedderson-bremse.jpg) -SCEhardT 16:40, 8 January 2009 (UTC)
replies: text: Thanks for the positive feedback.  I'm using GIMP to do the image editing, I like working with it.  A coloured background is a good idea to get around the already grey brakes, but I would like to see them look consistant, both in regards to  background colour, and ideally the angle of the viewer.  I don't have a fancy camera, but I do have access to lots of bikes so I may be able to get a shot of high profile canties that fits both criteria.  I notice the centre pull brakes were uploaded by you Andrew, do you have a higher resolution version of the centre pulls?  And/or would you mind taking another photo of the dual pivot?  I was thinking more level would make it easier to compair with the single pivot.  Of course that would mean the way the arms overlap would not be visible, but I think it would be a worth while trade.  You?-Keithonearth (talk) 09:09, 9 January 2009 (UTC)
thread_title:  greying the background of images 

message: The article references to Delta Brakes, and goes on to describe something that sounds nothing like what I know as Delta brakes.  To my knowledge "Delta brake" refers exclusively to a type of brake manufactured by Campagnolo (maybe trademarked).  It's a pretty obscure design.  Like the one described the cable pulls from the centre, but the similarities end there.  For a nice change I have references this time, Jobst Brandt agrees as does Jan Heine in the latest issue of Bicycle Quarterly.  The ones described seem to be Shimano's aerodynamic" Dura-Ace AX (early 80's -- a more obscure design).  If no one objects I'll rewrite the section.--Keithonearth (talk) 21:51, 20 January 2009 (UTC)
replies: text: Ok, I got solid references, so I rewrote it, without waiting around much.  That said, this section seems a bit unnecessary, it's such an obscure brake.  I'd be happy to see it removed.  --Keithonearth (talk) 08:44, 22 January 2009 (UTC)
replies: text: Good refs. I did a bit of a rewrite to separate the "what is it, how does it work" info from the "history" info.  (Also as a test of removing the wikitables - see below.)  IMO we should keep the section.  I don't know of any policy against completeness. ;) --Dmforcier (talk) 15:39, 31 July 2009 (UTC)
replies: text: I'm with you on that. -AndrewDressel (talk) 16:18, 31 July 2009 (UTC)
thread_title:  Delta brake 

message: the name of this article should be changed to cycle brake systems since it talks about trikes too.
Username 1 (talk) 20:14, 5 June 2009 (UTC)
replies: text: That seems unnecessary to me. --Keithonearth (talk) 18:10, 30 July 2009 (UTC)
thread_title:  New name 

message: A number of the brake types have been put into tables, I'm not sure why this was done.  It's not been done for all the brake types, but only the ones that have pictures.  This seems unnecessary and makes the sections on brakes that we have a picture for and the ones that we don't look very distinct from each other visually, this seems undesirable to me, and I don't think it's common practise on WP to do this.  (Or am I missing something?)  I'd like to remove the tables, any objections? --Keithonearth (talk) 18:20, 30 July 2009 (UTC)
replies: text: It too was wondering about that.  Perhaps the contributor was unsure how to align pics to headings?  I vote to go to a more standard style. --Dmforcier (talk) 19:16, 30 July 2009 (UTC)

text: FYI as a test I tried pulling the wikitable from the Delta brakes section.  Since the text is relatively short the next section begins in the middle of the pic.  If there's a better way to control how the sections respect the pic, I don't know it.  Let us know what you think - is this a better way?  (Please don't do a straight revert if you decide to keep the wikitables - I made some editorial changes too.) --Dmforcier (talk) 21:32, 30 July 2009 (UTC)
replies: text: I couldn't stand the tables any more and finally got rid of the last of them.  Here is a tutorial on how to deal with picture stack-up http://en.wikipedia.org/wiki/Wikipedia:PIC I think it looks better now. --Dmforcier (talk) 00:27, 14 August 2009 (UTC)
replies: text: Thanks for doing that, the new layout looks way better to me.--Keithonearth (talk) 00:47, 14 August 2009 (UTC)
replies: text: Phew! Thanks for getting rid of them! -AndrewDressel (talk) 02:24, 14 August 2009 (UTC)
thread_title:  why tables? 

message: My dictionary does not list "calliper" as an alternate spelling of "caliper", though I see that several online dictionaries do.  You can change it back if you want, but it still looks wonky to me. 
Btw, sorry about "centre".  I was unaware of the policy on alternate spellings. 
--Dmforcier (talk) 19:13, 30 July 2009 (UTC)
replies: text: Calliper is the British spelling, as can be confirmed at dictionary.cambridge.org -AndrewDressel (talk) 19:37, 30 July 2009 (UTC)
replies: text: Oh maybe that's it.  I gotta use a British dictionary. :D  --Dmforcier (talk) 20:23, 30 July 2009 (UTC)
replies: text: That is definitely it, along with centre, tyre, fibre, aluminium, license, etc. You can check out American and British English spelling differences for more details. -AndrewDressel (talk) 21:36, 30 July 2009 (UTC)
thread_title:  Calliper? 

