Fumpa: The Electric Toothbrush Of Bicycle Pumps

Fumpa portable electric bike pump

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.

Fumpa portable electric bike pump

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.


The World Is A Funny Place

Or at least, my world is a funny place.

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.

Let the deep and the steep journey begin.


Lazer’s Bullet 2.0 Offers On-Demand Airflow or Aero

Lazer Bullet 2.0 aero helmet review

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. 

Lazer Bullet 2.0 aero helmet review

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.

Lazer Bullet 2.0 aero helmet review
Vents in opened position to maximize airflow

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.

Lazer Bullet 2.0 aero helmet review
Vents in closed position to maximize aerodynamics

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. 

Lazer Bullet 2.0 aero helmet review

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.

Lazer Bullet 2.0 aero helmet review
With the integrated Zeiss lens

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 Bullet 2.0 aero helmet review

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. 

www.lazersport.com


Topeak Makes A Stand

Topeak Prepstand X bicycle repair stand review

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.

Topeak Prepstand X bicycle repair stand review

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.

Topeak Prepstand X bicycle repair stand review height and horizontal rotation levers

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.

Topeak Prepstand X bicycle repair stand review

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.

Topeak Prepstand X bicycle repair stand review cradle bottom bracket ratcheting strap

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.

Topeak Prepstand X bicycle repair stand review

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.

Topeak Prepstand X bicycle repair stand review cradle bottom bracket

In short, manipulating the position of the subject bicycle with the Prepstand X is easy, convenient and secure.

Topeak Prepstand X bicycle repair stand review rear dummy hub

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.

Topeak Prepstand X bicycle repair stand review fork mount

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.



Undefeated II: Stiff Frame Equipped Over A Stiff Drink?

State Bicycle Co. Undefeated II track bike

With beefy aluminum tubing, a tapered fork, an eye-melting paint scheme and a digestible price tag, State Bicycle Co.’s Undefeated II checks many attractive boxes for the flamboyant trackie on a budget. Yet the full build of this stiff-sprinting rig includes some head-scratching part choices for riders who specialize in turning left, and those who are considering the Undefeated II as an affordable track racer should consider building up this frame from scratch.

State Bicycle Co. Undefeated II track bike

First, the frame: State’s Undefeated II is a 4 pound, 11 ounce (size 62cm) 7005 aluminum platform, with old-school-oversize rounded tube profiles, a new-school tapered headtube and a full-carbon fork. The frame features stainless rear dropout inserts, and trackies will be delighted to know it does not include water bottle bosses.

State Bicycle Co. Undefeated II track bike

The paint deserves a mention on its own – you will gasp when you see the sunlight catch what State calls the “black prism” colorway. There are rainbow iridescent flecks all throughout this otherwise murdered-out aesthetic, and the way it catches bright sunlight leaves you lightheaded. Photos just can’t do it justice. It’s spiritual. 10 out of 5 stars.

Ride quality for the Undefeated frame is excellent. At Portland Oregon’s Alpenrose Velodrome, the Undefeated was clearly stiffer than this tester’s old-school steel racing rig. The frame handles hard acceleration with great stability, and the stiffness from the tapered fork was noticeable. At speed, the Undefeated feels very stable and predictable. It’s a frame that just works.

State Bicycle Co. Undefeated II track bike

On to the parts list, starting with the highlights. The Undefeated ships with the Essor USA Bolt track wheelset, which includes a semi-aero rim profile and attractive high-flange hubs featuring large cutouts. The hubs turn smoothly, and the wheels feel plenty stiff. State describes this wheelset, at 2,200 grams, as light enough to race but durable enough for the street. I would call these wheels “just fine,” but low hanging fruit for upgrade. The Michelin Dynamic Sports tires wrapping the wheelset are nice and grippy.

The no-name saddle is another unexpected highlight, one I initially wrote off as a fashion statement. The suede surface does a great job gently holding a rider’s rear end in perfect place, and a flared back offers a nice platform for hard efforts. I wonder about long-term durability, but I’ll admit, it was great!

