A few weeks ago Jim asked whether I wanted to shoot some dirt jumping at the Kali Protective HQ. I love photographing new, challenging assignments but to be honest, it’s been a while since I’ve really shot anything dirt related. Sea Otter Classic doesn’t really count as shooting dirt. And I hadn’t really shot dirt jumping. I was worried about not knowing what to shoot, much like how regular photographers photographing skateboarding get laughed at by skateboarding photographers for missing the “peak” action shots which actually matter.
But Jim also said Nicholi Rogatkin was going be in town riding with the local groms. Yes, the Nicholi Rogatkin of Crankworx Joyride fame. So I figured what the heck, yolo. It’s not every day you get to “hangout” with a Triple Crown winner of Crankworx Slopestyle who also happened to pull the World’s first Cashroll on a downhill bike.
The day started out normal enough, photographing Nicholi getting ready, portraits, moments and riding (duh). Things were going as planned until we started doing portraits. It turns out I remembered everything for the shoot, minus my case of lights. Which was a total bummer. I didn’t have enough time to drive home and grab them now. But at least I had one tiny Canon speedlite. I made the best of it and ended up utilizing this set of vintage monkey bars.
It wasn’t long before the kids started to show up. So there we were in a dirt lot turned XL pump track with a bunch of star-struck kids brushing shoulders with one of the hottest riders in the gravity circuit, bantering about tips on how to stop the crankarms from spinning midair, how to approach this one massive jump and running rider train, over-and-over, until well after sunset.
Speaking of the sunset, someone borrowed a full-blown construction light just so everyone could ride well past sunset. And then it was a twelve-year-old kid who gave me a quick lesson on how to operate a bobcat dozer and casually pointed out what’s wrong with the choking generator connecting to the airbag at the end of the jump.
All that happened while Nicholi was busy launching flips and spins like a walk in the park. It is easy to see why he has won so many contests and is so admired by the dirt jump crowd, his riding is athletic, yet graceful and his personality is equal parts hipster and sweetheart.
At one point, a Mercedes rolled up and out popped a former Powder Puff motocross racer. She saw the riders jumping in the air while driving nearby, and decided to pull in to simply watch.
It dawned on me that this was completely different from the other “major league” sporting event I am accustomed to shooting. There were no rope lines, no press passes, no media lounge and no pretenses. It was just a real hang amoungst people who came for the love of bikes.
It was a damn good day, and I’m thinking I should shoot more dirt this year.
That was my first impression of the POC Octal in 2014. Yeah, the bright colors were dope and all, but I had a hard time liking its shape. Plus, I just got a new helmet that I really, truly loved so I was not about to drop a few more Benjamins.
That didn’t stop me from keeping tabs on the Swedish firm’s progress. It’s pretty hard not to notice them on the road either. Similar to its fellow swede compatriot Volvo where you can unmistakably spot one from a mile away, it’s easy to pick out a POC amongst of sea of helmets, not that that’s a bad thing or anything.
The time finally came when it was time for a new lid. I was curious about aero helmets because seriously, who doesn’t like free speed these days. I also despise the feeling of wearing a bucket. I already get that when I have to wear my fire or ballistic helmet, thank you very much.
But I do want a do-it-all helmet.
POC just happened to drop the Ventral SPIN aero road helmet around the same time, so I decided to give it a run. We covered it during its initial launch so I’ll spare the technical details and will focus on how it works on the road. Touted Aerodynamics and ventilation aside, I was especially intrigued with the blue SPIN padding between the shell and my noggin’ that made more than a splash: Lawsuits against those seemingly benign, albeit squishy pads were filed (and settled). Is SPIN finally a challenger to MIPS?
I ended up wearing my all-white Ventral SPIN for almost two seasons now, and it’s time to taIk about it. TL:DR: I am a happy camper.
Sure that POC look takes some time to get used to, but what helmet doesn’t? The Ventral is a bit bigger, more bulbous, and perhaps has an even thicker appearance than a lot of helmets, but it’s a shape that grew on me as weeks passed.
From its frontal view, its generous five intake vents doesn’t give away the fact that this helmet is meant for speed. There are six large exhaust vents in the back that are aggressively shaped with sharp lines like the back of a Lamborghini Huracan. Bold. A dedicated dock for sunglasses is also neatly integrated out front.
Large air vents usually mean ample ventilation at the cost of aerodynamics, but POC mapped them to essentially force the wind in and out of the helmet on a specific flow math to create what is called the venturi effect. In Ventral’s case, the guided airflow utilizes moving air to its advantage to vent and cool heads while producing a more efficient air flow minimizing turbulence.