message: The terms are used both as if there is a distinction between the two, as in the section title "Cantilever, direct-pull, and linear-pull brakes".  Yet there is no subsection for Direct pull.  Elsewhere the two terms seem to be used interchangeably for the V-brake design.  Sheldon understands them to be synonyms.  
"Linear Pull Brake - Another term for a direct-pull brake. "
Everyone seems to refer to them as V-brakes, but I know we can't use that.  So what should it be?  One or the other (and not both)? 
--Dmforcier (talk) 23:04, 1 August 2009 (UTC)
thread_title:  So, is it 'Direct pull' or 'Linear pull'? 

message: The History section includes:
This doesn't make sense. If their feet were removed from the pedals and put over the handlebars, then they were not braking at all - but if they're not braking, how are they thrown over the handlebars? I find it difficult to believe that the riders used their legs to brake sufficiently hard for them to be thrown over the handle bars and then put their legs over the handlebars to avoid being thrown head first. I think a re-write of this paragraph is required. Mitch Ames (talk) 03:03, 3 February 2010 (UTC)
replies: text: Hmmm. Also, David Herlihy, in Bicycle, The History mentions on page 76 that Michaux velocipedes had spoon brakes in the 1860s, before the advent of the high-wheeler. -AndrewDressel (talk) 03:52, 3 February 2010 (UTC)

text: The recent change to the article to link to Penny-farthing#Operation doesn't resolve the problem, so I've re-inserted a . If anything the link confuses things, because Penny-farthing#Operation doesn't state that the "feet over the handle bars" was to allow them to come off feet first - it says it "made for quick descents" implying that it allowed the pedals to turn faster. In fact Penny-farthing#Operation specifically says that it "left no chance of stopping", which is directly contradictory to being launched feet-first on a sudden stop. Mitch Ames (talk) 08:37, 3 February 2010 (UTC)

text: OK that makes a bit more sense - the feet over the handlebars was to prevent "headers" cause by events other than braking, but in turn necessitated a different means of braking. Mitch Ames (talk) 00:45, 4 February 2010 (UTC)
thread_title:  ... put their legs over the handlebars they would be launched feet-first ... 

message: I ran across an article (wish I could find it again) with a bug on the Talk page that said the article had been set so that only registered? users could change it.  With the spelling issues and vandalism, I think this article would benefit from such a treatment.  Anyone know how to do it? Dmforcier (talk) 19:01, 23 March 2010 (UTC)
replies: text: Procedure here. --Old Moonraker (talk) 12:57, 2 April 2010 (UTC)
thread_title:  Protecting the article? 

message: Does the odd rim band brake merit any discussion?  It is rare, found on Nordic Trak (formerly Yankee) bicycles: http://ustimes.com/Bicycle/  —Preceding unsigned comment added by 71.57.231.68 (talk) 04:19, 2 April 2010 (UTC)
replies: text: That's a great find. Why not include it? We can source it from the Popular Science August 1991 article here. --Old Moonraker (talk) 08:01, 2 April 2010 (UTC)
replies: text: Done. Thanks for the excellent sources. -AndrewDressel (talk) 14:25, 2 April 2010 (UTC)
thread_title: Rim band brake

message: Attendant to moving the discussion of the potential problems with Bowden cables to that article, I noticed that there were several duplications of discussion of the types of actuation mechanism, notably cables and hydraulics.  The actuation mechanism is generally independent of the type of brake; both types of rim and disc brake exist.  So I combined the discussions in to a new section enclosing the Brake levers section. 
One question: does the new section need to be closer to the top?  Or is it okay where it is? Dmforcier (talk) 20:29, 15 June 2010 (UTC)
thread_title:  New Actuation mechanism section 