State Bicycle Co. Undefeated II track bike

Now for the head scratchers – this 62 centimeter-size Undefeated ships with 175 millimeter crankarms, which many would consider appropriate for an equivalently sized road rig but too long for track use. (Other sizes are spec’d with 170mm crankarms – ed.) This Essor Aerodash crankset marks other positive boxes with a true-to-track chainring sizing and an aerodynamic closed spider design, but this is a part to swap for velodrome use.

The top tube of the Undefeated is also rather short to ship with a stubby 90 millimeter stem, and the wide road handlebars feel out of place for the velodrome.

So add it up: riding this fully built Undefeated at the track means swapping a crank at a minimum, with the possibility of swapping a stem and handlebar to get everything dialed in. Throw in a wheelset upgrade and possibly even a saddle, and you can see how building from scratch is the better option for the track.

State makes no mention of velodrome use in its promotional materials for the Undefeated II, branding this bike as a fixie criterium machine. Yet I argue the frame is a great option for a rider on a budget, costing only $580. Full builds retail for $980, and my 62cm test unit comes in at 17 pounds even.


Sea Otter Illustrated

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.

eBike pre-race
As in year’s past I started day one in the Wolf Hill parking lot where most attendees parked their cars. Yeah sure, media parking is a lot closer but I absolutely love the vibe at Wolf Hill, like this guy attaching his race number for the 3rd annual eBike race.
Bike valet Sea Otter Classic
With the first day of Sea Otter being on a Thursday, it was more chill and the valet bike parking was pretty light. Speaking of chill, it was windy and cold and everyone just wanted to pack up, ditch happy hour and go home at 4pm.
Sea Otter Classic Parking lot
If you have never been to Laguna Seca and are planning to visit, bring comfy shoes as your main mode of transportation will be via walking. Lots of walking.
Sea Otter Classic XC-Pro racing Cross Country
It took me 15 minutes to walk from the expo to the XC-Pro race, but it was well worth it to be able to see how smooth and fast these guys are.
Sea Otter Classic XC-Pro racing Cross Country
I shot mostly road races during my limited time last year, so I decided to shoot some XC.
Sea Otter Classic expo
The expo area from afar.
Sea Otter Classic Dogs
Cool dog, cool bike, picture time it is!
Sea Otter Classic Ibis Bow Ti
Still one heck of a bike after all these years.
Sea Otter Classic Salsa Cycles
In case you were wondering what was happening at the Salsa booth…
Sea Otter Classic Rodeo Labs Spork
The biggest takeaway after visiting the Rodeo Labs booth: I love their little details like this embossed spork on its fork.
Sea Otter Classic trials show
No bike festival is complete without a trials show.
Sea Otter Classic Ryder Innovation Nutcracker
Hailed from South Africa, Ryder Innovation’s Nutcracker is a mini tool that combines a valve core remover, a valve core holder, a wrench for the stem nut, and a disc brake pad spreader in one compact package. A must have for those running tubeless.
Sea Otter Classic Structure Cycleworks SCW-1 WTF
With its linkage fork, Structure Cycleworks had perhaps one of the wildest looking bikes at the show. Having said that, I would love to give this 150mm front and rear enduro dualie a try.
Sea Otter Classic fi'Zi:k Transiro Infinito R3
A large vent on the sole of the new fi’Zi:k Transiro Infinito R3 triathlon kicks
Sea Otter Classic Erik Zabel ABUS
Erik Zabel, yes the Erik Zabel, second from right, hanging out with a bunch of guys from ABUS.
Yeti SB130 Lunch Ride Yeti
Sure, Yeti showed off a souped-up SB130 dubbed the SB 130 Lunch Ride here, but all I really cared about was this yeti.
Manual Machine Sea Otter Classic
Manual machines sort of went viral last year… so let’s bring one to Sea Otter. It sure was a popular, not to mention, fun place to just watch.
Sea Otter Classic mannequin
Found that lost mannequin.

Handmade Overload

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.

The McGovern Cycles Monstercross 2.0. Drools.

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. 

Allied Alfa All-Road painted by Brian Szykowny

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.

