Page One, produced and hosted by author Holly Lynn Payne, celebrates the craft that goes into writing the first sentence, first paragraph and first page of your favorite books. The first page is often the most rewritten page of any book because it has to work so hard to do so much—hook the reader. We interview master storytellers on the struggles and stories behind the first page of their books.About the guest author:Dominic Lim holds a master's from Indiana University Jacobs School of Music, is an alumnus of the Oberlin Conservatory of Music, and has sung with numerous professional choral ensembles. Lim is also a member of the Actors' Equity Association and has performed Off-Broadway and in regional productions throughout the US. He lives in Oakland, California and supports the San Francisco Bay Area writing community as a member of the Writers Grotto and as a co-host of San Francisco's Babylon Salon, the quarterly reading & performance series which has featured award-winning authors, including Booker Prize winners, National Book Award winners, and more. You can follow him on Instagram at @jdominiclim.About the host:Holly Lynn Payne is an award-winning novelist and writing coach, and the former CEO and founder of Booxby, a startup built to help authors succeed. She is an internationally published author of four historical fiction novels. Her debut, The Virgin's Knot, was a Barnes & Noble Discover Great New Writers book. She recently finished her first YA crossover novel inspired by her nephew with Down syndrome. She lives in Marin County with her daughter and enjoys mountain biking, surfing and hiking with her dog. To learn more about her books and private writing coaching services, please visit hollylynnpayne.com or find her at Instagram and Twitter @hollylynnpayne.If you have a first page you'd like to submit to the Page One Podcast, please do so here.As an author and writing coach, I know that the first page of any book has to work so hard to do so much—hook the reader. So I thought to ask your favorite master storytellers how they do their magic to hook YOU. After the first few episodes, it occurred to me that maybe someone listening might be curious how their first page sits with an audience, so I'm opening up Page One to any writer who wants to submit the first page of a book they're currently writing. If your page is chosen, you'll be invited onto the show to read it and get live feedback from one of Page One's master storytellers. Page One exists to inspire, celebrate and promote the work of both well-known and unknown creative talent. You can listen to Page One on Apple podcasts, Spotify, Pandora, Stitcher and all your favorite podcast players. Hear past episodes.To get updates and writing tips from master storytellers, follow me onFacebook, Twitter, Goodreads, and Instagram.Until then, be well and keep reading!In service,Holly
This week I had an awesome conversation with Don Swartz, who coaches my wife's Masters swimming program at North Bay Aquatics in Marin County, California, and is someone I respect, admire, and try to emulate in my own life. Don was inducted into the American Swimming Coaches Association Hall of Fame in 2013, he coached several swimmers to Olympic, World Championship and Pan-American teams in the early-to-mid 1970s, not to mention a handful of world records (including Rick Demont in the 400m freestyle when he became the first person in history to break 4 minutes in the event), and he's widely credited with revolutionizing modern-day swim training with the introduction and implementation of cycle training (i.e. alternating hard days with easy days) in the early 1970s. At 77 years old Don is still on the deck, coaching both youth and Masters athletes at North Bay, and he's beloved by his athletes and fellow coaches alike. I recently sat down with Don for a couple hours at his kitchen table to talk about his coaching journey, how he approaches working with swimmers despite never being a competitive swimmer himself, founding the Creative Performance Institute in the 1970s and teaching the mental side of sport to coaches and athletes, how he stays sharp, what keeps him going, and a lot more. This episode of the podcast is the second installment of the Coach-to-Coach series and it's an instant all-timer (it's got some Frank Gagliano vibes to it), full of amazing stories, anecdotes, and practical applications for coaches, leaders, and community builders across a wide range of domains.This episode is brought to you by:— Tracksmith. If you buy anything on Tracksmith.com, and you're doing so for the first time, use the code MarioNEW to save $15 on your order of $75 or more. If you're already a Tracksmith customer, use the code MarioGIVE and you can get free shipping on your next order and 5% of your purchase will go to support the Friendly House in Worcester, Massachusetts, an organization that is near and dear to me.— Goodr. Goodr sunglasses are just the best! They don't bounce, they don't slip, they're polarized to protect your eyes, and they come in a nice range of styles and fun colors. They're also the most affordable performance shades on the planet with most pairs costing only $25 to $35 bucks a piece. If you want to support the morning shakeout and treat yourself to a pair of goodrs, head over to goodr.com/MARIO or enter the code MARIO15 at checkout to get free shipping on your order. Look good, run goodr!Click here for complete show notes and sign up here to get the morning shakeout email newsletter delivered to your inbox every Tuesday.Music and editing for this episode of the morning shakeout podcast by John Summerford. Hosted on Acast. See acast.com/privacy for more information.
Point Reyes may be known for its cows and lighthouse, but locals also want it to become a destination for darkness. Residents have petitioned to certify part of Marin County as a Dark Sky Reserve. But, persuading some people to dim their lights has turned out to be a challenge. Those efforts are just one part of an international movement to reduce light pollution and preserve dark skies. While the invention of the lightbulb – less than 150 years ago – changed the course of human history, excessive use of artificial light has become a nuisance that disrupts the wellbeing of humans, wildlife, and the planet. We'll talk about light pollution, stargazing and the benefits of darker skies. Guests: Josh Riedel, author of the novel "Please Report Your Bug Here" and the recent article "Saving the Night Sky," which was published in Esquire magazine John Barentine, astronomer and founder, Dark Sky Consulting, LLC; former director of public policy, International Dark Sky Association Peggy Day, Point Reyes Station resident and dark-sky advocate; cofounder, DarkSky West Marin Don Jolley, astronomy teacher and storyteller, DarkSky West Marin
Paul Justison fled a toxic home and a conservative Arizona high school in 1966 and spent most of the next two years in Haight-Ashbury and Marin County, engaging in all the pleasures and follies that magical time had to offer. During this episode, we dive into Paul's experiences during the 1960s counterculture and discuss his new novel Lost & Found in the 1960's. Trip On This is also available on all podcast platforms worldwide. Donations Welcome
Welcome to episode 111 of the Make Your Mark Podcast! Get ready for an electrifying conversation as Kay sits down with Adryenn Ashley, an NFT futurist, designer, and founder, focused on designing communities of the future. From her Marin County's tech-savvy upbringing to her early adoption of groundbreaking ideas, Adryenn shares her remarkable journey, emphasizing the power of being ahead of the curve and encouraging listeners to seize early adoption opportunities. Tune in for Adryenn's profound insights and dynamic perspective on the evolving landscape of blockchain and web three technologies. Here's a breakdown of what to expect in this episode:• Podcasting Amidst the Pandemic: A Journey of Skill Acquisition• Web Three and Content Ownership: The Evolution of Online Platforms• Elevating Content Quality: Television-Level Broadcasting in the Digital Age• Engaging Audiences through Gamification: Unlocking the Power of NFTs• Mastering Media Pitches: Simplifying Communication for Maximum ImpactAnd so much more! About Adryenn Ashley:Adryenn Ashley is a prominent figure known for her significant contributions in various fields. She has earned recognition as the #1 Woman in Blockchain Global Influencer in both 2019 and 2022. Beyond that, she holds titles as a Venture Capitalist, Award-Winning Author, Filmmaker, TV Host, and Social Influencer. Her ventures include initiatives like "Starting Conversations That Matter," "CryptoVixens," and "Minting the Future." Check Adryenn Ashley on…Website: https://adryenn.net/LinkedIn: https://www.linkedin.com/in/adryenn/Instagram: https://www.instagram.com/adryenn/Twitter: https://twitter.com/adryenn Connect with Kay Suthar!Website: https://makeyourmarkagency.com/LinkedIn: https://www.linkedin.com/in/kay-suthar-make-your-mark/ Go ahead and check out my podcast agency: https://makeyourmarkagency.com/ For more info, please feel free to email me at email@example.com
Our guest is on the cover of San Francisco Magazine's STYLE issue this week— and for a good reason. Rachel Skelly is the Creative Director and visionary behind CAST Jewelry, a fine jewelry company with a mission to revolutionize the jewelry shopping experience. Through uniquely designed packages and colorful creations, CAST inspires and captivates its customers. Rachel's success at CAST Jewelry stems from her graphic design background and experience in leading multiple start-ups. She and her Co-Founder, Eric Ryan, craft a well-designed customer experience and collaborate with female jewelry designers and artisans worldwide to carve out CAST's niche in the fine jewelry market. CAST Jewelry can be found in Marin County's Corte Madera shopping center. For more information about CAST Jewelry, please visit: https://castjewelry.com/pages/about-us Meet Rachel Skelly!
The CopDoc Podcast - Episode 110 Prepare to be enlightened by Sylvia Moir, the Under Sheriff of Marin County, California, who carries with her a wealth of knowledge from her 35-year policing career. Sylvia's philosophy of leadership is characterized by an intense focus on listening and understanding, acknowledging that her role encompasses more than just her — it is about the organization, the community, and the profession. As Sylvia unravels her experiences, she opens up about her unique approach to professional development, demonstrating how strategic delegation and a commitment to diverse perspectives can empower a team and enrich decision-making processes. She also explores the evolution of the policing profession, underlining the rise in intellectual standards and underscoring the importance of accountability, certification, and pride within the force. In the latter part of our discussion, Sylvia highlights the vital role of collaboration and humanity in policing. She also delves into the concept of regionalization and customer service in law enforcement, drawing the line between civil rights and human rights. Wrapping up with a captivating tale about a DEA agent's approach to conflict, this episode promises a riveting journey into the mind of a seasoned law enforcement leader. Prepare to be inspired, challenged, and enlightened.Contact us: firstname.lastname@example.org Website: www.copdocpodcast.comIf you'd like to arrange for facilitated training, or consulting, or talk about steps you might take to improve your leadership and help in your quest for promotion, contact Steve at email@example.com
This week's episode is part 2 of our interviews from the Made Bike Show in August 2023. We speak with Moots, Fat Chance, Hot Salad, Seeker, Neuhaus, Pinebury, Circa, Story Street, Paul's Components, Stinner, Horse, Frameworks and Bosch. Episode Sponsor: Hammerhead Karoo 2 (promo code:THEGRAVELRIDE) Support the Podcast Join The Ridership Automated Transcription, please excuse the typos: [00:00:00] Craig Dalton: Hello, and welcome to the gravel ride podcast, where we go deep on the sport of gravel cycling through in-depth interviews with product designers, event organizers and athletes. Who are pioneering the sport I'm your host, Craig Dalton, a lifelong cyclist who discovered gravel cycling back in 2016 and made all the mistakes you don't need to make. I approach each episode as a beginner down, unlock all the knowledge you need to become a great gravel cyclist. This week on the podcast, I've got round two of my interviews from the made bike show in Portland, Oregon. In this week's episode, we've got John from moots. It's talking about that seven 50 B wheel size got Chris from fat chance. Be vivid from hot salad. Chris McGovern from seeker and McGovern cycles. Nick new house, the pine Berry team, circa story street. Paul's components, Aaron from Stenner. A horse. Frameworks Bosch. We've got it all. Another exciting episode. Can I tell you how jazz that was to attend this show and get all these great interviews And I guarantee I'll have some of them on, for longer form interviews so we can get an even deeper dive as to their backstory and what they're all about as a brand. And frame builder. Before we jump in, I do need to thank this week. Sponsor hammerhead. And the hammerhead crew to computer. As many of you wind down your advent seasons, you may be looking forward to a winter filled with exploration and adventure rides. And there's no better device than the hammerhead crew too, for those adventures. It's the most advanced GPS cycling computer available today with industry leading mapping navigation and routing capabilities that set it apart from other GPS had units. You can seamlessly import. Roots from Strava commute and more you can route and reroute on the fly and create pin dropping routing with all with turn by turn directions. With upcoming elevation changes. You know, this device is always up to date with the latest software as they do biweekly software updates, making sure that they're adding the latest features, whether you bought the device two years ago or tomorrow, you're ready to go with a hammerhead kuru too. For a limited time, our listeners can get a free heart rate monitor with the purchase of the crew to visit hammerhead. Dot IO right now and use the code, the gravel ride. At checkouts today, it's an exclusive limited time offer for our podcast listeners. So don't forget that promo code. Just add the heart rate, monitor to your cart, along with the crew too, and use the code, the gravel ride today. With that said let's jump right in to all these conversations from the made bike show in portland oregon [00:02:48] Jon | Moots: Can I get your name and brand? John Caribou from moots based outta Steamboat Springs, Colorado. Good to see you again, John. You too. One of the like, moots doesn't need a lot to draw attention to itself. The titanium frames have always been gorgeous. We've had you on the pod. I've toured the factory. I know the type of work you do, but one of the bikes you have today is making a lot of noise here at the Maid show for a very specific reason. Can you talk about that? Yeah. It's Yeah very much in prototype stage right now. But the seven 50 D wheel size seems to be catching a lot of people interest and, comments out there on the social medias. But yeah, it's, I think it just lends itself to the lineage and the heritage of Moots over time. Just always being on that forefront of innovation and trying different things. It doesn't mean that. This is a defacto new standard by any stretch. It's definitely a new option and honestly that, that wheel size been, has been ridden for some over the last four to five years. We just haven't seen it. Gotcha. And you W t B was the partner who came to you with the rim and the tire, presumably, to explore this. People who've been around mountain bikes for a while will remember that. 26 to 29 moments. Can you talk about what's the rationale behind a bigger wheel size? Yeah. It's, to me being around the industry long enough, I do remember the introduction of the 29, and it was the same company that, W t V that came to us with a rim and a tire at, in 98 and said, what do you think about this? Let's, do you want to build maybe a test bike? And we all know, the. History of the 29 inch proliferation in the bike world, and not that this is gonna happen there, but always nice to be nimble enough to set up and build a frame around a given wheel size. And Moots is in that position to be able to do that. Yeah I remember that moment and getting on the first 29 ERs and thinking it took a little bit more to get the wheel going, but when you rolled over stuff and when you had those bikes going, It was remarkable for me and I was a very early convert to that bigger wheel size. So it's just a curious kind of intellectual process I'm going through and understanding like, what would a gravel bike feel like as someone who rides very technical terrain, I could see the advantages of rolling over stuff more easily. And you mentioned the contact patch extending on a bigger wheel and what that might mean to the rider. Yeah, I think it's, if you think about. Riding gravel. There's not a lot of extremely technical situations where you're making hard turns. It's a lot of straight line speed. It's a lot of straight line hits to the outer edge of the tire and rim combination at that point. So making it longer and, quite a bit bigger, spreads that out and lessens, washboard, it lessens baby heads and whatever you might encounter. In a similar passion that the 29 did for the mountain bike world. Yeah, I think it's just been really interesting as gravel you could argue that it started out as being road bikes plus as we started to allow bigger tires in there and explore different terrain. But it's super interesting as we get into this moment many years into the gravel evolution, to start just exploring things differently and thinking about, yeah, it doesn't need to feel like a road bike as you're going faster and these bikes are getting more capable. Who knows, maybe a bigger tire size and bigger start, a bigger ring rim size will have advantages that riders will start to see as they start to spend time on this new size. Yeah it'll be interesting and, we're anxious to put more time on it. Honestly our time has been limited, but we're getting there and, throughout this fall, late summer, we'll be logging miles and jotting down our thoughts and getting feedback to W T B and. Anybody that would be interested in listening. Yeah. Amazing. Thanks John. I can't wait for that additional feedback. Yeah, Craig, thanks for having us. [00:06:54] Chris | Fat Chance: Okay. Can I get your name and the brand? Yeah. The name is Chris Chance and the brand is Fat Chance Bikes. We're now building all our bikes in Medford, Oregon. Got a nicely set up shop there and we've just introduced the Thai crisscross, been doing it in steel for a number of years and I'm really excited to be doing it in titanium and the people that have been buying them are really excited to ride them. Were you working with titanium with the mountain bikes many years ago to begin with? Yes. Yeah, we started in 93, building a titanium yoti. Okay. Called it a fat chance back then. But yeah, so we built a bunch of titanium bikes and getting back into, you know, relaunching the brand. A couple of years ago we were mostly doing steel, but you know, Ty really called me back. What do you like about Ty for for a gravel bike purpose? Well, in general I love Thai because, you know, it never rusts. It's got a nice kind of springy resilience to it. I I like to do the engineering where we're, I have much experience in steel in designing bikes and tube diameters and wall thicknesses to get the, the, the ride properties