All those prominent statements aren’t easy to validate without a wind tunnel, but I can say with great certainty that it is a very comfortable helmet to wear day in and day out. The Ventral channels air well, and run cooler than other aero road helmets that I’ve tried while performing admirably in terms of airiness just below the exceptionally airy, climbing oriented Kask Valegro.
But while Kask fell short in the internal padding department, POC’s SPIN pads, short for Shearing Pad Inside were wonderful. Its silicone composition gave it a decidedly more fitted feel compared to regular foam pads.
Visually, it’s difficult to see beyond a humble padding that goes between one’s head and the helmet, but the very same blue pads, or precisely, the allowed movements of the pad’s gel-like center, is POC’s secret sauce to reduce rotational impact and brain damage. The concept does exactly what MIPS does with its movable helmet liner, but POC’s integrated solution is arguably cleaner and more subtle.
At $290, the Ventral comes at a premium, even some $40 more than the Ventral Air, its newer, lighter and more ventilated little brother. I am curious to see how it’ll pit against Giro’s Aether with its new MIPS Spherical system that eliminated the hard plastic slip plane of the original MIPS, or the evergreen Kask Protone. But one thing that’s certain: The Ventral is one heck of a lid one should consider when looking for an aero helmet that excels all around besides free speed.
My wife uses one of those fancy-ass electric toothbrushes.
She swears by it and is constantly telling me I need to open my mind and give it a try.
But for me, it just seems like an unnecessary gadget for gadgets sake.
You know one of those things you really don’t need, like a quesadilla maker or a smartphone controlled doggy water dispenser or a “smart” trash can.
I mean I have been brushing my teeth for quite a while now and at my last dental appointment I was complimented for the condition of my teeth.
And I was also doing a pretty nice job with my “analog” bicycle pump. My tire pressure targeting skills seemed to be doing just fine. Or so I thought, until the Fumpa arrived in my life.
It was my wife, once again, who pushed us into the future. It turns out she had been stopping in at the local bike shop to have them air up her tires while I was out of town.
Now, while I’m super grateful for their excellent customer service, I started to wonder how to future proof her tire pressure issues, just in case she needed air at a time the shop might not be open.
So I did some googling, threw down my credit card and the Fumpa arrived into our lives.
This little red box is nothing short of miraculous.
It charges with a standard USB cable, it fits firmly onto your presta valve and the pressure readout is clear and precise.
My wife finds the gadget to be overly noisy and the vibrations to be off-putting. She still has not completely adjusted to these peculiarities and thus it is not the perfect pump, but it has all but eliminated her trips to the local shop for a top-off.
And as for me, I’ve switched almost completely over to the Fumpa for my tire pressure needs, but I’m still stubbornly scrubbing on my pearly whites the old fashioned way. You can teach an ol’ dog the occasional new trick, but you can’t make him brush his teeth with one of those new fangled contraptions.
In a blink of an eye, I went from working for inGamba Tours and traveling the world with a bunch of shaved-legged, power number crunching, gram-counting, Strava checking, prosecco consuming roadies to hanging out with a bunch of baggie short wearing, hairy leg having, sag checking, flat pedal pedaling, beer drinking, shuttle taking mountain bikers.
Now not all the folks that work at or wear Kali helmets are fat tire fatties, we do sponsor a road team, some triathletes, a few gravel riders and a whole bunch of BMX riders.
But the culture definitely slants towards the pickup truck tailgate-sitting mountain biker set.
And for me this has caused a bit of a culture shock.
Now, don’t get me wrong, I’m not completely unfamiliar with the activity of mountain biking. Hell, I bought my first mountain bike before there was suspension and then proceeded to save all my “extra” money to buy a RockShox Mag21, so I could experience this new fangled thing called a suspension fork.
But it turns out, while I have been commuting by bike, riding the road and doing some “mountain biking” in the Oakland Hills, the real world of mountain biking has passed me by.
I got dropped.
And my attempt to chase back on has been a bitch.
First of all, the trails have gotten deeper and steeper.
The bikes have gotten bigger and more capable of, well, just about everything.
And the riders have gotten more “bruh.”
Okay, the mountain bike riders aren’t any more “bro” or “bruh” then they were before, but it is just a little bit harder to infiltrate the club now that I’ve been away for awhile and I’ve grown a little to grey.