Fifty One Bikes‘ Mad Bastard experimental TT bike inspired by the ’96 Bianchi titanium TT bike and the classic American-themed Brooklyn Cycling jersey from the 70s.
The Mad Bastard’s cockpit was painted to match the blues on the frame. It also has the new SRAM eTap AXS TT drivetrain.
Caletti Cycles adventure road bike painted by artist Jeremiah Kille.
Impeccable finish.
If I could get one e-bike, it’d be this fresh curvy Sycip
Since it’s a steel Sycip, it’s got the unmistakable penny seatstay cap.
 A Pegoretti tribute bike from Don Walker Cycles
Modeled after the Pegoretti Big Leg Emma, the tribute bike is made with the obligatory massive steel chainstays under its light blue and pink color theme
Italy’s T°RED Bikes brought their Levriero RR steel aero bike to the show.
What I thought was a head tube conjunction more commonly found in aero carbon bikes but T°RED made it out of steel anyway. 
It might not be very obvious, but this Ti Cycles was built with FSA’s ACR (Advanced Routing System) front end where all the cables are routed internally within its own bar, stem, spacers, and headset combo, making one hell of a clean cockpit.
I told you it’s clean.
Here’s another McGovern I really like. While Monstercross 2.0 was fully carbon, this gravel rig has a steel+carbon construction. All the blue tubes are carbon, it’s got carbon-wrapped joints at the seat tube and top tube while the rest of the frame is fillet-brazed steel to combine the best characteristics of both materials.
The carbon-wrapped junction that connects the carbon seat tube with the steel seat stay
Some thought this bike was ugly AF and some thought this bike was offensive given that it’s named Pubesmobile for a dude better known as Bicycle Pubes. But there’s something to be said about this Dear Susan-made frank stein rig. I especially like those curve lines up front.
White Industries cranksets were everywhere at the show but this anodized red/blue version is by far one of the best looking ones. Sorry Paul.
Rob English‘s booth is always a tough one because every bike there can easily win a bunch of awards. This is Rob’s personal bike purposely built to compete in the Trans Am bike race. It’s got some aero attributes such as an aero head tube, fork, clip-on tt bars, a custom carbon fiber storage box while the rest of the storage components are neatly nested.
Both brakes were shrouded with custom carbon covers made by Parlee.
The radical-looking seat stay on this Weis Manufacturing track bike is sure a showstopper but what’s also interesting is the materials used. Weis is the first company to make a frame out of Allite Super Magnesium AE81 tubing that is said to be 50% lighter than titanium and 20 times more shock-absorbing than aluminum.
As to the reason behind the asymmetric seat stay? Better power transfer, according to Weis.
Paul Component founder Paul LOVES his local brewery Sierra Nevada so much he commissioned a Sierra Nevada themed Retrotec single-speed with as much green bits one can possibly cram into a bike.
The custom front rack will fit two 12-can packs of Sierra Nevada perfectly.
Better known for its excellent seatpost and stem, Thomson showed off a prototype titanium bike and matching titanium seatpost they’ve been working on. The Thomson-designed and overseas made 3/2.5 gravel frame will be made in five sizes with details such as accommodation for 650 hoops with clearance for 700×45 tires plus eyelets for fenders, racks, and cable ports.
Besides the titanium bike and seatpost, can I just get some of these Thomson spacers?
It seems everyone that’s doing titanium is also doing anodization at the show, but the Aurora from No. 22 caught my eyes with its matching anodized fenders, Campy Super Record grouppo, and a carbon seat tube pulling double duty as an integrated seatpost.
Just a bit of anodizing on the seatstay bridge. I love the level of detail here.
Based in Salt Lake City, Cerreta Cycles showcased one of their steel road machines made out of Columbus Life tubing plus a custom seat topper covered in a sweet winter dazzle camo-inspired paint job. Oh, this bike is for sale too.
The Cerretta also sports a pair of some incredibly minimalistic-looking and lightweight carbon bottle cages by Alpitude.
Japan’s Panasonic brought two bikes to the show and this is the sole complete bike with a finish inspired by stained glass.
And sure enough it looks like stained glass.
Another gorgeously-made steel road machine. This time it’s the O.Q.O.C from Italian Maker DeAnima featuring Tig welded Deda Zero Custom tubeset, custom cnc stainless steel dropouts, and a BSA bottom bracket. It’ll take a 27.2 seatpost with your choice of external
mechanical or internal electronic routing.
Painted DeAnima logo on the bottom bracket
Spearheaded by legendary framebuilder Carl Strong, Montana’s Pursuit Cycles had one model to show: The carbon fiber LeadOut. As a small batch builder, only 35 of these will be made in your choice of five standard color themes like this gorgeous blue “pursuit” palette. You can also have it custom painted but with the standard paint job this good, I’d happily take the standard paint.
The head badge that also works as a birth certificate with individual frame info.
Our good friend Andrew from Cyclocross Magazine photographing a bitchin’ Seven Evergreen Pro SL with blue/pink finishes and spokes in matching colors by the wizards at Industry Nine.
Awarded “best gravel bike” at the show, Massachusetts made Evergreen Pro SL combines filament-wound carbon fiber top tube, seat tube and seatstays to a 3/2.5 titanium frame with a striking two-piece drive side stay for added clearance.