I want, the the resilience, the, the stiffness where I want it, and the, just the lively feel in the bike. And so I I translate the stiffness of a steel tube into titanium using a computer, and that way you get all the benefits of titanium. It's lightness, it's kind of springy feel, but I'm designing the bike more for the stiffness of the ride. So it gives you the performance you want as you're riding, like, especially like off road, you know, if you're going down a, say a trail at like as much as 30 miles an hour, your bike is, you know, bouncing around or whatever, and you're just focused on where the front wheel is going. But if you're bouncing around a bunch, your body is taking information from what the rear wheel is doing through your feet and you, without really being conscious of it, you're doing the corrections of that through the pedals, cranks and, and frame to the wheel to keep the rubber side down. And so how the bike feels is just really important to me that I want to have the rider and the bike work as one. Right. And so having that, that ability to Sense what the bike is doing at some, like, not even a conscious level, but developing the trust that the bike is there for you, you know, you can do what you wanna do and the bike is, is supporting you and having that peak experience. What is the customer journey to get a, a fat chance at this point? Is it, is it a custom process? Are you building stock frames? We built stock frames, but we do some custom sizing and you can you can email us at yo at Fat Chance Bike. And get the conversation started. There's also a phone number on our website, fat chance.bike. It's do bike instead of.com and we can talk on the phone, we can do email and just get everything nailed and build you an awesome bike. I know some of the, you know, challenges in working with titanium tubes are around tire clearance and things like that. Yeah. What, what kind of tire clearance can you achieve? Yeah, so we can do pretty much any tire clearance, if you notice on this spike. We have what we call a demi yolk. Yep. And that affords us the same rigidity, excuse me that a full tube would, would offer, but gives us the, the clearance for wide tires. Like this bike will take up to like a, a 44 millimeter 700 C or a 2.1 up to two inches or 2.1 inches. And if you need to write a double, we can account for that. Typically our stock bikes are just one buys up front. Got it. But we have a lot of room because we're using this demi oak design. And what kind of turnaround time do you look at to get a bike? Yeah. Right now we're in the roughly eight to 12 weeks, depending on the model. Okay. Yeah. Pretty quick. Yeah. That's great. Thanks Chris. All right. [00:10:36] B Vivid | Hot Salad Bicycles: Can I get your name and brand? Yes. It's B Vivid from Hot Salad Bicycles B. Where are you building out of? We're here in Portland. Okay. Yeah. And how did you get into Frame Building? Oh, long story. Give us a short version. We can have you back for the long form one. Okay. I used to sit at Destroy Bike Co in the Bay Area and Sean Eagleton was building bikes there and I was like, this is a thing, I can build bikes. That is absolutely what I'm doing. 15 years later, here I am debuting hot salad bicycles. And I've been chasing welding all over the country. Amazing. So you've built up your expertise and now you're ready to go out with hot salad. Yes, exactly. So you're a custom builder. So talk about the customer journey. Like how do you like to get to know the customer so that you can build the bike that's right for them? What kind of materials do you use? Yeah, so I build in steel and titanium. And I like to talk to the customer. We have quite a few emails back and forth. I would just wanna know where you're riding. Like what are you riding on? What do you like to ride fast? Is that a thing? Do what is your current favorite bike that you like to ride? And then what don't you like about that bike? Yeah. Those are the basics. If we're having that conversation, just say, for example I've been on like a random carbon bike, some specialized bike, and I like the way it feels. Sometimes I, even me, I have a hard time articulating like, what is it that I like or what have I, what I don't like? How do you eke out those qualities that then translate to you as an artisan giving me what I really am expressing? Absolutely. I do some research, right? I go look at that specialized bike and I see what specialize is saying about it. But I also know the inherent differences between carbon, titanium, steel, right? Titanium is gonna be a little flexer. So if we're trying to make a carbon feel, which is what Rook asked for on her bike you're gonna have to go up a tube size right. And that's gonna make it a little bit stiffer, give you that snappier ride quality of a carbon bike when Ty is so much flexer. Gotcha. So there's just small things like that where over the years I collected those tidbits from other builders and other people who are willing to gimme time. Amazing. Yeah. And what type of bikes do you like to build? All types. I'm down for the weird ideas. I built that titanium clunker behind you as well that I showed at Philly Bike Expo. And then this is a beautiful all road that wanted to be a little bit more aggressive because Rook is an excellent rider. And I make commuter bikes. I just making, so it doesn't really matter what type of bike it is. And from a customer interaction, how long does it take to get a bike? Once they've, once you've locked down the design elements of it, you've done your research. How long does it take to produce a bike and get it back out to the customer? Yeah, probably about a month. And I know that's a long time, but I'm currently doing all of my own finish work as well. So unless you want me to send it to Black Magic or something like that. And then it could be probably as little as two weeks. And how do you think about finish work? Are you doing your own painting or are you doing anodizing? What kind of options do you make available for customers? Depends on the material, obviously. Yeah. But I have a powder coder who is excellent and he can do fades, he can do sharp lines. And then I also have, I do. I did the t anodizing on this as well. And then, yeah, those are the two options that I currently offer, but I'm hoping to add wet paint in the nearest future. Okay. Okay. And what's the best way for people to find out more about the brand and your story? Yeah, hot salad bicycles.com. Okay. And are you on Instagram and any, the socials? I'm hot salad underscore bicycles on Instagram. Got it. Thanks for the time. B Yeah, thank you. [00:14:06] Chris | Seeker & McGovern: Can I get your name and brand? Chris McGovern. And now what brand are you gonna say? That's my question. We're here with Seeker right now. We do have a McGovern bike in the house, but we're launching Seeker bike company today. Yeah. That's awesome. So McGovern bikes, custom carbon bikes. Yep. Great looking stuff. You've been building for a while. Yep. But we got these seekers in front of us. So tell me about the brand. The intention and what we're doing here. Yeah. Basically with these metal bikes, the steel and titanium gravel bikes, I'm just trying to get, basically make it more available, get people on bikes, on building more readily available, easier to do. Obviously the materials are superior. Materials for riding gravel, the carbon customer is a different customer, basically, yeah. Where are you building these bikes? These are be, these are being built in the, in Portland. Oregon. Okay. At the moment they're going to be built in Olympia, Washington eventually. But yeah, US made, yeah. And what's the customer journey look like? Or do you have stock sizes? Is this a custom jam? Yeah, so we're gonna do stock with custom options, basically. Okay. So the geo will be stock 50 to 60 centimeters and two centimeter increments. But we can customize anything. So I want you to go to the website, be like, yep, I'm a 54. I want that stock color. I want that build kit. Boom. And we're gonna try to have that two week turnaround. And when I think about my, like tire size desires and things like that, do you have flexibility there or have you built around a particular tire vision? So the gravel this version of bike is designed around a 45 C 700 by 45 and up to a 46 tooth single ring. So it could be two by or one by. Gotcha. But I want you to be able to do unbound and throw the big meat on if you're rolling, if you're Keegan Swenson or whatever, you wanna roll that big single Yeah. With the the mullet build or the Explorer build, whatever. Yeah. We want to have that clearance for that. So we've designed around that. Yeah. And you mentioned you're offering a steel bike and a tie bike. What do we see different visually between the two bikes and what sort of adaptations do you make going to tie from the steel? So on. What we see here basically is the same geometry, same style. We have a different seat stay cluster on this one. I do think that the tie bike will end up being the mono stay, like the steel. Okay. We're just need, we're working on repeatability of that. Tie's a little bit trickier to bend but we're gonna do that, I'm pretty sure. The same weeding of the tubes, the down tube is swedged for a little bit to the T 47 bottom bracket. So it's a little stiffer, laterally, 44 mil head tubes. The geometry will be very similar. The, if you've ridden tie, the ride quality is a little bit different. Yeah. Titanium's kind of like air quotes, the forever material. So that's why the tie offering is there. It's a different customer again. Nice. Yeah. Let's talk quickly, Chris, about the origin of the Seeker brand. 'cause I do remember this project at the very earliest start of Covid. Yeah. Lockdowns. Yeah I've, okay. I've been riding bikes for a million years and your brain goes in weird places when you're riding your bike all the time by yourself. And I've had this saddlebag designed in my head forever, and usually just meant I'd come home from a training ride and get the scissors out and chop on the bag I was currently using. And during Covid, for whatever reason, I just decided I got on Amazon, ordered a sewing machine, bought some fabric, and started making saddlebag. I love it. And it turned out to be really good. Some people wanted it, so I made some for some friends and then I was like, oh, I'm gonna get some labels. And I actually was labeling them as McGovern cycles thinking, Hey, when someone buys a bike, I'm going to throw a saddle bag in their box. Yeah. And then bike shops wanted 'em and I was like, ah, it's gotta be something else. So we came up with the seeker logo. I worked on the artwork with Matt Loomis, who's done a bunch of work with Paul Components. We came up with this cool logo. And the people like it. Like we've been selling a lot of t-shirts and stuff and so I felt oh, this branding is strong. Let's do some bikes. Yeah. I think it's super evocative seeker. Yeah. Exploration. Yeah. Makes a lot of sense. Yeah. Are you I've seen you explore a lot of different bag. Options for your running. Yeah. For various things. Yeah. Are you now just settled on the seat pack as being the one product from Secret? Oh, no. So it's our only like stock product for the bags right now. I do some top two bags. I do some I call it the rapid response bag, like for racing scenarios, it's like quick to it. I do frame bags. Those are a little bit more custom. They require a template. Yeah. I build, I built hydration vests. I built. Fast packs. I built backpacks. I'll sew anything really. But I think the secret stuff, we're gonna keep it towards the bike oriented stuff. Possibly. The new website is Secret Adventure Gear, so it's still open-ended. Yeah. You're ready to go? Yeah. We're ready to go. We're ready for whatever you need. We're ready. I was just gonna ask, what's the best place for people to find out more information about the bikes and the bags? I think right now as the Instagram handle, yeah. Okay. Is a secret At secret, a dv. The website is secret venture gear.com. Sweet. Yeah. Thanks for sharing this, Chris. Yeah, thank you. [00:19:07] Nick | Neuhaus: Can I get your name and brand? I'm Nick Newhouse with Newhouse Metalworks. Nick, where are you building out of? We're building out of Novato, California, so Northern Bay Area. Nice. Right up the road from myself in Mill Valley. That's it. I started to hear about your brand through a neighbor in Mill Valley who had one of your hard tail mountain bikes and then later learned you've been doing some gravel bikes. Can you just talk a little bit about the brand and the type of gravel bikes you're putting out there in the world? Yeah, so we just released this weekend actually our steel anti Tanium drop bar, bike lines. The steel line is the Solana. It'll be available in a road, an all road and a gravel version. And to pick the part, those three different categories, what do they translate to? Yeah, so the road version will have a 32 C max. It'll fit a double chain ring larger sizes for those longer road rides. The all road model kind of blends a little bit of gravel, a little bit of road, right. It's got a, a little bit of that road geometry. It'll fit up to a 40 C tire. Still can fit a double chain ring and then the gravel model will go up to a 48 C tire. And it'll be won by specific for those rougher roads, dirt roads, gravel roads wherever you wanna take it. Gotcha. And I interrupted you, I think you were gonna move on to the titanium model over here. Yeah. So the Eon is our titanium version of that. It'll be offered in the exact same configurations. So you'll have your road, you'll have your all road, and you'll have your gravel. We will also offer the eon in an advanced model, which will be very much a, a custom frame set and a departure from our stock sizing. And it'll come with three D printed dropouts that are unique to your specific build. Okay. And it does look like on this titanium model, you're doing some unique stuff with three D printing already. Yeah, so we we use three D printing on all of our bikes. You know, it's not a gimmick. We use it to make sure that we're building the best bike for our customers and the best bike that we can possibly put out into the world without you know, going to a point where they're just, you know, this unobtainable price point. So we always three d print our y yolk. It just, it helps us have flexibility and material choices for rider, weight, size use. We do that on our mountain bikes and all of our drop bar bikes. Got it. And what was, what's sort of the quick origin story of the brand? Yeah, so I've got a a background in motor sports. I've always kind of just fabricated things. Always been a cyclist, you know, you can't grow up in Marin County and not ride bikes. And a couple years ago people finally just wanted to, you know, they, they were knocking on the door wanting to buy bikes and, you know, I wanted to build good bikes. So, yeah. Am I correct? The sort of origin started building. Hardtail mountain bikes. Yeah. That's definitely what we're known for. Okay. So our, our hummingbird model, definitely our top seller. Well received, well reviewed and we're just looking to expand that success into the drop bar market. Nice. And working with both titanium and steel, obviously there's different challenges and different learning curve around working with titanium. Did you start doing titanium on the mountain bikes? We did. Okay. Yeah. So You know, titanium has just always been something that was present, needed to be done. You know, it's like there's a right bike for everybody. There's a right material for everybody based on use, based on needs, based on price point. The way I like to say it right is your steel bike. It's your Cadillac, C T SS V ride's. Great. You can live with it day to day. It comes in at a good price point. The titanium bike is your Corvette. It's sportier. It's faster, right? You know, maybe not the greatest for taking the family to the park. But it serves a purpose as well. Got it. What's the customer journey look like for you? If they've discovered the brand, what does it look like from them getting into contact with you for the first time to getting a bike in their door? Yeah, so we really try to maintain the quickest lead time possible. Right now we're at four months. Our throughput is very high. We have a very manufacturable process right there in Marin County. If a customer wants a bike, they have options. You can order a bike on our website. You can order your build kit on our website. You can email us, we can help you with sizing. It's really, you know, the door is open to, to the customer experience that's desired. Okay, gotcha. Cool. Well I look forward to seeing you later this year at Adventure Revival Ride. Yeah. With the Marin County Bike Coalition and definitely have to check out your facility at some point. Definitely, yeah, we'll be moving into a new shop shortly and we plan to have an open house, so we'd love to have you there. Fantastic, thanks. Thank you. [00:23:28] Kyle | Pinebury: Can I get your name and the brand? Kyle Rancourt. And the brand is Pine. Berry. Can you tell us a little bit about what you're showing here from Pine Berry? Yeah. We make lightweight Marino, wool cycling apparel and active wear. Nice. And where are you manufacturing? In Massachusetts. Our first production one was made in Massachusetts and we're also manufacturing in Allentown, Pennsylvania and Hilderbrand North Carolina for our, our knitwear. And when did you launch the brand? April, 2023. Okay. April of this year. Yeah. And what was it about wool and the type of wool you're using that inspired you to go on this journey and start the brand? I wanted to, mainly, I wanted to make the cycling apparel and active wear that I wanted to wear. And I fell in love with lightweight, you know, performance Marino wool a long time ago. And I haven't seen anybody really in the industry focus on that. It always seems like. It's sort of an afterthought for some of the brands, like they'll have a small collection or a piece or two. And so when doing research before starting this brand, I discovered this amazing fabric in, in yarn manufacturer outta New Zealand called New Yarn. Okay? They have a patented yarn spinning technology. It's twist free spinning. So when you, when you spin merino yarn and it gets twisted, you take out a lot of the natural benefits of the fiber. You reduce elasticity, durability, and loft. And so breathability and new yarn with their twist free spinning they're, they're able to make a fabric that's almost nine times more durable. It has 85% more elasticity. It's five times faster drying, and the list goes on. It sounds like it just, Supercharges what we know about wool to begin with. Exactly. That's the perfect way to put it. So is it, is it still considered Marino wool or is this like an entirely new word we need to learn? That's a great question. I still refer to it as Marino wool. Okay. But new yarn kind of is, is branding it as performance wool. Yeah. Yeah. It's interesting, you know, you were talking about building this brand around. Sort of purpose-built cycling clothing. And those was that was the cycling clothing you'd wanted to wear and Yeah. Yeah. My experience, like I, I love Marino. I kind of think about it from a hiking perspective and went on a bike packing trip and wanted to wear a t-shirt, so I grabbed a hiking Marino wool wool shirt. So it's super cool that you're focused on kind of cycling as your core market. Obviously the clothing works everywhere else. Yeah. Do you wanna talk a little bit about, it seems like you have both kind of performance tees. As well as jerseys, right? Yeah. Yeah. And actually I like that you brought that up. 