message: Andrew has been agglomerating come of my one sentence paragraphs (some of which I completely agree with, btw), particularly in the Advantages/Disadvantages sections.  This brings up a question of style.  In those sections I use a paragraph to treat a single Advantage (or Dis).  That often leaves single-sentence paragraphs, but it seems to me that it makes the section clearer.  Andrew seems to want to group the points by component, so several points can appear in the same paragraph.  To me this looks prettier on the page but is less clear and harder to gloss.  Discussion? Dmforcier (talk) 18:06, 19 June 2010 (UTC)
replies: text: See Wikipedia:Paragraph#Paragraphs: "One-sentence paragraphs are unusually emphatic, and should be used sparingly." "Some paragraphs are really tables or lists in disguise. They should be rewritten as prose or converted to unmasked form." I'm all for bulleted lists. -AndrewDressel (talk) 21:27, 19 June 2010 (UTC)
replies: text:  Yeah, that's really the issue.  I didn't want to go there (bullets), so let's leave it as it is, unless there's a popular movement in one direction or the other. Dmforcier (talk) 18:46, 20 June 2010 (UTC)
thread_title:  Ad/Dis - a question of style 

message: And how does it work? 
http://www.vintagebicyclepress.com/images/Schulzbrake.jpg
:Answer: http://www.bikequarterly.com/images/SchulzBrakeSolution.pdf :Dmforcier (talk) 19:32, 22 November 2011 (UTC)
thread_title:  What the heck is this?  

message: The article currently states that "modern hydraulic disc brakes generate more stopping power than mechanically actuated disc brakes." Why would this be true? Both transmit displacement and force while usually converting the former into the later. Both have frictional losses. A citation has been requested for more than a year. Unless a reliable source can be found, this claim should be removed. -AndrewDressel (talk) 00:05, 11 November 2011 (UTC)
replies: text: Okay. Out it comes. -AndrewDressel (talk) 16:37, 16 November 2011 (UTC)
thread_title:  Hydraulic vs Mechanical 

message: The image associated with the rod brake seems to have Bowden cables, even thought 1st sentence of the existing section specifically says that the rod brake doesn't use Bowden cables. -— Preceding unsigned comment added by Erkyturkey (talk • contribs) 23:01, 29 July 2012 (UTC)
thread_title:  rod brake image 

message: I recently became aware that, allegedly, it's common for bikes with coaster brakes to have uneven tyre wear. This came up when my daughter's rear tyre wore completely through. On inspection, it had a few severely worn patches evenly spaced around it. The guy at the repair shop explained this by observing that when coaster braking, the pedals are usually more-or-less horizontal, and this corresponds to only one of a few positions for the rear wheel. (This wouldn't be true if the front and rear chain rings had a relatively prime number of teeth, but this appears not to be how it's done.) Anyway, combine this with the common tendency to skid the rear wheel, and uneven wear ensues.
I found this to be interesting, useful, and non-obvious. However I'm not sufficiently expert in the art to want to insert it into the article on my own authority. I leave this here as a suggestion for others to review and possibly incorporate. -Jgs42 (talk) 23:37, 4 October 2012 (UTC)
replies: text: It sounds more like the problem is that skidding when braking wears out tires, and the article already states "As coaster brakes are only made for rear wheels, they have the disadvantage common to all rear brakes of skidding the wheel easily." -AndrewDressel (talk) 13:02, 5 October 2012 (UTC)
thread_title:  Coaster brakes and uneven tyre wear 

message: A long section about drum brakes was deleted. I wonder why. Nikolas Ojala (talk) 16:28, 11 March 2014 (UTC)
thread_title:  Drum brake 

message: In several places, this article refers to the brakes as converting kinetic energy into thermal energy.  Yes, often they convert kinetic energy when slowing the bike.  But they also convert potential energy when limiting speed while descending without necessarily slowing the bike.  Wouldn't it be more accurate and more general to say the brakes convert "mechanical energy to thermal energy"? JDHeinzmann (talk) 14:52, 5 May 2015 (UTC)
replies: text: Brakes also can hold the bike stationary. Then they're not converting anything; they're maintaining stasis. --Dennis Bratland (talk) 17:51, 16 May 2015 (UTC)

text: 38.69.12.5 (talk) 03:13, 30 October 2016 (UTC)
thread_title:  Kinetic vs Mechanical Energy 

message: Electric cars make good use of regenerative brakes, electric bicycles apparently not so much, even when fitted with a hub motor. Would be really helpful for riders in hilly areas with high brake wear. --2003:C6:3738:2C5D:79B1:D58E:AEEA:DBF6 (talk) 00:35, 17 February 2022 (UTC)
thread_title:  Electric regenerative brake in e-bikes? 

message: I've recently needed to know which is the standard brake side for 2-3 countries, and there does not appear to be a good global source. I'd like to add a table to note the standard country by country of left=front vs left=right. Would this be best placed on this page, or in a linked separate table only page?  — Preceding unsigned comment added by 2406:E003:E15:F001:10EE:9464:C019:7661 (talk) 06:27, 21 April 2022 (UTC)
thread_title:  Brake sides