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. 


Silca Achieves Decadence With SuperPista Digital

Silca SuperPista Digital Floor Pump Review

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.

Silca SuperPista Digital Floor Pump Review

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.

Silca SuperPista Digital Floor Pump Review

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. 

Silca SuperPista Digital Floor Pump Review

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.

Silca SuperPista Digital Floor Pump Review

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.

Silca SuperPista Digital Floor Pump Review

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.

A still working 1980s Pista

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.


The Eagle Has Landed

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.

Goodyear Eagle All-Season Tubeless

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.

Goodyear Eagle All-Season Tubeless

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?

Goodyear Eagle All-Season Tubeless

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.

Goodyear Eagle All-Season Tubeless

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.

www.goodyearbike.com


Focus Paralane: The Two-Wheeled Station Wagon

Focus Paralane eTap

The Paint. That’s right, the paint. It was the paint job on this steed that first caught my attention.

Sure, this is a terrible and vain thing to say, but the paint on this Focus Paralane was truly eye catching at the InterBike media preview night last fall (more on the paint later).

If you’ve never been to one of these preview nights, let me tell you, what gets shown is usually anyone’s guess. You see a whole lot of e-bikes, questionable contraptions, and a tiny bit of sensible stuff.

So there I was hopping between booths and the Paralane was literally chilling next to the Focus booth. The booth guys were pushing a really nice e-bike, but I couldn’t help but be curious about this brightly-colored endurance steed.

To be honest, endurance bikes, much like the American crossovers monstrosity (RIP station wagons), have never really enticed me. I am comfortable on my professionally-fitted road bike, I don’t intend to give that up anytime soon, and I love my station wagon.

Alas, a lot has changed since the introduction of the endurance bike segment and bicycles that fall within this growing category are pretty darn good these days. Standouts such as the Specialized Roubaix, Cannondale Synapse, and Trek Domane are just as fast, if not faster, than their pure-bred racing brethren in such that the line between a road bike and an endurance bike is so blurred, so difficult to ignore, just like the sentiment I got when I was shopping for a SUV recently and inevitably ended up looking at a bunch of crossovers. That’s not counting gravel bikes, either.

Focus Paralane eTap

So I put in a request to review the bike. Then things got busy and I completely forgot about it. So imagine the surprise when the Paralane unexpectedly showed up one morning in early December. Maybe it was a bit of #newbikeday hype or maybe because, unlike Roubaix or the Domanae, I just didn’t know much about this bike.

It has been almost four months since I’ve swung my legs over the Paralane, and even though I love it so much, it was not without its quirks, or shall I say, quirky personality.