'cause I, I wanted to make a point there about our performance tees. Even though they are meant for sort of all sports and all outdoor activities, they have some elements of, of cycling built into them. Like they're a bit longer than a typical tee. They're longer in the back than they are in the front. And actually I'm working on developing a tee that would have a. A zippered pocket in the back of it. Okay. Like a pullover tea that has a zippered pocket. So, nice. Yeah. What's the best way for people to learn more about the brand and the products? It go to our website, pine Bury Us. We have a ton of information on there. We have a whole page dedicated to new yarn. We have a whole page dedicated to our story, you know, in, in addition to domestic manufacturing, all our products remain in the us. We're also plastic free. All of our packaging and shipping materials are plastic free and recyclable. And we have, you know, a real commitment to like sustainability in the environment. I love it. And are people ordering directly from your website today? Yeah. You can order directly and we ship anywhere in the world. Okay. Yeah. One of the final questions I'll ask you is, you know, oftentimes I think in, at least in my mind, historically, will got, will got, will got categorized as something that I'm gonna wear when it's cold. Yeah. Great. Can you dispel or affirm that statement? No, that's a great question. It is not just for cold weather. Yeah, yeah, yeah. I wanna underline that we are actually specializing in lightweight wool that can be worn year round. In spring 24. We'll have an ultra light Marino that would, will blow people away at how light and fast drying it is and could be worn in, in the hottest of climates. Yeah, yeah, yeah. I knew that. I was teasing a little bit. Because I'm with you. It's like, I remember on that bike packing trip, it was quite hot on during the days, and it's just a great material in terms of how it handles moisture, how it dries, how it feels, and I'm, I'm a little bit surprised more people don't understand that and embrace it. Right. My, my favorite way to put this is to get in a little, a little like sciency here. Our body's cooling system is evaporative, right? We're evaporative cooling system. So you heat up, you sweat. The, the, the sweat captures heat and when it evaporates, it carries the heat away from your body. So you want a garment that's gonna support that system. Marina wool is by far the best to do that. It is, it's able to wick moisture away from the body at the vapor stage, so before it turns into a liquid. So that's why it can dry fast five times faster than synthetics or conventional Marino. Yeah, this new yard Marino. Awesome. Thanks for sharing all that. Yeah, thank you. [00:28:39] Rich | Circa: All right. Can I get your name and the brand? My name is Rich Fox and I'm the founder of Circa Cycles in Portland, Oregon. You beat me to my next question, which is, where are you building? We're in Portland right now. And you're a Portland based builder? We are, yeah. We've been doing this in Portland for, I started the company 10 years ago. The first two years we're pretty much r and d. As you can see we do things a little bit differently than some folks do, and the first couple of years were just spent basically in our underground lab. And we always with the same, we will get into what is different about these bikes, but using this same technique from the get go, the underlying philosophy. Yes. There were some things we and the first generation prototypes definitely are different from where we ended up. Sure. So why don't you talk about, the attributes of the bike that make it different than almost anything I've seen today. Oh, okay. Sure. So what you're looking at is a bonded anodized aluminum. Lugged frame. So we're anodized lugged and bonded aluminum. And which you can also laser etch into, which is also another fun thing that you brought. Pretty amazing finishes I see over there in the corner. Thanks. So when we talk about lugs, and I did talk to another builder who was working with lugs, which were the much more traditional style that my father's road bike has, we're definitely not talking about those type of lugs here. We're talking about a lot more substantial. Parts of the bike in your version of a lug? Yeah. In, I guess I'd have to, I'd have to ask you what stands out as how sub What do you mean by substantially? I think this sort of oversize nature, like it appears to the naked eye. Oh, okay. That almost the entire kind of seat collar area that's joining the top tube and the seat tube is one large lug rather than a petite. Crafted one that got TIG welded. Okay. Yeah. There are a few things going on. So as I was, when we'd made the decision to get away from welding altogether and work with the bonded assembly, we knew that we would, we'd also made the decision around the same time that if we're gonna bond, we're gonna have to create our own lug system. If we're gonna create our own lug system, it's gotta be. Because, and we would've to create our own lug system because it'd have to be something that Maxim maximizes the performance characteristics of the adhesive systems that we're gonna be using. So there's nothing off the shelf that you can buy that's going to do that. So we'd have to engineer a solution that would handle that for us. Along the way we decided, okay, we don't want to cast those lugs because the general volume strategies around bike frame manufacturing and the way that things. Change over even the way that angles change across size variations in a frame. 'cause they don't scale geometrically or logically in a way. Yeah. We would have to, we would need some kind of a lug manufacturing strategy that would be able to do lower volume and give us incredibly precise control over certain aspects. For example, the tube to the tube to lug interface we need. Super, super tight control at that bond gap. Yeah. And we'd also really need to understand a lot about the bond surfacing itself. So the reason those lugs are somewhat beefy is that a few things are going on. One is that we are trying to maximize contact area for the bond. Yeah for the bond. Two, we are solving a problem of We want the thing to look stout. Yeah. You in the way early days of of deciding what we were doing, there were prototypes that we put in front of people that's, and they said, oh, that looks fragile. And if you're already doing something that's a bit unique and a little bit quite, is off the beaten trail to some re in some respects, you need to do a. W put some extra design work into a SW and keep things that people might be concerned over. So what type of technique are you using, say, for this head tube? Are you machining that out of a block of aluminum? Yes. Everything, all of the connectives on the frame. So all of the lugs, the dropouts any connectives on the seat stays, et cetera. Those are all proprietary things that we've designed, engineered in c and seeded from solid blocks of aluminum billet. Gotcha. I'm using a combination of three, four, and five axis. C N C machines. Yeah. It's interesting when you look at the junction up here on the C tube connecting these tubes in that bolted in right. Does that sort of create limitations around the sort of tire diameters that you can achieve for a gravel bike? No. No. That's definitely that. While there are certain areas on this, the frame that we're looking at right now, that might be a little, that might have a restriction for what you can do that's not the, that's not the, that's not the area. Okay. So that particular solution that's going on there is driven by the fact that the C NNC work that we do, the precision the complexity of the parts, the precision of the details, the quality of the finish work that we're trying to achieve makes those parts. And at a volume that we're not a hundred thousand a year manufacturer. Yeah. The volumes that we're working at makes those parts pretty expensive. So ultimately we have to find ways. Of elegantly identifying components in the frame assembly that we can do in higher volumes so that we can offset the cost. So at the top of the seat stays those plugs, you'll see the same part. This is the same part as what's on the other side, it's mirror. Yeah. So that's two of, two of the same part on the same frame. That's good. But now I can use that same part on any on any frame size. Gotcha. Which gives me some extra flex, so all of a sudden I can really amortize out the cost of that part across lots of different frame sizes. Yeah, I feel like this is a bike that needs to be seen to be best understood, to Definitely encourage listeners to go and check out the show notes and find a link to circa bicycles. Ride circa.com. Right on. And yeah, just as far as like the customer journey goes, if once someone discovers the brand, what does it look like to get a bike underneath them? Are you building fully custom bicycles or is it a stock range? We don't do, we found that we don't really need to do fully custom. Yeah. An interesting byproduct of our manufacturing strategy is that because we have this modular kit of parts, essentially that we've developed over time is that it lets us, our, we consider it we have three, three fit options. Essentially, we have a standard geo which is suited towards. The majority of the population from a arm and leg and torso length Yeah. Standpoint. But we also are really easily able to create a long reach or a short reach version of the same design. Yeah. And that's basically a free thing. So we're essentially doing semi-custom geometry for free. If you do have a fit scenario where you need to be upright or you want to be more if you have a long torso. A short torso. Yeah. Or you have some kind of a, a. Physical limitation if you have less mobility in your back or more mobility. Yeah. If you needed a sort of a higher stack would you adjust the machined head tube to achieve that? Or is that not an area that you adjust? It's typically not necessary. Okay. We, our size range right now is pretty broad. Our, we have the, our platform goes from an what we call our extra small, which Although you can't see it in our conversation here, this is the seat tube for our extra small, okay. Which is for those folks listening imagine basically something about the length of A B M X seat tube. So we created that for a rider who had, I think she required a 711 millimeter standover. It's either seven 11 or eight 11. One of those, okay. But very super short stand. So we created like a 17 degree sloping top tube for her. And but now that's become our extra small platform. Nice. Covers a pretty petite rider. And then our extra large platform goes up to 6 3, 6 4 riders. Okay. So between that size range and the ability to pull the cock pin in and out we feel like we do a pretty good job of accommodating most. G I'm sure most fit requirements. Super cool. And what is the typical turnaround time? It depends on on load at any given time, but bare minimum is six weeks. And that just depends, but that's bare minimum. And it can go out to two to three months depending, but sell them longer than that. The only time we've ever had something that really stretched. Was during the nightmare of Covid times. Yeah. And nobody could get any parts. Yeah. So the frames would be done and we'd be sitting around really hoping our order from shaman or RA would show up of course. Which they never did well. Super striking bikes and encourage people to go take a look at 'em. Thanks for the time. Thank you so much for paying attention for for Karen. [00:37:22] Devin | Story Street: Can I get your name and the brand? Yeah. My name is Devin Ross and I am the owner and the builder for Story Street cycles. How did you get started building? I've been working in the ski in the in and the bike industry since about 2006, and most of my experience was through on the service side of things and retail and sales. Kind of on a whim back in 2015, decided to take a frame building. Course at U B I in Ashland and kind of really enjoyed it and started doing some more kind of small custom building for friends and family. And over the last few years have developed that into kind of our first run of production, small batch frames. We do a. All road frame and then an all mountain frame. Cool. Let's talk about this all road frame. Does it have a, a, a sort of model name or just your all road? It's just the ar. Okay. I have the AR and the am What are you building this frame out of? So the frame is out of steel. It is kind of a combination of Columbus steel and a little bit of the kasai tubing from Japan. The All of the hardware and all of the small components such as the head tube, the bottom bracket, and dropouts are all from Paragon Machine Works. And then the finishing kits kind of are all the color matched options from Wolf Tooth. And what size wheel are you running on this bike? This current one is a six 50 B with 2.1 tires on there. Okay. The general frames are, Designed with clearance up to 45. I think usually like a 38 to a 42 for a lot of this type of riding is kind of the sweet spot. But we can, we got clearance and everything to go up to some bigger options. Nice. And what's sort of the, the customer journey when they discover you? You mentioned you've sort of brought a small batch phenomenon. Mm-hmm. So you have a handful of bikes in stock. You typically try to fit them on one of those models and Yes. So we do. On the all road side, we have a 52, 54, 56, and 58 in the pre-made ones. The frames are all kind of built and welded and ready to go. And then when a customer is ready to to purchase them, then we will kind of figure out what the overall paint scheme and the the highlight. So the, all of the frames are gonna be painted, are gonna be powder coated to the customer specification. And then all of the finishing kit and everything, our decals, we try to go along the same kind of seven standard colors that wolf tooth does, just to make all of the, the matching and everything like that make your accessorizing easy. So that way we can still get the, the same custom kind of one of a kind finish that that people can get with choosing their color and choosing their finishing kit without the the longer lead time. For a full custom build. If people are still interested in doing kind of their own custom geometry we see that a lot with people looking for a little bit taller of a head tube. A lot of times people that have maybe longer torsos, shorter legs and stuff, we still do offer those options to do a fully custom in either of our. Or All Road or, or All Mountain. Okay. And if people wanna find more out about the brand, how do they find you? So we're on Instagram at story street cycles and then our website is story street cycles.com. Awesome. Thank you. Cool. [00:40:55] Paul | Pauls Components: Yeah. Can I get your name and company? Paul Price Paul Component Engineering. Good to meet you Paul. And you too. Thanks. Yeah. I know you've been around the industry for a long time making beautiful componentry outta California. The one area I wanted to talk to you about though are these clamper disc brakes cable actuated, disc brakes. It's something I've long seen on some of the sexiest bikes around, but misunderstood because I had some old, I won't name the brand. Mechanical disc brakes. That really didn't serve me well. This is true. This, yeah. The the cable breaks were always for the cheap bikes and there's certain advantages for cable breaks. And I knew when we developed this thing that there had to be some people that just wanted to keep it simple, but really wanted a really good product and didn't necessarily enjoy bleeding their breaks that much. Yeah. And how, how are you able to achieve. The stopping power of a hydraulic brake with a cable actuated brake. That took about three years and about 10,000 prototypes. But we just make everything to a much tighter tolerance, like we just made it as good as we can. All those other cheap brakes come from Taiwan and everything is just smashed and squished to, to get made. We actually machine to very tight tolerances, so everything fits together really nice. We also bolted up a little bit and figured out a way to just get tons of power out of it. It go ahead And does it mount in the exact same fashion as a hydraulic disc brake would on my bike exactly the same. Exactly. The mounting is exactly the same. Yeah. Okay. And do the different levers have different poll ratios that you need to consider? This is important. Yeah. The long pole lever, which was, is a v brake lever that's called a long pole. And then you can buy the clamper with that arm or a shorter arm for like your road bike levers and your short pole levers. We make something called a cantilever. And then we also make a camp campy version because it pulls a completely different amount of cable as well. And are those. Completely different versions of the brake bracket itself, or are they just a component? No. To you buy the brake, which is not cheap. But you can just change one part to change to match any lever that's around. Got it. And are we using a typical brake pad, disc brake pad in Yeah the pad is a, is came out of an avid model that. It fits a whole bunch of different breaks and we just wanted to pick something to where you could go in a bike shop in the middle of, the desert or New York City or wherever and they're gonna have some pads in stock, so that's not a problem. Going back to my cable pole, breaks of my mountain bike of yester year. Yeah. Now I remember cable stretch needed to be adjusted. Obviously you've got brake pads that'll burn out a little bit. Yeah. How do I deal with that with a clamper product? You first thing you do is you install 'em and then you go on three bike rides. And what that does is it moves all the grease around that's inside all the parts which fit very well together, all get cozy together and the the pads bed into the, to the rotor real nice. And after that, your housing is compressed as it's gonna get your cable stretched on the initial stretch. And you're good to go. And one of your colleagues was showing me a little micro adjust you could do on it, that it seemed like it would tighten the pad up. Is that right? Yeah, both sides, there's adjustment which you can actually do on the road or trail, which is a really nice feature. Absolutely. Yeah. What's the best way for people to find out about Paul's components? Paul comp.com. P a u l c o m p.com. And And check that out. Send us an email, give us a call if you have any questions. Perfect. Thank you. You're welcome. [00:44:45] Aaron | Stinner Frameworks: All right. Can I get your name and brand? Yeah. Aaron Stenner Frameworks. Nice, Aaron. And where do you guys build out of? We are in Santa Barbara, California. Nice. And how long have you guys been building? I've been building full-time since 2012. And current team's been in place since 2 20 15. How did you get into it in the first place? I was managing a bike shop and running a pretty robust like fit department, so we were doing a lot of fitting. And I ended up going to U B I to just learn a little bit more about frame building and why angles and why this and why that. And so I learned how to build bike at U B I and I came back and people heard that I knew how to build frames and it just snowballed from there. Yeah, that seems to be the way it works. It's friends and family. Yeah. Then extended friends. And then maybe I got a business on my hands. Exactly. Yeah. So then were you building with steel at that point? Yeah, primarily steel. And I started doing like lug bikes and braised bikes and then morphed into TIG welding. And we've been doing primarily TIG welding bikes since 2013. And are the bikes typically custom built for the customer or is are you doing small batch? So we do we don't we build the order, so we don't have any inventory, but we do have sizing, size