Now, I’m not talking about the type of mountain biking the “roadies” of my previous life were participating in. You know, the kind where they pull on their lycra road kit, throw their leg over their 20-pound carbon wonder whip and pound out 50 miles of dirt, where the up is almost always more important than the down.
I’m talking about mountain biking where the riders hire vans to drive them to the top of whatever mountain there is, any pedaling is frowned upon and the riders are more concerned about the alcohol content of their beer, than the calories in their power gels.
I am not ready for this type of activity.
My shorts aren’t baggie enough.
My shoes aren’t clunky enough.
My jersey is a nudge too “aero.”
My legs aren’t hairy enough.
And my bikes not big enough.
Well, not all is lost, as I have solved the first problem. I’ve bought myself a big ol’ bike to make up for my lack of talent and to try and fit in with my new peeps.
There are plenty more lessons to be learned and shit to buy and this makes me happy.
Remember the Aeroshell? Lazer’s innovative, if simple, plastic helmet fairings have allowed users to convert ventilated models to aero alternatives for several years. It’s a smart accessory adding versatility for users, but with no way to stow it, you better make peace with the level of head sweat you committed to at the start of the ride.
Enter the Bullet 2.0, the latest iteration of a creative, aero-profile Lazer lid that allows quick and easy toggling of the closure of its front-facing vents. Riders can keep things breezy when desiring better comfort and close the vents for better aerodynamics when needed, all without the need for some additional accessory. How does this interesting approach perform in the real world, and how does the 2.0 improve on the original?
First, the specs. Lazer reports the Bullet 2.0 weights 315 grams in size small. The helmet ships with several swappable panels (more on that later) and large Zeiss lens that is specific to this model. Lazer built a rear-facing red LED into the ratcheting retention mechanism for the Bullet 2.0, and finally, there’s a branded cloth bag with a drawstring to keep everything together. Prices vary, but this tester found costs of about $270 online.
The headlining feature of this helmet is clearly the ability to change modes on the fly. The default front vent is more complex than it might appear to a casual observer – there are four “fins” in the sliding mechanism that direct air over the head and pivot to sit flush while closed. The whole system is easy to operate, though this tester found it tricky to apply enough force while in motion in the saddle without much to grab on to. Still, it’s easy, and it works.
It’s difficult for a layman rider to comment on the aerodynamic benefits of “closed” mode, but Lazer offers some figures. If users swap for the alternative panels included with the helmet, turning the transforming vents into a flat surface, the Bullet 2.0 unlocks seven watts of power at about 35 miles per hour. Lazer says this equates to about eight meters in the last kilometer of racing, and for those out there who have lost races by millimeters, it’s a compelling statistic.
Some reviews of Lazer’s first version of the Bullet complained of inadequate airflow even while vents were open, but this was no issue for this tester with the 2.0 version, even on hot summer days at Portland Oregon’s Alpenrose Velodrome. The 2.0 has deeper channels in the helmet than the original version, and a new top-of-the-helmet vent Lazer calls the Venturi Cap is meant to accelerate the air flowing over the top of the head. Even with the solid panels installed, users can still open up the front to reveal a decently large port.
The fit is extremely comfortable – this tester has been using Lazer helmets for years, and true to his previous experience, the Bullet 2.0 applies even pressure around the head. Lazer secures the helmet using what it calls the “Advanced Turnfit System,” a back-of-the-head dial reminiscent of other helmet brands. This tester wondered whether the pivot from the Rollsys system Lazer uses for its other high-end lids would impact fit, but while the Advanced Turnfit System is bulkier in appearance, it is comfortable – and the build-in LED is a nice touch.
The Bullet is noticeably heavier than this tester’s typical high-end lid, about 100 grams heavier. But weight isn’t everything – the old adage was that aero came at a weight penalty, and for weight weenies, Lazer’s own Z1 is advertised at 190 grams for size small. It’s all relative, as this tester’s go-to helmet for many track events is Lazer’s Victor, a space helmet that exceeds 400 grams.
The Zeiss lens for the bullet is a really great touch. Lazer argues that the lens improves the aerodynamics of the helmet, and it fits flush, via magnets, to create a smooth and rounded profile facing into the wind. The optics of the lens are excellent, and there are zero contact points on the face. A single magnet exists at the rear of the helmet to stow the lens when desired.
One minor issue for this tester was that the Bullet would seem to tilt forward over time in an aero position and the un-cushioned bridge of the lens would wind up resting on the nose – I wonder whether a lightweight pad might make for a nice contingency, though perhaps it wouldn’t be worth it in terms of aerodynamics and weight. For those who prefer to use different shades, I had no issues with compatibility with long-armed eyewear such as the Oakley Radar.