The Paralane that Focus sent over came with all the bells and whistles one would expect for $7,999. A lightweight disc-only carbon fiber frame with shaped Comfort Improving Areas (C.I.A), a stiff BB86 bottom bracket for power, 142×12 and 100×10 thru-axles coupled with Focus’ proprietary Rapid Axle Technology (R.A.T) to secure the wheels, with integrated internal cable routings.

e_FocusParalaneSL151

Flatten chainstays to absorb vertical bumps.

e_FocusParalaneSL086

Sculpted carbon forks for ride comfort.

e_FocusParalaneSL230

Room for up to 35c tires.

e_FocusParalaneSL240

Focus' own Rapid Axle Technology (R.A.T) to enable faster wheel change.

e_FocusParalaneSL223

A quarter turn is all that's needed to secure the wheels

e_FocusParalaneSL210

The stock Prologo Scratch saddle was comfortable but also heavy

e_FocusParalaneSL188

Zipp Course 30 wheels with 28mm Continental Grand Prix 4 season rubbers

e_FocusParalaneSL200

A clean cockpit with minimal wirings.

Our bike was kitted with a full SRAM RED eTap HRD compact group set, an Easton EC90 Aero handlebar, a Prologo Scratch saddle mounted and a unique-looking 25.4mm BBB CPX Plus carbon seatpost that’s not to be confused with LaVar’s BBB brand.

Focus Paralane eTap

The only item that was not factory spec was the aluminum Zipp 30 Course Clincher (with factory spec 28mm Continental GP 4 Seasons). The bike will come with the Zipp 302 carbon clinchers and for comparison purposes, we spent half of our testing period on our benchmark Stan’s Avion Pro hoops with 25mm Schwalbe Pro One tubeless tires. As an added bonus, the Paralane also ships with removal mudguards.

Focus Paralane

One thing that immediately made an impression was the taller headtube along with its generous, relaxed geometry. Much to my lower back’s delight, I get to sit a bit more upright at the expense of losing a few watts for not being aerodynamic, but that’s not what this bike is designed for anyway.

According to Focus, the Paralane was intended for “leisure cyclists who like to spend longer in the saddle and don’t mind unsurfaced roads.” Well, that couldn’t be more true given its generous 50/34 compact crankset and 11-32 cassette. Yet the Paralane is so much more than a leisure machine that labeling it as such almost feels like I am sandbagging. The Paralane is one flippin’ fast steed that you can totally race with.

On the less than perfect NorCal roads, the Paralane is smooth, responsive, and stable at high-speeds. Those Comfort Improving Areas, a.k.a shaped stays, worked as advertised to soak up all the shitty road buzz without the need of any suspension elements. The bike has handling that’s direct and firm like an expertly tuned car worthy of the autobahn. Coupled with the powerful SRAM hydraulic disc brakes, the bike accelerates as well as it can stop on a dime.

Focus Paralance eTap
It’s pretty cramped back there.

I found that the more I cranked up the distance, the more efficient of a bike it was. My body didn’t scream at me (as much) at the end of those 100+ mile rides. Those 28mm Continental GP 4 Season weren’t only long lasting but also grippy in all-weather, performing admirably when I took them off the asphalt for some light gravel rides. SRAM’s eTap has also grown on me tremendously with its car-like paddle shifters as well. I really like its crisp, mistake-free touch and the ergonomics finally feel right.

Focus Paralane eTap

I do wish there was more bar tape than just on the drops though, as the bare wing top, while gorgeous to look at, was slippery to behold. It’s a comfortable and stiff handlebar one would expect from Easton, but I would argue that an endurance bike like this one can be benefitted with more secure and padded hand positions, especially if unsurfaced roads are frequently visited.

Focus Paralane eTap

Coming in at 16.9 lbs with the shipped wheels and 16.19 lbs with Stan’s Avion Pro/ 25c Schwalbe Pro One tubeless, with Shimano Ultegra pedals installed on both setups, the Paralane can obviously be lightened up a notch given Focus claims a painted 54cm frame weighs 907 grams minus the R.A.T thru axle. I truly believe doing so will further unlock the bike’s potential. Regardless of its weight, though, the Paralane has quickly become my favorite go-to bike to log those early season miles regardless of weather. The longer the ride, the more this bike’s personality shines. With the bike’s decidedly worry-free parts and the BB86 bottom bracket that didn’t creak once during the four month test period, my personal SuperSix Evo was starting to feel left out.

And that eyecatching, colorful paint job matches nicely with just about all of my questionably, colorful kit choices.

www.focus-bikes.com