models. So we do have a 52, 54, 56 kind of model based and we are model based, meaning like we have a gravel frame model and we have a road model. So model based, we have sizes, but we can do custom geometry depending on what you need. And then we have a paint program that's similar where we have pre-picked schemes or pre-designed schemes, and then you can iterate and design within that. Gotcha. Yeah, I've seen a lot of really stunning sinners out there on the roads. Thank you. Which is great. What is this bike that we're looking at today? Yeah, so we have the, our new Refugio. So we've, our Ravel bike has been our refugio for many years. And this one, The big upgrades is we went from a 45 C tire to now being able to fit a 50 C tire. Brilliant. Keeping Our chain stays still relatively short. These are at like 4 28. And we have U D H compatibility, so running the universal STR universal trailer hanger. And it also still work with a transmission drive train. So on this bike we have transmission on the rear like a road oriented crank set up front with a 42 tooth train ring. So you get this like really nice wide range. Mountain bike, road meets, road bike compatibility build, buildable. Yeah. Model. Those are our big changes. So U D H and 50 C tire. And then we also are integrating all of our cables internally now on Okay. Gravel frames as well. And that's a dumb question. As you've built a frame like that, you're committed, you gotta go inside. At that point. Yeah, to a degree. And that's kind of stuff we're working on. So like right now yeah you more or less need to pick a bar, stem and headset that worked that way. I think everybody's learning that this is a nice way to route this stuff. So we are we do also have the ability to run like regular external cables and just have 'em drop into the top of the headset as well. Okay. So you could run traditional parts as well. Okay. Yeah. So both work. So you don't have to commit only to one one style. Gotcha. And what does the customer journey look like once they discover you? Like how much interaction are you having with me as a customer prior to ordering? And then what does that timeline look like to get a bike these days? Yeah, so we have we just launched a configurator like literally last Wednesday. We've been working on it for about a year. So you can actually go on and design your pain scheme, build out your bike online and get a live quote and So you could have a very hands-off approach if you're that type of customer. But we also, our email's on there, we have a contact form right there. If you have any questions, you have any concerns, you can just email us in. Yeah. And we're happy to answer any questions. And we do everything from the configurator, which is pre-picked, more or less to full-blown custom if you want it. The configurator will give you a very guided tour of costing. And then if you want to go full custom, that's more of a conversation to have. Yeah. Gotcha. Just pick your own adventure. I feel like every time I come across a bike customizer, I lose tens of minutes of my life dreaming, changing, going backwards and forwards to try to find something wonderful. Yeah. Yeah. That was the idea is we wanted people that don't want to email in or don't have the time to do the emailing. Yeah. We wanted to give 'em a tool that they could sit out at the end of the night and play around with and get an idea about our brand and what things cost and what we're all about without having to have a direct conversation. But we're there and we're ready when they want to have that conversation. Yeah. Awesome. So remind us, how do we find you? Yeah, so Entner Frameworks is our website just tinder frameworks.com. We're on Instagram sinner frameworks. Those are our two main points of contact. And yeah, let us know if you have any questions. Perfect. Thanks for the time. Awesome, thank you. [00:49:12] Thomas | Horse Cycles: Can I get your name and brand? Thomas Callahan Horse Cycles. Thomas, how long have you been building under the Horse cycles brand? 17 years. Amazing. Yeah. What got you started to begin with? I was doing sculpture fine art, so I had a studio and was ready to commit to a nicer bike and decided to make the tooling and buy the tooling to build my own bike rather than invest in a, I think I was looking at Italian track bikes at the time. Okay. And then people just started to ask me to build them bikes, which was really great. 'cause I wasn't, it was hard to fine art wasn't super accessible, conceptual fine art wasn't super accessible to a larger audience. Yeah. Yeah. Super cool. And what's the bike that we're looking at today? Are you all custom or do you have sort of product models? Yeah, they're product models, which is really nice. It's like a really good base to work from. So even the custom stuff, usually there's a platform, all road platform, a road platform, a mountain platform. From there we go. Custom. This is a fully custom tie bike. This is tie number five. And it's a all road adventure bike. It's got the envy adventure fork on it, tapered head tube super supple Vermont Rider customer. So yeah, it's got a SCO fade from the head tube back and yeah. It's beautiful. Have you been working with Titanium for a while? I've been working with it for about five years. Just, before I put it out in the universe just to make sure that I have the confidence and the skills and was playing around with it. 'cause I wasn't sure I really wanted to go that way. But it's a fun material to grow into. You just really wanna make sure that you're doing it properly and what does a customer journey look like? If they wanted to work with you, just people reach out. Get some more info about the process, get on the website, talk about their needs and see if, it would work out. And usually around four months lead time and do a lot of full builds. But I really love connecting with people. That's one of the best parts other than being able to work with my hands is really connecting with people. To build something together. And that connection is really why I do what I do, yeah. 'cause, people are great. It's such a great journey as a customer, working with a builder to express like our collective vision for this bike. Yeah. And then receive it. I imagine that you get a lot of love back from customers. Yeah, I do. And really the people that I'm able to work with, first of all, I'm so appreciative. Because it takes a lot of effort for customers, but they're really amazing people. The industry is great 'cause, it's a BA based on physical and mental fitness, and that's usually provides a pretty positive, personal platform and, they're good solid folks. So a hundred percent. If people wanna find out more about horse cycles, where do they go? They can go to horse cycles.com, they can go to my Instagram horse cycles, gimme a phone call, reach out. I'm, I'm there and I'm not going anywhere. Perfect. Thanks for the time. Thank you. [00:52:13] Jonathan | Frameworks: Can I get your name and, and company? Yeah. I'm Jonathan from Framework Bicycles. We're based outta Hamilton, Ontario, Canada. Nice. And how long have, have you guys been around? We've only been building bikes for about one year now, but my wife and I own and operate an aerospace tool and die shop Gotcha. For about 11 years. So that makes a lot of sense. Yeah. Why you have the capability to do these amazing and aluminum lugs that we're looking at. That to me are like sort of one of the more striking features of the bike. Thank you. Do you wanna just kind of describe how this bike is constructed in the tubes and it lugs? Yeah, so I guess we use a hybrid construction method that's not unique to us right now. Like Bastion's doing it, Atherton's doing it. Pivot just did it with that full suspension bike. I know you're a gravel guy, but we machine bill it aluminum lugs and wind filament wound carbon tubes in house that are bladder molded and cured in in mold. And then we bonded together. Essentially, the joint details are all handled by the C N C machine. Okay. So you've got sort of the, the joints of the bike, if you will, with these aluminum lugs that you're machining, and then in between carbon fiber tubes. Yep. And you were, you were mentioning that you have the ability to kind of customize the carbon fiber tools for the cust Yeah. Tubes. Yeah, the tubes. So we, we have a couple main things we can change. Everything we do is inside of a three D modeling software. So each bike is a total one-off. It's parametrically modeled. So we enter your fit data tire clearance, all that kind of stuff. The CAD model updates from there. So if I, if I needed sort of a, a taller head tube would Yep, totally. Would that translate into, yeah, we, we would look at, well the combination of top tube drop head tube, it's gonna change everything in the back of the bike from their back, right? Yep. So we'd look at your touch points for the bars, head tube lengths from there also with the four you wanna run. So that's gonna give you that dimension there on the head tube. And then, Even things like where these joints intersect one another, we can control that. So say you were a small rider and this tires getting too close to the down tube, we can actually bring that up a bit. Gotcha. Yeah. Gotcha. And what kind of, if I came to you, what kind of modifications do you consider for the tubing on the carbon fiber side? If it was a super heavy rider? Super tall rider? Yeah. Wall thickness is like, we can change tube diameters too. So I would say there's two spectrums. If you're a really small rider, you don't need like a really round, big round tube. It's too much for you. Yeah, so my wife, like for example, I run a smaller down tube on that so that the shape, the size of the tube and the shape is your main driver in terms of strength. From there, what we tune is wall thickness, so how many layers of carbon we put into each tube, and then below that is the fiber orientation. Because we're C N C, winding them, we can whine for torsional strength, bending, stiffness, anywhere in that spectrum to give the different compliance in the frame where you need it. Since it's a somewhat novel approach to frame construction. Yeah. How do you describe to customers or would be customers, what the ride quality might feel like on this bike? It's hard. So we do have some bikes out for review with media outlets right now, but they're custom bikes that are built for those people. Yeah. So they, they'll ride it, but it's like, if I made you a bike for your fitting, it's gonna be a bit different. So what I would describe it as is kind of picking the best of all worlds. You get some damping from the way the joints go together. You still have the kind of lightness and strength of carbon fiber, but with none of the chatter or buzz or like squeak in the bottom bracket. 'cause everywhere we're interfacing metal parts, it's going to a metal part on our bike. Okay. So really stiff bottom bracket shelf. And it they ride really quietly. Yeah. Someone else had mentioned that. You know, this type of joint juncture up here does add a lot of rigidity to how the stays come into the tube here. Like this detail here. Yeah. Yeah. So what we do to try to get some of that back is, I'm a big proponent of top tube drop. Like basically the, the stick out of your seat tube, your ride perception is gonna be way more on how your saddle's moving back and forth with frame flex than anything happening in the frame. So that's why people are playing with things like the drop stays. To try to get that to bend in like an SS shape a little bit. Yeah. But if you just make this cantilevered bar longer, you're gonna get way more comfort from that. Got it. That's basically the easiest way to do it. What does the customer journey look like to discover you and how do they find you? And then what does it look like from there If you wanna purchase the bike? Yeah. 'cause we're super active on Instagram. That's basically how most people have found us. I'm big on just sharing process stuff while I'm in the shop. People either love it or at least they'll like check it out quickly and come back like a month from then. So I'm on stories all the time showing how we machine stuff, how we make the equipment that makes the bikes. So pretty much right now we're trying to get set up with a couple shops, but we're direct to consumer. Yeah. So it's reach out to us. I'll email you back. We typically recommend that if you're not very confident about your fit, like where your touch points are on the frame that you work with the fitter local to you. Yeah. Send us that detail. The discussion from there is what type of bike are you looking for? Road bike, gravel bike in that spectrum. Mountain bike. So your touch points and the style of bike you want kind of dictate the geometry we go to from there and then it's ticket deposit and we ship you a bike in like four to eight weeks. Super cool. Tell me the website and Instagram handle framework bicycles.com and on Instagram where framework bikes. Awesome. Thanks. [00:57:29] Zack | Bosch: Can I get your name and the brand you represent? Sure. Zach Kreel and Vapor Propulsion Labs. We do Bosch, pinion, supernova, and three by three hubs. Right on. So Bosch has been making electric bicycle motors for how long? Gen One came out in Europe in 2010. Started working with 'em in 2009 over a 18 month period of time to, to work on that project. Gotcha. Yeah. What's been curious to me is obviously, like many of us are aware of the bigger brands doing e-bikes in their lineup, but over the last few years I've started to see builders like Jeremy CIP build with your product. So building, a custom bike effectively. Yeah. And accommodating the Bausch motor in the bottom of it. How does that come to be and what kind of trends do you see in that area? Yeah, so we, we are definitely seeing the custom handmade guy come and express interest. A lot of times there is this misconception that this is way complicated and in general you're replacing the BB with a motor node that can be welded in just like a BB shell can and you're accommodating that. And we try to cut the red tape for the handmade guys to be able to make sure, or to reassure them. That this is pretty easy. So yeah, when you see from an engineering standpoint, from a bill of material of the electric standpoint, all that stuff, we hold their hand to to get them to make the first one, and then they're ready to roll. Yeah. When you see the raw frames that they're producing, it's obvious oh, you can just bolt the engine there on the bottom, and that part's clear. But as you look at what's required to kind of function and power and control the motor, There's more to it than that. So what are the other components of the system that they need to be thinking about as they're building these bikes? Well, a lot of times, you'll think about the end consumer and you'll say, okay, is this gonna be, for somebody that is running a cargo bike, if it's a, if it's a touring, a gravel rig, if it's a, if's a's pavement bike, if it's a car, alternative bike, those particular frame builders will potentially. Alter the gauge of their tubing. Potentially. It depends on how much load is on it, but that end customer is driving where these will go. And from our standpoint the Bosch system is super robust. It's tested all the way to E M T V standards now and that typically works for everything that everybody in this building is gonna make. What kind of controls are necessary to connect to the motor? So the motor, the botch system is a, it's a closed system. So there's basically, the hardest system is the motor connected to the battery, and then there's the display. The motor has the brains inside there. It measures the human input at a thousand times a second, roughly. So super fast. And then it it connects to the battery. There's a communication between battery and motor, and then there's also communication to the. To the head unit or your smartphone, all of that stuff is, its ecosystem and they're all required to have on the bike itself. And is it a pedal assist system? So it's just adding wattage to my It is, yeah. Personal output. So it measures your input super super accurately. And then you level, you choose the level of assistance eco up to turbo and eco's, like 50% of your input turbo is up to 400% of your input. Gotcha. And I see behind us. It's not only a tandem, it's a triple. Is that right? Yes, that is right. So that's a, that's our concept bike. My daughter's the one who's gonna be in the middle there. So lucky her. That particular rig is cool because the middle stoker, that section of the frame can be removed and then it can turn into a tandem. That's incredible. We brought that one here for frame builders to see as like the most complicated bike that they could ever imagine. And then give them the perspective of okay, a single is super simple compared to that. Yeah. And is there's just one, is there just one Bausch engine in that bike? Yep. Okay. Yeah. And it's a, that's a dual battery. There's a three by three internal gear hub in the back with e shift. So electronic shifting, there's a Bluetooth wireless controller to the ba
Welcome to "Forever White Belt," where we unravel the captivating stories of those who live and breathe Jiu-Jitsu. Today, we shine the spotlight on none other than Breylor Grout. Breylor's name resonates with excellence in the world of BJJ, known for his extraordinary skills and the devastating darce choke. He holds the prestigious rank of black belt, awarded by none other than Keenan Cornelius, the founder of Legion Jiu-Jitsu. To give you perspective, Keenan has only bestowed this honor on one other person prior to Breylor. But Breylor's journey doesn't stop at being a black belt. He's a top competitor representing Legion Jiu-Jitsu, making waves on the ADCC open circuit. Surprisingly, beyond the mats, Breylor's weekdays are spent as a data analyst in San Diego. However, his heart is set on making a transition to a full-time jiu-jitsu lifestyle and even venturing into MMA. And that's not all! Breylor's expertise in the art of the darce choke led to an exciting collaboration between Legion and Jiu-Jitsu X. They've crafted a course named 'Get To Darcin,' unveiling all the secrets behind this powerful submission. We'll explore all of this and more in the episode. Links: https://www.instagram.com/breylor/ https://linktr.ee/breylor Give us a 5 star review on Apple Music and Spotify Share this podcast with a friend it really helps us out. Become a VIP member for only .99 a month, get ad free, uncensored, early episodes podcasters.spotify.com/pod/show/foreverwhitebelt/subscribe. Instagram @foreverwhitebeltshow. Go buy your Forever White Belt swag at teespring.com/forever-white-belt. Linktree https://linktr.ee/foreverwhitebelt Finally, if you ever get to beautiful Northern California please come roll with us at North Bay Jiu Jitsu in Marin County just north of San Francisco, there are amazing instructors, and everyone there is great people. Mention the podcast and get two weeks Free. --- Send in a voice message: https://podcasters.spotify.com/pod/show/foreverwhitebelt/message
When Joe Sanchez was 8 years old, his grandmother asked him to make a promise to never forget his California Indian heritage. She was determined to see the culture live on, after watching her brothers deny their Coast Miwok ancestry, a matter of economic survival in early 20th century California. Today, at 75, Sanchez is making good on that promise in a more ambitious way than he ever imagined: He's bought back a piece of his ancestral homeland. Reporter: Vanessa Rancaño