Lazer manufactures a host of helmet accessories, and the Bullet is compatible with a heart-rate monitor and an alarm to remind riders to keep their head in the proper position.
So what was life like with the Bullet 2.0 this summer? For this tester, the Bullet addressed a very annoying problem at the velodrome – carrying two helmets. This tester would traditionally use an airier lid for warmups on the track, and only break out the space helmet for time trials. The ability to lean on an all-in-one helmet was a great convenience.
For the versatile competitive cyclist, the Bullet is just a great everyday lid. Keep it open for road climbs and training rides, close it down for criteriums, swap for the solid panels for time trials. With the Zeiss lens and the interchangeable panels, this is a very versatile helmet and a great way to buy some free speed.
What makes for an exceptional bicycle workstand? With many options in today’s marketplace, details make the difference. Topeak’s Prepstand X offers a sturdy and highly portable option with great flexibility, but is this the workstand that works for you? If you like the idea of a one-lever-per-function system that works across an array of standards, read on.
The Prepstand X is an 11-pound, three-legged, foldable unit that relies on a front-fork mount system (as in, take that front wheel off). The 6061-aluminum stand can handle bicycles up to nearly 40 pounds, and an array of adaptors make it possible to accommodate many today’s axle standards. This tester found prices for online retailers between $200 and $250.
Perhaps most notable about the Prepstand X is that each operating lever affects a separate adjustment. Height, angle and rotation are all secured through individual levers. It may seem subtle, but the ability to control only the desired variable is very helpful when manipulating a frame for maintenance. For a hard-working workstand, this is a great feature.
Also notable is the Prepstand X’s ability to pack up in to a very manageable size. This full-size repair stand packs down to the size of a small duffel bag, and this sturdy stand appears ready to put in hard work in the field or at home.
The home mechanic using this stand will appreciate the ability to manipulate a frame 90 degrees from horizontal in either direction, all while maintaining stability via a large tray. A ratcheting strap across the downtube holds the bottom bracket well, and with the quick-release fork mount, the two points of contact are more stable than an alternative seatpost-mounted system.
The easy-to-manipulate control for angle of the subject bicycle does double duty as the control for sliding the bike tray – the whole arrangement works well, and is very user friendly. A horizontal access lever holds securely to keep the stand from rotating, and the unit rotates smoothly when the lever is open.
In short, manipulating the position of the subject bicycle with the Prepstand X is easy, convenient and secure.
Most users would have a rear wheel installed while using this stand, but Topeak does provide a dummy hub insert for cases when a rear wheel is not present. This tester cannot keep track of today’s axle standards, but given the huge array of adapters provided with the Prepstand X (standard QR, 12×100, 15×100, 15×110, 20×110 for the front fork, 5×130/135 QR and 12mm thru axle), this tester assumes that most standards can find home with this workstand.
What’s not to love about this excellent workstand? Topeak does not provide quick releases for standard QRs, but this is a minimal annoyance and understandable amid so many modern axle standards, specifically the rise of thru-axles. Users can simply use the appropriate adapter and whatever hardware came with their hub. This tester noticed some rocking while using the combination of an older quick release and the 12-millimeter adapter, but maintained confidence that this stand is a sturdy, portable platform well-suited for vigorous wrenching at home or in the field.
It’s been exactly one week since I got back from Sea Otter Classic and I am already yearning for more like a hooked gearhead back from CES.
We’ve featured a few pieces of gear in a previous post, and here is more about all the other things I saw. Some gear, but mostly photographs that wouldn’t make it into a story otherwise. I guess you can call it my visual journal.
I loathe going to the North American Handmade Bike Show. IT’s not because the show sucks, but because everything just looks so darn beautiful.
I was admittedly grouchy as I made the trek from San Francisco to Sacramento, yet more than anything, the people, new and old friends, really made the show a whole lot more worthwhile.
Onto the bikes. Well, there were lots of them. Scroll through the gallery and you’ll see why NAHBS is such a fun show even if you have no inclination whatsoever to buy one of these custom steeds. The amount of time the builders, or shall I said wizard artisans, spent in making these ridable show bikes was simply amazing. I hope you enjoy the bikes as much as I do.
Special shoutout to Travis at Paul Component, Dennis at McGovern Cycles, Jeremy at Sycip, Billy at ECHOS, Evan at Alex Rims, and Andrew at Cyclocross Magazine for keeping things light and fun.
