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" ... Although the technology needed to electrify manufacturing was available in the early 1890s, it was not fully adopted for about thirty years. Many tried to use the technology alongside or in conjunction with steam-driven engines – creating all manner of work-flow challenges, and it took some time to understand that it was more efficient to use electrical wires and peripheral, smaller electrical motors (dynamos) than to connect centrally-located large dynamos to the drive shafts and pulleys necessary to disperse steam-generated power. The sum of these activities resulted in a significant, and unanticipated lag in productivity in industry between 1890 and 1920. ... "
" ... Ceramic Speed is taking on friction. Yes, the company is battling one of the greatest forces in all of physics. It largely does this through better, smoother bearings in derailleur pulleys, hubs and bottom brackets. The benefits of these upgrade are palpable in the work stand, as wheels and cranks immediately start to spin longer and easier. The signature product is a full pulley wheel system (pictured above) for both Shimano and SRAM derailleurs, where both the bearings and the pulley size create a more efficient transfer of power from the pedals to the wheel. ... "
" ... I realized to perform my workout the way I wanted my students to, it was impossible to do on the Reformer and I’d need to evolve the Reformer and create my own machine. So, I created the Megaformer, with far more handles, pulleys, bars, resistance, etc. that enabled my students to do hundreds of versions of exercises. Soon enough, my workout was the talk among the Pilates community, and instructors were coming in to take my class and try out the Megaformer. They’d try to copy-cat my workouts and bring them back to their studios. Once they realized they couldn’t teach my workout on the Reformer, people started asking me how much I wanted to purchase my machines. I had no idea the demand would grow and be what it is today – with over 400 Lagree Fitness studios worldwide. ... "
" ... Lexus made an analogous decision with the UX transmission, a new unit they call a “10-speed Direct Shift Continuously Variable Transmission (DCVT).” The notable part of that name, CVT, describes the type of transmission. A traditional gearbox has a set of stepped gears and a clutch (either manual or automatic) to select the gear ratio that works best for the demand. You know the sound – the engine revs start low, then build to a crescendo. The transmission shifts, the revs drop, then build again as you pick up speed. This pattern repeats through the gears. With a CVT, there’s no clutch and no gears. There are pulleys and belts that can dynamically apply the gear ratio that keeps the engine in its powerband for maximum efficiency, no matter the demand. It’s a more efficient concept. In execution, though, it has its downsides for driving dynamics and driver engagement. Drivers can perceive the engine as droning, since it maintains a fairly consistent range of revolutions, and there’s also a potential for rubberbanding – the perception that acceleration lags throttle input as the transmission catches up with the engine’s action. Lexus battles these perceptions with its new DCVT by programming gear-like steps into the transmission’s performance. They even provide optional paddle shifters so that enthusiast drivers can “shift” between these steps to emulate a traditional transmission’s performance. It’s not bad – it’s just not authentic. Just like the composite molded material on my porch deck, it may be better than the authentic gearbox when it comes to efficiency, but it’s not quite the same. ... "