This week's episode is a compilation of chats with builders from the MADE handmade bike show in Portland, Or. This week included Rodriguez Cycles, Destroy Bicycles, Battaglin, Argonaut, Wren Sports, Velo Orange, Rizzo Cycles, WH Bradford, Speedvagen, Celilio Cycles, Wheatfall, DeSalvo, Larkin Cycles, Sage Cycles, Wolf Tooth, and Onguza Cycles. Episode Sponsor: Dynamic Cyclist (use code: THEGRAVELRIDE) Support the Podcast Join The Ridership Automated Transcription, please excuse the typos: [00:00:00] Craig Dalton: Hello, and welcome to the gravel ride podcast, where we go deep on the sport of gravel cycling through in-depth interviews with product designers, event organizers and athletes. Who are pioneering the sport I'm your host, Craig Dalton, a lifelong cyclist who discovered gravel cycling back in 2016 and made all the mistakes you don't need to make. I approach each episode as a beginner down, unlock all the knowledge you need to become a great gravel cyclist. This week on the podcast, I'm sharing a bunch of interviews with frame builders from the made handmade bicycle show in Portland, Oregon. This past weekend, the event was so packed with builders and bike brands that I'm actually going to have to divide this into two episodes and each of them are going to be longer than I typically would release. I'm hoping you'll enjoy these little snippets to get to know some brands that might not otherwise be familiar to you. So many great hand-built bicycles up there. Very enjoyable show, and I hope you enjoy these interviews. Before we jump in, I do need to thank this week. Sponsored dynamic cyclist. The team at dynamic cyclist has built cycling, specific stretching and strength training routines. That are available from an app. Or directly from the web. Go visit dynamic cyclists.com to check out the videos. They have a free one week trial and gravel ride podcast. Listeners can get 15% off. All plans using the code, the gravel ride. Stretching is one of those things that I've committed to over the last year to try to get over the hump on a back issue. And I found the dynamic cycles program, very easy to follow. They've got a bunch of different routines. They somewhat trick me into doing a little core work, which I appreciate, but I appreciate very much the specific intention of the program directed at us cyclists so if that's of interest to you, go visit dynamic cyclists.com. And remember that code, the gravel ride for 15% off. With that said, we're going to slam all these interviews together. So we're going to jump around a little bit, but each of the builders and brands introduces themselves. So hopefully it's easy to follow and remember i'll have part two coming next week as well [00:02:24] Alder | Rodriguez Bicycles: My name is Alder Keld and I work for Rodriguez Bikes Alder. Tell me about Rodriguez and where you're from and what you, what your vibe is on the gravel scene. Rodriguez's bike shop over in Seattle on, on the Ave and we've been around for 50 years. I feel like only recently. We've really kind of tap, started tapping into maybe in the past like three years or so, the, the gravel market. You know, a lot of our disc brake bikes have gone like really popular now. As the road bike trend, kind of like, you know, starts to fade away. But we have our gravel models of Finney Ridge and the Bandido. That's Bandido. There's also Bandido and that's, that's a Finney Ridge right there. Let's talk about the differences between those two models. I mean this, this one looks pretty amazing with that old kind of GT inspired rear triangle. Yeah. Triple triangle there is is really nice. The, the line gets a little blurry between the two models. You know, it's mostly the way the break mounts. So the Finney Ridge is gonna be post mount, is post mount, and then the bandidos gonna be flat mount. But you know, we are completely custom. You can choose whatever tire, tire clearance you want, either one. And if you put a carbon fork on it, you're generally gonna get a flat mountain up front. So the, the line gets very blurred between which one is which. It's kind of, they both come through axle if you want, so. Gotcha. And does one have more of like a, a bike packing orientation and the other, more of a kind of race ride orientation? I would say the Bandido is definitely kind of on the race here, side of things. Just like the, the fitting of ridge, you know, I mean it's again, like this is a bandido, but it has three pack bounce on the fork. Yeah. And that's Finney Ridge and it has three pack bounce. You can really do whatever you want. And what, what frame materials are you building out of? So we do, for our lowest end one is 7 25, which is still much better than a lot of production bikes out there. And then we do velo spec and then we have like an ultralight blend that we have. And we do, we actually velo spec makes a lot of our tubing custom for us. So we get our specific Rockwell hardness and budding and tomb shape that we want out of everything. Okay, so what's the best way for people to discover the bikes you have an Instagram that they should follow? We do have an Instagram. It's at Rod Bikes on Instagram. You can see a bunch of, you know, cool, cool stuff there a lot of fun photos. We do also have a website we, rod bikes.com and you can see all the models. As well. And what does that ordering process look like for customers? Is it a long lead time or what's, what is it? We have a six to eight lead turnaround time. Okay. Usually, and then in the slower season, it could be four to six weeks. Okay. So pretty quick to get this dream bike underneath you. Yeah. We do full fittings and everything, so we have 20 stock sizes. So if one of our 20 stock sizes does not fit you we'll, measure your body parts, put it into our. Fit machine that we developed called Next, next Fit, and it'll spit out numbers. We'll double check those numbers and build a frame for you. We weld and paint in-house, so the turnaround time is very fast. Sweet. Thanks for that overview. No problem. [00:05:22] Sean | Destroy Bicycles: Can I get your name and brand? Yeah. My name is Sean Eagleton and I'm with Destroy Bikes. Sean, can you tell me a little bit about Destroy, where do you build out of and what's your philosophy about Gravel? We are out of Portland, Oregon and we actually just got the c l o, the old c o factory with inside of Chris King. And Gravel has been, has been growing this last year a lot. Sorry. That's all right. And what about this bike that we're looking at? So this bike is a personal friend of ours who wasn't really riding the last couple of years. She just started racing this last year. And a few of the races that I worked, she came in a good 10 minutes ahead of her husband. And it was, a friend that has just been killing it every time she goes out on a race and was. Basically a easy choice to say that this was gonna be our next cross racer, gravel racer. Her husband's known for being in the bicycle world already and doing a lot of really long extended gravel rides. And it was just a, perfect opportunity. Someone that we're very picky about our riders. We like people who aren't necessarily the typical racer. We like a little bit Grier and people with a little bit of attitude. So hence the, that matches with the Destroy brand name. Yes. That's why we wanted to go like super colorful with this thing. So the lights don't do it justice in here, but the full rainbow sparkle with the gold detailing really shows who she is as a person too. She's just a bit out there, a bit wild. What kind of frame materials this one built out of? So this is all Chrome, Molly and I like to do, tend to do a mix of stuff. I prefer Columbus seat stays and chain stays on a lot of things. The seat tube is a Tonga seat tube and the down tube and top tube are both Columbus as well. And do you like that from a ride performance perspective or how they weld together or what do you like about them? The Columbus in particular, like their seat stays, they're one of the few brands that make something that's bendable. I believe a lot of pre-made chain stays and seat stays aren't supposed to be used directly right out of the package. They still should be modified in some way to better fit the ride, better fit the bike and they're one of the few companies that I have, without a doubt, I can always modify them whichever way I want to. The bends come out clean. There's a lot of tubing that they do, certain hardening processes that it's just almost impossible to manually work them after. And just like to leave no tube left untouched, basically. What, and what does the customer journey look like if they are interested in a destroy bike? What do they do? How do they reach you? What does the timeline look like and what is the kind of experience of working with you? So it's a fairly simple process. We have. We now have a submission form online on our website, and you basically go on the website. We do a lot of batch stuff as well, so you're gonna choose between one bike or five bikes. And the whole process is getting to know you, getting a fit for you. And then I like to go a little bit crazy with the tubing talk, which most people get a little bit weary of. But everything is style as well, right? And when I'm choosing tubing, it's what do you want the bike to look like and how do you want it to ride? Ride, ride quality is just as important to me as how the bike looks. I'm very big on the geometries that we build. I tend to do things a little bit differently than a lot of people. But it's all based on my riding experiences and how I want the bike to handle. Yeah. And what's the best way to get more information about Destroy destroy by co.com. Instagram, destroy by Co, and TikTok as well. Right on. Yeah. Thanks Sean. Thank you. battaglin bicycles Okay. Can I get your name and the brand? Hi, I'm Marco from OA Battlin and I'm the marketing manager. We are a small company based in Italy making handcrafted custom still bikes. And how long has Baten been around? Battlin has been around since 1981. That's the year when our founder, Jovanni Battlin won the Jalia and Walter Espania. It's a legendary grantour double achieved which was achieved only by Eddie Merckx. That in 1981, our founder right after his grand tour victories launched his autonomous bike brand. Amazing. And I know the gravel scene has been slower to take off in Europe, but now it's catching fire over there. When did you as a brand start to explore building gravel bikes? We started exploring building gravel bikes two years ago. Obviously. The company has been, has always been focused on road bikes because that's that's what our founder used to ride as a professional cyclist, obviously back in the eighties. We knew that the gravel scene was growing. And we knew also our customers were asking for gravel product. But we wanted to find the right product, not just launch a random random gravel bike. And two years ago we started designing the port of energy which is a sort of gravel variant of our flagship product of the Portofino. So basically our port of energy has the same shares with our with its road counterpart, the same construction, the lag construction with the oversized logs and the oversized tubing. Yeah, I think that's very, a very striking element of the bike we're looking at is these lugs. Yes. It very much has the feel of a of a race oriented gravel bike. Yes. Which seems to be the front end of where European gravel is right now. This kind of more racy oriented bike. Would you, is that accurate? Yeah, it's accurate to say that and also you have to consider that our founder Giovanni and his son Alex, who is the c e o of the company right now wanted to. To design the port of energy went back to the old bikes the company used to make for the professional ra racers of the eighties who who raced in competitions the per rube. On on the pave on rougher roads. Yeah. Back back in the day, the roads were rougher than. The roads, the professional erasers are riding now. Basically for the port of energy we went back to the old geometries, to the old frames the company used to make, and we wanted to find this gravel variant, but with still with a road racing feel. Yeah, it's super interesting. I'll make sure to link to this bike in the show notes, 'cause I think people need to see this one. If people are interested in finding more out about the brand, where would you direct them to? They can visit our website, officina battalion.com and they can find us also on YouTube. We have many videos where we share our best builds. And for a US based customer, how would they get their hands on one of these bicycles? Actually the US is probably our most important market and we sell directly. Okay. We have a direct relationship with the consumer. We build our, all our bikes from scratch, so they send us their body measurements, their specifications. And we build we start from there. And would they be buying a complete bike with a groupo or are they just buying a frame and fork from you? It depends. All our bikes are custom made it depends on the customer's requests and specifications they can buy just the frame or we are more than happy to build a complete bike. Got it. Thanks. I appreciate the time. Thank you very much for coming and enjoy the show. [00:13:30] Ben | Argonaut: Okay. Can I get your name and brand? My name is Ben Farber. I'm the founder and head of r and d at Argonaut Cycles. Ben, where is Argonaut based? We are based in Bend, Oregon. Right on. I think I knew that and I'd seen the bikes for a number of years, but it seems like over the last few you've both expanded the line and added some small batch production. Can you talk about like the brand a little bit as it spec specifically to gravel cycling? What the custom bikes are all about and what the super knot's all about. Certainly. Yeah. So we are fully vertically integrated production facility based again in Bend, Oregon. We've got two models, the RMM three and the GR three in terms of the style of bike. So the RMM three is our road bike. It's a fairly racy, generally designed road bike, but it comes in custom geometry as well as proven geometry. With custom layup as well. So our big thing is how we engineer the carbon inside the bikes. And that's true for our gravel bike as well. So our gravel bike is the G R three. The idea behind the G R three is that it's a go fast up, go faster down, a gravel bike where the geometry is pretty progressive in terms of the front end with a 68 and a half degree head to Bengal. But then also a really nice tight rear end of a 415 millimeter chains stay with clearance for a 700 by 50 C tire. I think we've seen Sarah Max go quite fast on that bike this year. Yeah, absolutely. Sarah is our is our top racer that's been out there and doing the lifetime series. She was just in Steamboat and then getting ready to go somewhere in the south again. Pretty soon think so. Yeah. Yeah. Awesome. And then tell me about the Super Knot. I hadn't seen that before. Super Knot is our non-custom production line, essentially. So it's the same technology that is in our custom bikes in terms of the layup pattern of the frame and where and how they're made. They're just not custom to the individual. So we make these for in two different build, two different. Models. Essentially there's a super knot RMM three, the road bike and the super knot, g R three. And they are the build kit that they're outfitted with is essentially what we at the shop. If we could ride anything, it's what we would ride. It's if I would build myself a bike tomorrow, this is what I'd put on it. And that's the ethos behind these. And it's for a customer who doesn't necessarily need or want a custom bike, but just wants a really great riding, super high performance, really well made bike. That's what the Super knot is. Where they're cheaper in terms of relative to the custom bikes. So it's fif 14 nine for a complete RM three and then 12 nine for a complete g R three and lead time's about four weeks. So we're able to reduce the lead time. Got it. And is this bike, does it have a similar kind of race orientation or are you going for a broader applicability of a gravel bike? It's more of a go fast gravel bike with ample clearance. Essentially. And what does that mean, ample clearance for you guys on this bike? 50 C tire. Okay. 7 0 5 50 C. Perfect. Yeah. Yeah, it's interesting to see like over the last few years that size become commonplace, whereas four or five years ago it was a little bit tricky, I think, for a lot of frame builders to make that work. Yeah. And that's the art. And the cool thing, the magic in the G R three is having that short chain stay length with enough clearance for a 50 C tire. It makes it really capable, but also really fun to ride. Bike. A lot of times with the geometry of clearing that big of a tire, you burden it by having a super long wheel base, especially the rear center. And what, that's what really concentrate on the G three is that tight rear center makes the bike just so much more lively. Nice. And if customers are interested in learning more about Argonaut, what's the best way to find out about what you guys are doing? Argonaut cycles.com. And then follow us on firstname.lastname@example.org as well. And I think you mentioned already the timelines for these various spikes, but if someone was coming to you for a custom build, what does that look like? I realize like the back and forth about getting the custom geometry right with the customer takes some time. Yeah. But yeah. What does it generally look like? Turnaround time? No. Good question. So we're about 12 to 14 weeks on the full custom bike. Okay, so it's still not too bad. Yeah. Right on. Thanks, Ben. Absolutely. Thank you. [00:17:29] Cameron | Wren Sports: Okay. Can I get your name and the company? Yeah. I'm Cameron Sanders. I'm with Rinn Sports. Cameron, let's talk about this handlebar you have in your hands. I know this is a little tricky since we're on audio, but let's do your best to describe it. Awesome. Yeah. So this is our perseverance drop bar. We have a perseverance flat and drop bar. The flat bar. We actually have on a number of gravel bikes out there as well. What it is, it's a one piece integrated arrow accessory alt bar. Think. If you're thinking like Jones or Redshift kitchen sink, you're in the right space but let's say the box that showed up on your doorstep was twice the size. Yeah. So what we're looking at, it's a, drop bar handlebar with an arrow extension kind of built into it. Correct, yeah. And a lot long as you said, a lot more longer and extended than you might be visualizing with sort of the short stubby extensions that we see on other handlebars. Yeah. It's not just for a psyching. Cycling computer or just resting your palms on this is like a full other position to get into. And from a manufacturing standpoint, we have not just like one loop, there's multiple angles here. So it's going out, it's flaring up, it's going, it has a nose that it goes around. And that definitely makes this a harder bar to manufacture. Basically we have enough material out front to make a whole nother bar. And where, what type of athlete, gravel athletes are you seeing kind of gravitate towards this bar? What type of events in your mind as a designer, are they? Is it intended for? Yeah, so the people that I think are benefiting the most from this are bike packers and like hyper endurance athletes. This was a. I jotted down notes about what I wanted after riding the Baja divide. And then I went and did a thousand mile gravel tour of Eastern Oregon. And between my mountain bike and my drop bar bike, I wanted something that felt at home on either one of them. But we also are getting a lot of riders and racers that are doing a hundred to 300 mile like ultra endurance days that are really enjoying the bar. Yeah, I bet. I've just recently been, Watching from afar, peri breast, Paris. And thinking like you need to get in an arrow position to finish an endurance run today like that. We have had a few people that