Like many of cycling’s iconic brands, the storied pumpmaker Silca evokes a certain emotional response. A well-used Silca floor pump is a necessary component in the mind’s conjuring of an imagined bicycle shop, an essential piece that inspires wonder of the countless tasks it endured, happily, over many decades of service. It is Fausto Coppi. It is driving hours to rainy road races. It is growing up in the saddle. It is timeless, and perhaps the most intriguing bicycle brand story in recent memory was when the nearly century-old family company uprooted from Italy to become an innovative American firm under new ownership.
As the latest offering in the reborn Silca’s growing floor pump lineup, the SuperPista Digital augments the decadent innards of yore with a crisp, colorful digital gauge. Deviating slightly from a familiar silhouette in the pursuit of updated usability, the latest SuperPista doles mercy to those who anguish over tire pressure – and muscular support for the workaday mechanic – in equal aplomb. It is the digital-native Millennial daughter of Italian immigrants, raised on motorsports and Merckx, and notably diversifies Silca’s excellence in several significant ways.
Firstly, and most notably, is the prominent digital gauge of this new SuperPista.
The illuminated and colorful display springs to life automatically when it senses pressure, bright-red digits in precise contrast to a white background. The display measures to one-tenth in pounds per square inch, one-hundredth in barometric pressure and again one-hundredth in kilograms per square centimeter. It is rated up to 220 psi, suitable for perfectionist cross racers and trackies alike.
The display includes a preset function that will flash once the user reaches a target pressure, as well as a battery life gauge, all cast in sharp blacks, reds, blues and greens. The display automatically cuts the illumination and reverts to a monochrome mode after about a minute of disuse, and both modes render clearly when viewed from all angles. The display fully deactivates in about five minutes, ready to spring to life again upon sensing pressure or a quick toggle of the three-button interface. The gauge operates on two small CR2032 batteries, which according to Silca, should provide around 100 hours of use.
The digital gauge is newsworthy on its own in comparison to Silca’s classic analogue approach. Yet the display doesn’t appear to exist for its own sake, but is rather a means to accomplish an updated form factor overall.
Where Silca’s other floor pumps locate the gauge at the base of the barrel, the SuperPista Digital’s clear readout sits at the top of the barrel about three feet above the floor. This greatly improves readability in low-light conditions, and is a welcome touch for the wrench whose eyesight is not as good as it used to be.
The Digital is also the first Silca pump that appears to be purpose-built for the company’s celebrated Hiro chuck. Unlike the classic and simple push-on Silca chuck, the Hiro slips easily over valve stems and clamps securely via a side-lever. Users can dial in the clamping force for the Hiro’s gasket, creating a more secure interface for high-pressure applications.
While the Hiro now comes standard on the top-of-the-line SuperPista Ultimate pump, the magnetic dock on the Ultimate still appears sized for the classic chuck design. For the Digital, the Hiro fits neatly into a recess just under the gauge. The effectively puts all controls for the pump, including the ash-wood handle, on a single dashboard, and limits the need to bend over. This could be a nice touch while servicing bikes on a workstand. A secondary magnetic dock exists at the base, and a separate Schrader chuck exists in-line with the hose.
The hosing for this model begins near the top of the barrel, and users droop the hose under a near-floor catch before fixing the chuck, under tension, to the magnetic dock. This is a departure from the classic routing that passes over the handle before returning to the base, which also keeps the handle from extending. Silca added an extra strap to the Digital to retain the handle and prevent it from extending under transport, and the strap appears easily removable.
The Digital’s base is large, heavy and stable, prepared for hard use and friendly to cleated feet. The pump uses a leather plunger and a plated steel piston, and Silca describes the pump as “more like a suspension fork than a traditional pump.”
In two months of constant use, the SuperPista Digital has become a close companion for this tester and dissolved, through sheer joy of use, some of my romantic’s loyalty to the classic Silca design. The aerospace-esque barrel shape and murdered-out color scheme is a big departure from the vintage charm of older models, but one century on, it’s great to see today’s Silca offering a thoughtful augmentation of tradition. Form follows function for this model.
I think, when you tally up the features for sheer usability, that the SuperPista Digital is superior (gasp!) to the original Silca design and even the premium-material SuperPista Ultimate. In the poor lighting conditions of the early morning and the grey light of the Pacific Northwest, the digital display is a delight. The seemingly slight tweaks to the form factor add up to measurable improvements in user experience, and the Digital, at $275, is significantly more affordable than the $450 SuperPista Ultimate. Still, $275 is hugely more expensive than Silca’s $100 Pista model and scores of non-Silca alternatives that accomplish, seemingly, the same task.