there's some gravel events that don't allow you to a add on the arrow like clips, but because this is integrated, it's like this weird loophole where you can run it at some of those events. And I've had people that bought it just for that, which was not something I intended or thought of whenever I built the bar. But Even for the weight weaning, because it's integrated. It I'm also not a weight weaning myself. I'm bike packing with a hundred pounds of gear, but because it's integrated, it actually is very lightweight because you're minimizing the amount of stuff you have to use to attach an arrow position. Yeah. Offline, you were telling me a little bit about the armrests. Can you just describe them a little bit? Yeah. We wanted something in the aftermarket. We talked to profile design and a number of different companies and we just. Couldn't find what we really wanted for the bars. I wanted something that had a very tiny footprint on the bars so that you're not losing any real estate for hand positions or mounting things or shifting or whatever. And the armrests will clip onto the flats or the drops and either where the bars are themselves on along the top of the plane or in the loop itself, and they fully articulate and rotate so that you can. Just really fine tune your rest position in a way that you can't on a normal clip on. Because they are integrated into the arrow loop, there's only so much you can do with playing and moving them around. So ours are a lot more adjustable. And if people want to find out more information and or buy your products, where do they go? So they go to rin sports.com. Super easy. That's Ren Sports with a w r e n sports.com. Right on. And Cameron, thanks for the time and congrats on finishing the Oregon Timber Trail just in time to join us here at Maid. Yeah, thank you so much. Yeah, it was a great 18 days of riding. Awesome. [00:21:22] Igor | Velo Orange: All right. Can I get your name and brand? Sure. My name is Igor Stainbrook and I'm with Velo Orange. And where is Velo Orange located? We are in Glen Burnie, Maryland. The Maryland's not a name you often hear it's such, there's such great riding there, but you don't often hear about a lot of bike brands out of that area. That's right, yeah. There's a lot of really good riding, especially out of DC like you mentioned earlier, there's the c o canal and the gap trails, and a lot of our customers do long distance touring or random earing events. And so those kind of trails are perfect for our style of bikes. Yeah. What was the origin story behind the brand? So we first started in 2006. We were basically importing stuff from France and Japan and UK stuff that was more vintage style. And since then, since those sources dried up of new old stock stuff, we started developing our own things, improving on those designs. And now we do a lot of both classic style. But also more modern stuff too. Gotcha. So that was the inspiration that kinda, I see it in what I'm seeing around the booth here that, yeah, those classic styles and classic lines. As you started obviously it appears to be a touring reveering vibe, some of the stuff you're doing. As you started to see more kind of off-road riding, popularized in the us, what have you developed from a product perspective? So obviously tires are getting bigger and bigger. Since we first started, everybody was riding like 20 threes and 20 fives, but now we have a number of models. We have one that has, that's the rando that's coming out that has 30, that can take up to 30 eights. And then we also have the P L A, which is our kind of bike packing style bike. But it lends itself really nicely to, if you wanted to do two point fours, but you could put 45 millimeter tires, two point ones. It takes racks and fenders. You can put drop bars on it. It's a nice frame that has a lot of versatility. Yeah. You've got. The two ends of the gravel cycling world here. Exactly, yeah. Your road plus and then the bike backing side and not in the middle. It's interesting. Yeah. On this bike you were just describing with the bigger tires, can you talk about the rear end? It looks a little bit unique. Yeah. So the p l a, it's actually been in our stable for a number of years now. It's gone through a couple iterations, the most recent one. We now have through axles. And it has a new paint, but the geometry that everybody really likes is still the same. It has a wishbone rear end and it has a lot of custom stuff that goes into it that maybe a lot of people don't really, maybe not notice, but it's basically the rear end is a segmented wishbone that has, it's a bent tube and then there's plugs that are custom C and seed inserted and then braised in. And so it's a lot of. Technical stuff that goes into something that people may not even necessarily notice. Yeah. I think with a brand like this, it gives it some unique, beautiful details. Absolutely. Yep. Which always makes owners super proud to show off their bike. For sure. And you were mentioning that this one can be built up as a drop bar bike or a flat bar. Yes, absolutely. Yeah. We have a lot of people will build them up with drop bars. They most of the time they're one buys. We've seen some two buys as well. And it just lends itself nicely to a variety of build styles. So we don't really say, oh, it has to be this way, because they come as frame sets so you can build it up as you want. And so we also designed the geometry and the fit to really fit the rider nicely. So the larger sizes are 29 er and the smallest size of 26. Got it. So you don't have to compromise on frame bag size or kind of having weird fit on a very small bike with really big tires. So it's a nice, it's a nice rider. Gotcha. And Igor, what's the best way for people to learn more about Velo Orange? Go to velo orange.com or on Instagram. And what are you on Instagram Velo orange. Got it. Thanks for the time. Absolutely. Anytime. [00:25:17] Reuben | Rizzo Cycles: Can I get your name and the brand? My name is Ruen from Uhha Cycles from Spain. Ruen, can you tell me a little bit about the bike we're looking at? Yeah. We have gravel a gravel bike with a big tri freelance up to 750 with a new MV fork that they are actually selling on their mocks. But now it's available for the builders. And I have built a fulled titanium gravel frame with the with the full cable integration. We have some three D printed parts the dropouts which are U D H standard compatible. A joke for the chaining credence and the upper part of the head tube for having the custom cable integration without a, without having a super heavy and big head tube. It's a very clean look. Yeah. It's very You building out of Spain? Yeah, I'm building in Spain. I have the workshop in the near the City Center of Madrid. I'm a one band, one man band operation. I do everything but the paint and the finishing. Yeah, that's pretty much everything about the main things about the bike. Yeah. Tell me a little bit more about the dropout in the rear here that's using. The newer kind of mechanism of attaching the rear rail. Yeah. I developed my own dropouts for the to match my style and have a custom product my own aesthetic. And yes, we, I recently, this is the second bike I build with the U D H. We are, we were all forced to embrace this new standard. So I have been pretty reluctant. But now I have developed all this new platform with the dropouts. I have both C N C machine for the steel and three D printer for the titanium. Yeah, you can see it's I achieve because the main problem with the U D H is the symmetry of the dropouts on the rear end. I kindly achieve the symmetry with a few touches on the sign. And they are three D printed. We have a drive side with for the U D H power. And then Onri side has the flat mount brake mount. So everything is in line and easy to build. And are you able to three D print in Madrid as well? No. The three D printer is is made somewhere else. It took me a long time to find a supplier that meets my quality standards in terms of finishing overall, because the main problem with the three D printer is this grainy finish you, and you can click easily tell the difference between the three printed part that the rest of the tubes. And as you can see in here, if you touch the yolk, the finish on the yolk is pretty smooth and yeah, super clean. It's almost seamless with the rest of the tube. That is what I wanted to achieve. So it took me some time, but now I'm starting to use in this so that this technology that give you so freedom for design and so many options. And how did you get your start building? I start building almost seven years ago when I wanted to occupy all my free time between jobs and I started looking at the I, by that time I started to meet all the builders and see some custom bikes around. So I went into deep into the knowledge of first of all knowing more brands and builders and. Be aware that we're still people building bikes by hand. So I started really slowly and then I was pretty much self-taught in my workshop and making bikes for friends and for myself and doing this trying and error thing constantly and trying to get better and better in welding and building and everything you do at the sub. Amazing. And for a US based customer, what's the best way to learn more about the brand or ultimately order one of these bikes? First of one you can visit my website and my Instagram. If you look for Rho cycles in the web, it will be easily appears at the first of one of the first results. It's r a said O. And it's pretty easy to get in touch with me via Instagram or or mail. I try to keep a quick responses on all the direct messages and mail and yeah, the talk for a custom bike. Start straight away with me and we can talk about all your dream projects. Awesome. Thanks for the time. I appreciate it. Thanks to you. [00:29:35] Brad | W H Bradford: Can I get your name and brand? Hi, this is Brad from w h Bradford Designs. Brad, where do you build out of Sacramento, California. Right on, right up the road from me. I'm in Marin County. Oh, awesome. I ride Mount Tam quite a bit. As naturally you would from that area, it's like Mount Tam is amazing and not too far from you. This bike actually would be pretty good on Mount Tam, given that we're looking at a gravel bike with a suspension fork and dropper post, which the listener well knows. I'm a big fan of. It is actually the bike that I designed to do the alpine dam loop on. You called it out. This is our Gazo gravel frame. This is the bike we build the most of primarily double butted air hardened c molly for the front triangle Columbus rear end. We've made a few aesthetic changes for the bike this year. We've allowed integrated dropper post routing for 27 2. So it adds a second internal line to the frame. And then it is designed to work with the fox ax suspension fork, or you can switch it back to an envy, gravel fork if you wanna stay rigid. And so that's like a slight adjustment in the axle, the crown between those two forks, is that right? It was actually. Thank you so much. The axle of the crown is so close and given the fact that you probably want the front end a little slacker and a little higher, I didn't adjust the axle of the crown, but what I did adjust on the geo. Was the actual forward seating position of the rider. So the seat tube angle was increased forward by half a degree. We offset the seat tube at the bottom bracket by 7.5 millimeters, and then I actually made the top tube longer by like quarter inch and slacked the head tube angle out by a half a degree. Putting the rider more forward in the riding position and now allowing him to actually actuate the suspension fork better. Yeah, it's interesting. I'm totally with you on that, that, a small difference in actual axle to crown when swapping those forks actually positions the bike more oriented towards a rigid fork versus the suspension forks. So it's a natural compromise. Exactly. And w given the 45 millimeters of travel that the ax has, it doesn't raise the bottom bracket hype that much, but then you're still gonna be descending into your perfect pedaling position. Instead of having it drop down into a lower pedaling point and possibly smacking, roots and things like that. And that's a major concern in Marin as well, because you have Nice, those, all those nice polished roots on all your trails. Exactly. For customers, is this a custom bike or are you doing stock sizes? Pretty. So as a builder I offer three separate models. Our gravel bike, our adventure cross, which is a flat bar, gravel bike. Bike packing bike and our mountain bike. And then we do custom geo custom sizing on all frames, but we don't really venture out of those three designs currently. Gotcha. And how did you get your start building? Oh wow. I fell into this life. I sold my first bicycle design when I was in eighth grade to Alan Brown at Ozone Bikes, and it's just been a never ending process since then. And I got to this point and I've always wanted to do really high-end, road mountain bikes and I think that I've gotten to that point in my career. Nice. And for a customer looking to learn more about the brand, what's the best way of finding out more? Go to our social media page our Instagram, w h Bradford Designs, or just shoot me a message and ask me any questions you have. 'cause I'm always available. And what does the purchasing journey look like for a customer when they contact you? They fallen in love with what you're doing. How long does it take? What is the experience? Feel like I, I am a working builder, so you'll contact me. Basically, we figure out what bike you want sizing. I work with you. We produce a cad drawing of the bike and then small deposit down once we've gotten to that point. And it's usually 30 to 45 days for delivery. Okay. Right on. Thanks for the time. No problem. Thank you very much. [00:33:13] Richard | Speedvagen: All right. Can I get your name and brand? I am Richard Poole. I am the creative director at Speed Bogging. I couldn't come to Portland without talking to speed bogging. For sure. So let's talk a little bit about this bike. Yeah, just gimme a little bit of the details of the gravel bike we're looking at. Alright, so we got a pretty traditional custom rugged road for us. What we do with our rugged roads are, since they're all custom, they're built specifically to the tire size you want We're good and firm believers in short chain stays and more playful bikes. So if you never plan on running a 45, we're not gonna build you a bike that's gonna clear a 45 if you know you're only gonna run a 35. That's what we're gonna build it to. That makes sense. All these bikes from speed wagging, they're always Super tight and clean on the rear end. So that makes a lot of sense. Yeah. But if I did come to you and say, Hey, I'm all about a 50 C tire, you can deal with that. We can do that. We actually have the upgraded model of this called the rugged or road. And that will use, like any of the new suspension forks on the market, like the gravel forks, or we could use the envy adventure fork on that to clear about a 50. Gotcha. And tell me a little bit about the c o situation here on the svi. All speed vs. Have integrated seat masks. The seat post head is made by NV for us. We've been partners with NV since the launch of both brands. Seriously. They just keep making 'em, we keep using them. What does that translate to? So if I get one of these out of the box and I've ordered it from you, do I need to cut anything down to, to get the right seat post size? No. No. So the way one, we prefer, everyone that gets a bike from us gets a fitting from us too. That way we can get all the measurements dialed. We will have everything ready to go by the time your bike's built. And then, so we'll cut it down. It'll come as you see it right now. And those seat post heads have 30 millimeters of range. Okay. So if you do, it's made for 30 millimeters of range, just in case you swap a saddle or something like that. It can go up or down. Yeah. I gotcha. That should be plenty. Yeah. And then what type of tube set are you building with on the gravel bike? Oh all of our tubes are custom to us. A mixture of two true temper Columbus. And yeah, that's about it really. And what does it look like for a customer looking to get one of these bikes? How, what's the process look like and what's the turnaround time? We start with the fit. The fit is the most important measurement. We like to say we can get your bike 95% there if you're gonna send us your fit numbers from someone else. But we're big believers in being balanced on the bike and our fitting process incorporates that into each bike we build. And that's proprietary to us. No fitters really do that besides us. They tend to focus on comfort and like body angles and that sort of stuff. And is there a little bit of a sort of customer exploration conversation that goes on when I come to say, Hey, all I do is ride rowdy gravel. Could be mountain bike trails, but I want a gravel bike. Yeah. We'll walk you through that entire process. It all starts with that fit and at that fitting process, we will try and get you your entire build spec confirmed, your geocon confirmed, and then your paint scheme confirmed. It's about a three hour process, sometimes more. And by that time, like after the fitting, your bike's going into the queue and getting ready to be built and what does that sort of build process looks like after we've. Got the geometry ironed out between the two of us. Oh, that's a wild question just given the last couple years in the pandemic. But typically speed volumes are designed to be turned around in three months or so. Sometimes it's three to six. And then during the pandemic it was quite a bit longer, but we're pretty much back from that. Nice. And what's the best way for people to get more information about the brand? The website www.speedbogging.com. Awesome. Thanks for the time. Yeah. [00:36:43] Ross | Celilo Cycles: Can I get your name and the brand? Okay. My name is Ross Hatton and I'm with s Lilo Cycles out of Corvallis, Oregon. I'm looking at something rather unique here at Made. Can you describe this bike and the material you're building out of? Yeah, so our bikes are made out of wood reinforced with carbon fiber. So the outside shell is either hardwood or soft wood, depending on the material properties we want. And then it's reinforced in the inside with a full carbon fiber. Shells. We've got all the riding strength of carbon fiber frame, and a much smoother ride from the wood, which I acts as a damper on the frame and takes up some of the sting of the vibrations. Fascinating. So can you tell me a little bit about that process as I'm visualizing it? Obviously I'm seeing the, the wood exterior. Are you crafting the wood and then inserting sort of the carbon fiber after the fact inside that? Or does it start with the carbon fiber? So it starts with the wood, and we basically make two bicycle frames, so as if the frame is butterflied open. So we cut every tube twice, then we hollow them out after joining them together into the frame shape. And then we do a lined layup with the carbon fiber. So we've got all the directional layup inside the tubes. Then we put them together and we do a bladder supported circular layup on the inside. So there's no seam. It's a continuous circle on the inside. And then the we take the two halves of the wood, we put it together. And we machined down the outside to get the bicycle shape part of the machining process. We set up a we set up spaces for carbon fiber inlay, and then we overmold the carbon fiber and sand everything down. And so we get a clean fusion between the carbon fiber reinforcing tapes on the outside and the wood appearance. That's most the outside. I think I gave you a basically impossible task to describe how complicated that process