So who is the target audience for the SuperPista Digital? In my opinion, this pump is meant for someone who spends countless hours a year in the saddle, the kind of person who would get better value on a use-per-dollar basis with the Digital than the average rider would on another more affordable floor pump. It is for the no-nonsense rider who knows – but doesn’t dwell on – the mythology of cycling, someone who views the bicycle as a tool for personal experience and athletic achievement. This is a pump for someone who spends as much time pumping tires as some people spend riding.
It is hard to comment on the longevity of the SuperPista Digital after only two months of use, particularly when the manufacturer’s reputation for durability is measured in decades. Will the Digital become a classic for the new century of Silca, a family heirloom, an essential part of bike shop milieu? Time will tell, but kudos to Silca for honoring tradition while pushing the envelope for what is possible with a humble floor pump.
When I was told a few weeks ago that Goodyear was making a comeback into the bicycle tire business, I had to look up what they meant by “comeback”.
To be perfectly honest, I didn’t even know that Goodyear wasn’t in the bicycle business. With companies like Continental, Michelin and Maxxis knee deep into bike tires, you’d think Goodyear, the third largest tire manufacturer in the world, would be in the game in some shape or form.
Well, they were. As a matter of fact, the Akron, Ohio-based Goodyear produced bicycle tires from the company’s founding in 1898 up until 1976.
So unlike Michael Jordan’s one year “retirement” from the NBA, or Johnny Manziel and Dave Chappelle, it’s been 42 years. But guess who’s back, back again? Goodyear is back. Tell a friend. Thank you Eminem for that sweet quote.
While Goodyear’s new lineup consists of nine tires, I am just going to focus on the road-going Eagle.
That’s right, the sole road tire in Goodyear’s lineup shares the same name as the company’s better known racing rubbers both previously seen in Formula One and currently seen in NASCAR… and most likely as OEM tires in some cars. In fact, Goodyear even used the same font to label “Eagle” on the sidewall. Okay, I get it. The Eagle has a deep, high-performance heritage.
And Goodyear was kind enough to send us a pair in 25c to play with before the launch.
Our test samples weigh 310 and 311 grams, just a tad over the claimed 300 grams for the 25C tire. Installation was pretty straight forward. I was told the Eagle is mountable with just a floor pump. I managed to get one of the two tires inflated with no sealant while the second tire needed just a tiny bit of sealant and compressed air from my Bontrager TLR Flash Charger. There wasn’t any overnight leakage, either. I did, however, injected some sealant into that one dry tire for extra insurance before my first outing.
My first ride using the tires was a 70-mile stroll following the weekend’s atmospheric river that caused some minor flooding, downed trees, and well, unpredictable road conditions that left me yearning for those disc brakes on the Focus Paralane I just sent back and I almost went to IKEA instead of riding. Not your ideal day to try out tires for the first time, or was it?
So off I went. Rolling down this 10% hill right outside of my house. The Eagle felt supple, dare I say even better than the Zipp Tangente RT25 I just came off of, or the stable Schwalbe Pro One 25s. Goodyear ostensibly didn’t include much info such as the tpi of the casing used, but did mentioned the inclusion of a Nylon-based fabric from bead to bead called R:Armor to combat against cuts on punctures.
Interestingly enough, the Eagle didn’t balloon as much as the other two tires, measuring at 25.55 and 26.17mm on our Bontrager Aeolus 3 TLR D3 rim-braked wheels. It’s definitely a welcoming tidbit if you don’t have a lot of tire clearance.
Not long after I navigated out across the slippery Golden Gate Bridge, I ran across this broken Jameson bottle in Sausalito. Last time I rode on wet road with glass, the glass won so I was waiting to hear the tell-tale hiss. Nope. Nothing. The show went on.
The more miles I rode on the Eagle, the more I trusted its capability. The proprietary silca-based Dynamic:Silica4 compound designed with a smooth center for low rolling resistance felt lively and comfortable at 90psi.
And that “best in class wet grip” Goodyear claims to have is pretty darn good too. The Eagle handled water graciously with its directional sipes on the edges and grooves to channel water from the center. I’d like to see the comparison chart, though.
It’s still too early to comment on the long-term durability of the Eagle but it’s looking pretty promising so far. So stay tuned for our long-term report. The Eagle retails for $70 in four widths: 25, 28, 30, and 32. The 30mm and 32mm will also come with a second version that includes reflective strip all the way around the tire.