is. If someone's interested, and I think they should be to, to sort of discover more about that process and what, what it actually looks like. Where would you direct them to? It should go to celilo cycles.com. Celilo is spelled c e L i L O. Okay. And you, you mentioned that adding the wood on the exterior of the carbon fiber kind of interior adds this dampening element to it. If you could describe like maybe how this bike might feel different. Than a, a standard carbon bike. What would you say? It's gonna be a lot smoother. If you can think about the difference between a wooden baseball bat and something so I don't think people do carbon fiber baseball bats, but you can imagine like aluminum versus wood. Yeah. The wood's got, takes a sting out of the impact. Okay. And so carbon fiber's gonna, would have the same kind of sting if you would make a carbon fiber baseball bat. And the wood is gonna have that less sting. So the carbon fiber frame when you get a hit is going to buzz a little bit. And so the wood really takes that buzz out. So this bike. I take it over like small chattery stuff. Just you don't feel it all, it just floats. Okay. And are, are you guys in production on this model? We're this is so we are, we are in production. Scott's working on various bikes. We've got a number of different models. Okay. One of the nice things with the with the setup is that it's customizable so that when we come in there's various hard points. So like, this is our. Showroom flagship model. It's got hard points all around the inside, so you can do different mounting pieces. It's got internal routing for generators, and depending on what you're looking for, the you can, we can tune the, the specific construction to what you need on the bike. Super interesting. And, and as a customer, if I come to you, are you building something custom from a geometry perspective? For me, we are. Yeah. We, we can do custom geometry. The process has a CAD pro, we have a CAD program that is parametric, so you can put in your reach and stack and all of that. And then the files from which we d cut the different tubes that's all driven by that geometry. So we can very easily customize that geometry for every given frame. Super interesting. And how long does it take for a customer to get a bike after ordering? It's gonna be several weeks. We can, so that's very quick. Yeah, we can, we, our, our process goes through very we, we've got, we've got a process set up so that you can put that, put that into your into our. Take. Take your measurements, put them into your production. Into production and manufacture that frame. Yeah. And you mentioned the website, that being the best place to get more information? Yes. Awesome. And then again Celilo Cycles, c e l i l o. Perfect. Thanks for the time. Thank you. [00:40:52] Ming Tan | Haley Cycles: All right. Can I get your name and the brand? Hey, this is Ming Tan from Haley Cycles. Ming Tang. This is a pretty cool looking bike with a special fork on it. Can you describe what we're looking at? Yeah, so this is one of our gravel bikes. This is outfitted with the cannondale lefty olive gravel fork. So it's got 30 millimeters of travel up front. This one's built with our standard oversized straight gauge tube set. So basically we offer. Three different tube sets you can choose from when you decide to configure a bike, and then we can build it however you like it. So fully custom geometry and fully custom geometry. All of our pricing is inclusive of custom and it's inclusive of your choice of paint and finish. Amazing. These bikes, the paint jobs are always gorgeous on these ha's, thank you. Really appreciate it. I mean it's, we really take pride in the fact that almost any bike that you see on our feed is different. Not all, some of them are similar, but. We really encourage our customers to go and make it unique to them. And are you working exclusively with Titanium? Only with Thai. Okay. Yeah. Gotcha. And what does the customer process look like? If someone wanted to get a Haley, what is what, how do they come in the door? What kind of consultation do they get and how long does it take to get a bike? It's a pretty organic process and usually it starts with a dis, a general discussion of what they're looking for. Whether it's a. A road bike or an all road bike or gravel bike or a hardtail, anything that doesn't have a rear suspension, no problem. But it usually starts with the type of bike they're looking for and then we start talking about fit and whether or not the customer has fit data or if they need to get fitted, or if they just want to duplicate their cockpit, fit off their current bike, we can help build that CAD geometry file for them based on the information that they have. And then, we get deeper into the weeds when it comes to. Tire clearance and gear choice. 'cause it's all interrelated in terms of how the bike gets built. Yeah. And then once the customer decides to move forward and the geometry looks good and the spec looks good, it's about a 16 week, 16 to 18 week lead time to get the frame done Okay and finished. And then if it, if the customer's looking for a complete bike, the complete bikes are all custom quoted considering that you can customize bikes to the valve stems these days. So everything is custom quoted at that point. Nice. Amazing. Thanks for sharing. Thank you. Appreciate it. [00:43:14] Julio | Wheatfall Cycles: Can I get your name and the brand? Yes. Julio Burino from wheat Fall Cycles. Julio, where is Wheat Fall building out of? Santa Cruz, California. Okay. He's currently designing there. We are having them made overseas, but we are now currently looking for someone stateside in either Oregon or California. Nice. And is it a completely custom process with the brand? Right now they're made to order, but we are working out sizes within our Within our bikes, either the gravel or the mountain or the cruisers. This bike we're looking at, what's the frame material? It's titanium. All of the bikes are currently titanium. Gotcha. And what's super unique for you listeners out there about this bike? It's actually got dual top tubes, the two thin top tubes rather than one across the top and a little bit of a sort of asymmetry and where they hit the C tube. What's the story behind that? It's something that my partner and I have been talking about for a long time to do something a little bit more unique. Make an asymmetrical bike that is aesthetically pleasing for the eye, but has a compliance that feels really well on the trails and on the road. Yeah. You nailed it on the aesthetically pleasing part here. I love it. That was the emphasis. Certainly for a show like this, it gives you a chance to stand out with a, titanium finished bike. Oh, thank you. Thank you. So what does it look like for a customer interested in finding out more about the brand? Where should they go and what does the process look like in creating their dream bike with you? So essentially this is our first show. We're just gathering ideas. We have a webpage that we do need to still work on Instagram and the maid show is catapulting our Success to get the name and the brand out there, but you we are at ww dot wheat falls cycles.com and you can get information and email us from there. Fantastic. Great to have another brand outta Santa Cruz. Awesome, thank you. All right. Can I get your name and the brand? I am Jeff Fra, and I am with Wild Bikes. Welcome back to the Pod Jeffrey. Thank you for having me. Can you tell us about what you brought to Maid? Yeah, so today at Maid, our big, our kind of big reveal is that my business partner Andy, is a huge Schwinn Paramount fan, and we have a Wayfinder fork, right? So what's cool about our carbon Wayfinder fork is that it's an inch and eighth straight steer. With all the modern gravel functionalities, dynamo routing, three pack mounts, fender mounts, rack mounts, all that good stuff that we like as gravel folks. Yeah. And what we wanted to really showcase is to other builders really what you can do with this fork. And so we build a lugged bike and we chrome the lugs. So it would be that, Schwinn Paramount homage. Yeah. Painted the main tubes, painted the fork. And this is the first lug bike that Wild has yet created. And it's this very classic looking thing with all the modern gravel capabilities. It fits 50 C tires has all the, has three bottom mounts, top two feedback mount. And we just wanted to really lean on our love for the past and bring it into the future and show people what was possible. Yeah, I love that juxtaposition of the kind of old visual styling. But as you're describing all that modern gravel performance, and it's super lightweight and it's a really cool lug set. So the lugs taper, so if you notice the tube actually tapers down to the C tube. Got it. 'cause you want the stiffness here and you want a little more flex in the seat area, cluster area for comfort. And so it's a really cool, well-thought out lug set designed by Chris Bishop of Bishop Bikes. Okay. And the carbon fork, it's super light. It's just, it just happens to be lug. And in, you may not know the answer to this question, but I'm gonna ask it anyway. In terms of lugged bike manufacturing experience, is that an art that sort of was at risk of disappearing and are fewer and fewer people understanding how to make a bike that way? I've been shocked at how few lugged bikes there actually are at this show. So it, it maybe seems to be waning. I think the problem is just the lug sets themselves present physical limitations. So this lug set is cool 'cause it has a sloping top tube, whereas most lug sets have a very horizontal Strat tube. So the lug itself actually dictates the geometry of the, to a large extent. You have a couple degrees you can play with, but it's set. So when you start building large tired bikes with a 700 by 50 C and then a straight top tube stand over becomes an issue. And so it's cool because we have products like this emerging that actually allow you to build that. Traditional logged construction with modern gravel features. And so I think our obsession with big comfortable tires has made the old lug sets a bit obsolete. So yeah, I think until we have more things like this available, it is gonna be a little bit of a dying art form because people just aren't building road bikes like they used to. Yeah. And if you are building a road bike, chances are you wanna fit 30 twos, 35. That makes a ton of sense. And is this a bike that a customer could come and buy from you today? Oh, we would love to. We are so hoping that people, we, we've loved this process and we love the outcome and so yeah, we would love to sell a customer this bike. We'd love to build more. And is that, is it a longer process for building and design or about the same? No, it's about the same. About four to five months is, what it takes for us from the project kickoff to when we are able to deliver a finished to product. Okay. Awesome. I hope I see more of these beauties on the roads and trails. No, thank you, Craig. Cool. [00:48:36] Mike DeSalvo | DeSalvo Cycles: Can I get your name and the brand? Yeah. My name is Mike DeSalvo from DeSalvo Cycles. Mike, can you tell us a little bit about the Scrabble bike we're looking at? This one I built was, it's actually for a customer. It was a fun project. He just wanted to go for a steel bike. Wanted to clear a tire, about 48 to 50 and keep it pretty classic. Unlike some of the really crazy stuff here with all the integrated hoses, lines, everything he wanted, all external mechanical shifting. It feels a little like blast from the past in a way. And is this a typical like tube set that you build with, or do you build with other materials as well? So I build with steel and titanium. This one right here is a steel bike, mostly Columbus Steel is what I use. Okay. And is there a reason for that? Is it as far as just, as far as name, the branded tubing, Columbus has always just been my favorite when it comes to steel. Yeah. Most of the bikes these days actually are titanium, but this one is a steel bike. Yeah. Okay. Gotcha. And you've been building bikes for quite some time now. Is there? Yeah, I'm sneaking up 20, 24. I'll make 25 years of building for me. Amazing. Yeah, it's a huge milestone. Yeah. It's, I know I started when I was 26 and now I'm 51. Has the process, has it always been a custom relationship you had with customers? Yeah. Everything I've always made is made to order. Okay. Yeah. I've never, I never worked in one of the bigger, or not bigger, but one of the, One of the smaller manufacturers or any of that just been a one man band and always made stuff to order. And how many bikes do you typically put out in a year? These days it's mostly titaniums and my numbers have gone down. I usually, I'm just in the 40 to 50 range is a comfortable spot for me these days. Is it titanium tube set? Just a little trickier to deal with? Yeah. More time consuming. Yeah. The whole process of building titanium bikes is just more time consuming than steel. Way back when we were doing a lot of steel road bikes, I actually almost did 151 year. That was my record. It was like 147. It's a crazy amount when you dig into like how much time it takes to make these bikes. Like it's a lot. And they've gotten a lot more complicated over the years too, right? We've got through axles and disc brakes and if you rewind 15 years or something when we were doing rim breaks and quick releases and things like that, but just a little more streamlined, a little quicker to do. That makes sense. So what does a customer journey look like? If I wanted to get a bike from you? The interesting thing coming off of Covid right now, at the moment at the moment I'm probably still a year out and I'm actually not currently taking deposits. COVID was a really interesting journey for me because I got a whole lot of orders and got backed up. So about a year ago, I quit taking deposits and I just put people on a wait list. So if you were to come to me today, what we would do is I'd put you on a wait list and unfortunately you'd have to be patient for, about 10 or 12 months. And then once I would get within a couple months of building your bike, I would circle back around with you and we would start then making the decisions. As a one man band, it's really hard for me sometimes to track all of the customer changes, shall we say, along the way. Yeah. So what I do with folks is I'm always happy to get excited and everything, but essentially, the gist of the way it works is I get a deposit and as the build gets closer to the top of the list, I circle back around with the customer. And we go through all the final details. And I think some people are amazed because once they're at the top of the list, that's what I'm focused on. Yeah. And it's gonna be that week or two or three, then I'm gonna build their bike. Versus the waiting, for the 10 or 20 or 30 in front of you Yeah. To get done. Yeah. That's a good way actually to handle it. Yeah. Master that excitement and enthusiasm and get 'em a bike pretty quickly thereafter. Yeah, exactly. Yeah it's tricky. All of us small builders, it's the battle we all face. Is just trying to get stuff done. When you're wearing all the hats during Covid, was it a, an issue of getting the supplies you needed to make the frame or what, and I know obviously there was a lot of enthusiasm about buying bikes during that period. Yeah. Covid was a really crazy thing because it was tons of orders. I'm still building bikes. I'm a little embarrassed to say, but I'm still building bikes that are some of the orders that were placed in during Covid. So I, for me, it was a ton of orders and then it was me being too optimistic about how quickly things might turn around. So then we had the supply issues both. With parts, we had suppliers with raw materials and everything. So you know, what should have taken six months now took a year and a half kind of thing. So just trying to come off of that a huge demand with no supply was just a really awful combination. Yeah. Gotcha. And if people are interested in learning more about the brand, what's the best place to go to? I have a website, DeSalvo cycles.com. I'm on Instagram at DeSalvo Bicycles as well. And I'm still a little fashioned. If somebody wants to talk to me, gimme a call. I'd be happy to chat with you in the shop. Perfect. Thanks, Mike. All right. Thank you. [00:52:49] Darren | Larkin Cycles: Can I get your name and brand? Yeah. Darren Larkin with Larkin Cycles. Darren, where are you building out of? I'm in Deep River Connecticut right now. Okay, interesting. So not a lot of frame builders outta Connecticut. Strangely. There's a couple really good ones right there in my same town is Richard. Richard Sax lives about Mile Away from Me. Oh. And then Peter Weigel is about 20 minutes away. Got it. So it's a nice, it's like a nice little hub of sort of old school frame building. How did you get into Frame building? As a hobby. I guess I was always a tinkerer and it made sense to, it made sense at some point to build a bike for myself. Got it. I was doing a bunch of messengering and riding and just made sense to build myself a better bike and then, built bikes for some other friends and got, I got really lucky getting a connection, helping out another frame builder in their shop, and learned a lot from that. Yeah. It seems like that's where you get the reps, right? Yeah. Yeah. Yeah. Can you talk about the sort of gravel models that you have and what are you building out of and what are some of the attributes you'd wanna highlight? Yeah so this sort of main stock model that I've been doing, it's been calling it the Dreamer and I've been making it for, at this point, at round five years. I've been trying to make just like a pretty light good general all around. Like affordable gravel bike, that is gonna ride really great and not cost a ton of money. So it's all tig welded, like Columbus, a mix of zona and life tubing. I'm trying to use like American made, like Paragon Machine Works, dropouts, bottom bracket. I've been getting fork blades made on my own, like getting those sort of custom fabricated different places. And cool. Yeah. And what does that, what does a sort of customer journey look like? How do they find you and what does the process look like? Are you building stock frames or custom frames? The, my, my goal is to have this particular model be a stock frame that is just available on the website, but over the past few years, between pandemic materials, availability, and then sort of me moving and resetting shops, it's been a couple years where I haven't been able to do that and I'm. Very much hoping once the dust settles after this show to get stocked back up again and focused on that. Nice. And so how can customers find out more about you? Larkin cycles.com or Larkin Cycles on Instagram. It's the best spots. Perfect. Thank you. Cool. [00:55:07] Dave | Sage Cycles: You, Dave from stage. Hey Craig. Good to see you again man. Good to see you too. And super stoked to hear about the updates on the Storm King. It's a bike. I love the original version of Yeah. And this thing is gorgeous, so why don't you tell me about it? Sure. No, yeah, it's the Storm King. The original Storm King has been such a good, fun bike. It's so versatile. It just, you can do so much with it. Racing, bike packing, adventure riding it just really allows you to do a lot. And as time has gone on from the original bike to where we are now, I've really developed the geometry and the design of the bike to improve it for future proofing, if you will. So from a tire clearance perspective and a tow overlap perspective, those were things from a custom standpoint have always plagued customers. And so I wanted to go about. Fixing that issue that I want somebody to get on this bike, and no matter what size tire they ride, they're gonna have tow clearance. How are you achieving that? So what I did was I redesigned the geometry, and what I found is that if I push the front end of the bike out by two centimeters and then shortened the stem by two centimeters, your handlebar stays in the same place for where it should be. But because I've pushed the front tire out, now you now have toe clearance that you wouldn't have had before. So technically speaking, the bike with the shorter stem will steer quicker than the original version because the, if you think of the stem as a lever and as you turn that lever, the shorter lever turns quicker. But the longer wheel base, because I've pushed out, the front end, actually is more stable at speed. So if you're going down high speed gravel road, it's chunky, washboard, big stuff like that kind of thing. The bike is actually way more stable in a straight line, but when you have to turn in tight corners because the steering is quicker, you can still turn around corners kind of thing. So it's this really nice improvement of being able to stretch out the rider and give a better ride quality. It's similar to mountain bike, but it's not mountain bike. Like it's just different in that way. Yeah. I think it's been just this interesting journey for builders as gravel came about. Yep. To distance ourself from the original kind of maybe Road Plus Origins Correct. Of the design. Yep. And thread that fine line between two Mountain Bikey, but still fun to ride on the road. And I'm super excited about this moment in time because I think for buyers of bikes we're, it's great moment where, yeah, if you get a bike that's produced in the year 2023, There's so much thoughtfulness in the design that have just added versatility to what we were using a few years back. Yeah, no, I agree. Gravel is, has really evolved over the last 10 years. If you think back to 10 years ago, seven years ago, something like that, a 40 millimeter tire was as big as you ever needed for gravel. Didn't need anything bigger, you weren't, nobody was pushing it. Now, with our new Storm King, for example, yeah, it takes 700 by fifties. But we also have an option that you can run a six 50 by 2.4. Yeah. It's huge. Yeah. That's just the versatility of that range to go from a 40 to a 2.4 is huge. So you can very much have one bike. You can take bike packing. Yep. But you can also go to S P T Gravel and throw some forties on it and race hard. Yeah. It'll be great. Yeah. This would be a perfect S B T bike. I know there's a lot of people at S B T that are using road bikes or modified road setups, but the reality is this, Will do the job just fine. Yeah. I think for those of us without a quiver of bikes in our garage to choose from, like you, you wanna be able to modify your bike with just changing tires or wheel sets if you have that opportunity. Yep. You're also doing some neat things with like three D printing right on this bike. You wanna talk about that? Yeah, sure. One of the things going back to the tire clearance issue, but now instead of tow overlap, now tire clearance on the frame one of the things we wanted to really standardize was chain ring size. Crank sizing, if you will, but chain ring size in combination with tire size and how that we can make an, from an efficiency standpoint of building the bike. So what we created was a chainstay yoke. Yeah. That sits behind the chain rings. This is nothing new. Plenty of builders been doing it for years. And. We made a three D printed version of it rather than a, we used to do chainstay yolks that were solid titanium plates. Yeah. And they'd be welded or bent and it was just a chunk of heavy metal. Going the three D route allowed us to really dial in from a CAD perspective using modeling software and and just other types of three d printing software and equipment. We were able to really dial in. The specs that we wanted. So we knew this is the tire size. We knew this is the chain ring size. We knew this is the Q factor of the cranks. What fits, what do we want to do? And then, okay, it also has to be able to run. If somebody wants to run a mechanical shift line, you can still run a mechanical shift line through the yolk. It's, oh, really? Just big enough to be able to do it. Okay we worked on that one quite a bit. But it's great because it allows you to From a building standpoint, it allows us to go, we have one chain stay design, and we can sit there and go, okay, this is how the chain stays, are shaped. We're good. We can repeat it every single time, and we're guaranteed to have this tire clearance, this crank clearance. Yeah. Et cetera, et cetera. And it just it just works. And and the three D parts are actually lighter than the solid plate parts, so we're dropping weight in that regard too. So it's a best of bonus. Bonus. Yeah. Yeah. Let's talk about the rear dropouts. I know, sure. It seems from the mountain bike side of the world, obviously there's new attachment Yeah. Strategies from various manufacturers going on. Yeah. Yeah. How are you thinking about that? Obviously like it's something you can change in real time as the trends move. Yeah. But what have you done with the dropout and just your thoughts on that? So the dropouts that we have on the bike that's on display right now, these are technically version one. I
Oakland's Wahpepah's Kitchen Reclaims Native Dishes Crystal Wahpepah wanted to be a chef since she was 7 years old. Like her grandfather and mother, Wahpepah is a registered member of the Kickapoo tribe of Oklahoma. She remembers learning to make fry bread with her aunty and grandmother — and picking berries with her grandfather on the Hoopa Reservation where she spent time as a child. But while growing up on Ohlone land in Oakland, Wahpepah was struck by the Bay Area's lack of Native restaurants, despite the region's large Indigenous population and palette for diverse cuisine. So she decided to change that. It wasn't just a matter of culinary representation, it was a matter of reclaiming Native food sovereignty. KQED's Bianca Taylor brings us her story as part of our ongoing series Flavor Profile, which features folks who started successful food businesses during the pandemic. Round Valley Residents Hope Pedestrian Path Saves Lives Round Valley is located in one of the farthest reaches of Eastern Mendocino County. At its center sits the small town of Covelo, a remote community way up in the hills, with Highway 162 running through the middle of town. There's no public transportation here, so locals, many of them members of the Round Valley Indian Tribes, have to walk on the highway, which has almost no shoulder. Residents have been hit and killed over the years, so the community has been pushing authorities for more than a decade to build a pedestrian path. Reporter Eileen Russell lives near Covalo and tells us what's held the project up for so long. Coast Miwok Group Buys Marin Property, a Piece of Their Ancestral Land When Joe Sanchez was 8 years old, his grandmother asked him to make a promise to never forget his California Indian heritage. He's spent his life living up to that charge, studying the history of his people and volunteering in the community. In July, he and the Coast Miwok Tribal Council of Marin purchased a 26-acre piece of land in the rural Marin County community of Nicasio, once Coast Miwok territory. It's believed to be the first modern “Land Back” effort in Marin County, part of a growing movement across California to get land back to the original indigenous people who lived on it. KQED's Vanessa Rancaño reports.
From an early age, we're taught that to be worthy, to find true happiness, and to be “somebody,” we must accomplish many things. We become achievement machines, always grasping for the next big win to send a signal to the world—and to ourselves—that we've “made it.” Yet, it's safe to say that most of us remain feeling at peace and unfulfilled despite checking all the boxes: Family? Check. Career? Check. Social Life? Check. Personal fulfillment?... [insert the woeful chirping of crickets] But why do we feel so unfulfilled despite checking the boxes? According to Shirin, it's because we've disconnected from our souls. Her book, FREE TO BE, is a unique, easy-to-digest set of daily exercises to help the reader reconnect with their soul and begin a journey towards fulfillment in just six short weeks. From brain and heart detox to guiding the reader through rewriting their personal story, the lessons found in the book are those Shirin has used with major corporate clients including Apple, ABC, BBC, Virgin, Intel, and more. Peppered throughout readers will find scientific studies and real-life examples of moving personal stories. “True spirituality and soul work are often challenging, dark, and painful, but the payoff is worth everything,” Shirin says. “This book is about excavating your soul from the massive jumble called life to connect with it on a deeper level, honor it, nurture it, play with it, and eventually set it free.” ◽️◽️◽️◽️◽️◽️ This episode will cover: ✅ Shirin's story that led her to write Free to Be ✅ The importance of Spiritual Wellness & Health ✅ Why we feel so unfulfilled despite "checking all the boxes" ✅ The Six Categories of Reclaiming Your Soul ✅ Examples of Spiritual Bypassing & How to avoid spiritual comas ✅ Why is soul work important in this day and age …and so much more! ◽️◽️◽️◽️◽️◽️ MORE ABOUT OUR GUEST: Shirin Etessam is an entrepreneur, seasoned media executive, and transformational speaker. She has produced films, original television series and specials, created several companies, and led campaigns for some of the world's most recognized companies (ABC, CBS, Discovery, BBC, Facebook, Apple, Intel, Virgin, and many more). A proud member of the LGBTQIA+ community, Shirin founded OML TV, a popular platform dedicated to streaming and curating quality, queer female, video content and OML Originals, a female led production company telling diverse female stories through a vast spectrum of film and television genres. Today, Shirin guides seekers in her six-week program, Free to Be, to disconnect their human “being” from their human “doing” to find true and lasting fulfillment. She lives in Marin County, California, with her wife and two children. ◽️◽️◽️◽️◽️◽️ Guest's Links Mentioned: WEBSITE: https://www.shirinetessam.com FB: https://www.facebook.com/groups/innermore INSTA: https://www.instagram.com/shirinetessam/ TIKTOK: https://www.tiktok.com/@shirinetessam LINKEDIN: https://www.linkedin.com/in/shirinetessam/ BOOK: https://www.amazon.com/Free-Be-Six-Week-Guide-Reclaiming/dp/1637585462 ◽️◽️◽️◽️◽️◽️ Listen to Witchy Wellness Radio Podcast: YouTube | https://www.youtube.com/@lorencellentani iTunes | https://tinyurl.com/2e4nec5z Spotify | https://tinyurl.com/a4wxrfyb Stitcher | https://tinyurl.com/5n7nvnyp IHeartRadio | https://tinyurl.com/yc53c5rh Google Podcasts | https://tinyurl.com/3ycceamw ◽️◽️◽️◽️◽️◽️ ⬇️ More stuff you should check out ⬇️ **FREE EBOOK: GET CALM & GAIN CLARITY** https://tinyurl.com/gcgcebook **20% OFF MY TRUSTED CBD BRAND WITH CODE “WITCHY”** https://evohemp.com/ **FREE QUIZ TO USE YOUR ANXIETY TO MANIFEST YOUR DREAMS!** https://www.anxiousquiz.com/ ◽️◽️◽️◽️◽️◽️ SAY HI ON SOCIAL: Website: https://lorencellentani.com/ Loren's Instagram: https://www.instagram.com/lorencellentani/ YouTube: https://www.youtube.com/@lorencellentani
Page One, produced and hosted by author Holly Lynn Payne, celebrates the craft that goes into writing the first sentence, first paragraph and first page of your favorite books. The first page is often the most rewritten page of any book because it has to work so hard to do so much—hook the reader. We interview master storytellers on the struggles and stories behind the first page of their books.About the guest author:Jessica Carew Kraft is an independent journalist trained in anthropology, with degrees from the University of London, Yale University, and Swarthmore College. Her reporting on health, culture, tech, and education has been published in The New York Times, The Atlantic, Forbes, San Francisco Chronicle, Politico, NBC News, KQED, and many other outlets. In mid-life she became a naturalist and wild food forager. She lives with her two daughters and like-minded neighbors of various species in the forest of the Sierra Foothills. Get her book WHY WE NEED TO BE WILD and learn more at JessicaCarewKraft.com About the host:Holly Lynn Payne is an award-winning novelist and writing coach, and the former CEO and founder of Booxby, a startup built to help authors succeed. She is an internationally published author of four historical fiction novels. Her debut, The Virgin's Knot, was a Barnes & Noble Discover Great New Writers book. She recently finished her first YA crossover novel inspired by her nephew with Down syndrome. She lives in Marin County with her daughter and enjoys mountain biking, surfing and hiking with her dog. To learn more about her books and private writing coaching services, please visit hollylynnpayne.com or find her at Instagram and Twitter @hollylynnpayne.If you have a first page you'd like to submit to the Page One Podcast, please do so here.As an author and writing coach, I know that the first page of any book has to work so hard to do so much—hook the reader. So I thought to ask your favorite master storytellers how they do their magic to hook YOU. After the first few episodes, it occurred to me that maybe someone listening might be curious how their first page sits with an audience, so I'm opening up Page One to any writer who wants to submit the first page of a book they're currently writing. If your page is chosen, you'll be invited onto the show to read it and get live feedback from one of Page One's master storytellers. Page One exists to inspire, celebrate and promote the work of both well-known and unknown creative talent. You can listen to Page One on Apple podcasts, Spotify, Pandora, Stitcher and all your favorite podcast players. Hear past episodes.If you're interested in getting writing tips and the latest podcast episode updates with the world's beloved master storytellers, please sign up for my very short monthly newsletter at hollylynnpayne.com and follow me @hollylynnpayne on Instagram, Twitter, Goodreads, and Facebook. Your email address is always private and you can always unsubscribe anytime. The Page One Podcast is created at the foot of a mountain in Marin County, California, and is a labor of love in service to writers and book lovers. My intention is to inspire, educate and celebrate. Thank you for being a part of my creative community! If you'd like to support my work, please leave a review on Apple podcasts, Spotify or any of your favorite podcast players. And please share these episode with your friends and fellow book lovers. Thank you for listening.Be well and keep reading.~Holly~@hollylynnpayne
In this episode of the podcast, we interview Adam Sklar, the founder of Sklar Bikes. Adam shares his journey into cycling, starting with his entry into mountain biking through his ski friends during his childhood in Boulder, Colorado. He talks about his early experiences in bike racing and how he discovered his passion for frame building during his time in college in Montana. Adam discusses the challenges and joys of building custom bikes for his friends and the process of transitioning from custom bikes to smaller batch production. He also talks about the design philosophy behind Sklar Bikes, which focuses on creating versatile and fun bikes that offer different riding experiences. Craig and Adam touch on various topics, including the materials used in frame building, the process of designing and manufacturing custom bikes, the popularity of gravel bikes, and the unique features of Sklar Bikes, such as the adjustable dropouts and external cable routing. Throughout the episode, Adam's passion for building bikes and creating unique riding experiences shines through. Listeners are encouraged to check out the Sklar Bikes website and reach out to Adam with any questions or inquiries. Episode Sponser: AG1 Sklar Bikes Support the Podcast Join The Ridership Automated Transcription, please excuse the typos: [00:00:01]Craig Dalton (host): Adam, welcome to the show. [00:00:03]Adam Sklar: for having me. I feel like I've been [00:00:05]Craig Dalton (host): I feel like I've been admiring your bikes from afar for a while, so I'm excited to have this conversation and just learn a little bit more about the origin story of the brand. [00:00:15]Adam Sklar: Cool. Yeah, I'm excited to talk about it. start off with, [00:00:18]Craig Dalton (host): Let's start off with, uh, just learning a little bit about you. Where'd you grow up and how'd you discover cycling in the first place? [00:00:24]Adam Sklar: Cool. Yeah, so my name is Adam Lar. Um, People know me for my bike brands, car bikes. Um, so yeah, I grew up in Boulder, Colorado, and I guess my entry to bikes was through my ski friends. I grew up ski racing and then in the summers all my ski friends were into cross country mountain biking, like mountain bike racing as you were if you were a kid who grew up in Boulder. Um, and so after a couple summers of them, Like begging me to go mountain biking with them. I finally tried it and it, um, hooked. I guess I got hooked super hard. It was sort of the thing we could do where we went outside all day and our parents wouldn't bug us, um, or like ask questions about what we were doing. So we would go up in the mountains and pack our lunch and go on these big long rides. Um, and that was, so that's sort of, yeah, what my entry point into cycling was. Um, amazing. [00:01:21]Craig Dalton (host): Amazing. And then did you catch the racing bug from your [00:01:24]Adam Sklar: Not really. They, I tried to make it, make it go. Um, I definitely, my last year of high school was the first year of Nica in Colorado, and that was cool. And I thought I would get into racing, but I moved to Montana and they didn't really have bike races there. Um, so I never, I never really got super vacy, but I, I wanted to be for sure. And what, what [00:01:52]Craig Dalton (host): And what, what led you to move to [00:01:53]Adam Sklar: Um, I came to Montana for college, so I went, I went to engineering school at Montana State in Bozeman, and yeah, that's how I ended up in Bozeman. Gotcha. [00:02:04]Craig Dalton (host): And in the course of your education there, did you learn to weld? [00:02:08]Adam Sklar: a little bit, yeah. So I, I built my first frame, winter break of my freshman year of college, so I was, um, or well built as, Maybe a generous word, but I, I got some tubes and stuck 'em together with like, stuff from Home Depot. And at, at the end of my time in Boulder, I'd met this guy Walt, who does, Walt works. And uh, he built me a fork for my mountain bike. 'cause we were all into rigid 29 ERs, single speeds, you know, very bolder. And, uh, I showed it to Walt and he felt bad for me, and so he gave me a brazing lesson and taught me how to do it. So then I, I did a couple more on my own and then, yeah, went back to school. I got a job in the machine shop on campus and it just so turned out that the guy who ran that shop had built frames in the seventies and eighties, and so he really took me under his wing. And so I was working in the machine shop helping engineering students with like their senior projects, machining stuff, and then, Some nights there would be no one there, so I would just machine bike tools or work on bikes and that's sort of how I built up a lot of my, my shop and experience. Amazing. If you had [00:03:24]Craig Dalton (host): amazing, if you had to guess, how many bikes did you make while you were in school? Cool [00:03:28]Adam Sklar: Oh, probably, I bet like 20. I ended up, I think I met Tom, like I, Tom Youngs, who was the shop guy. I think I built seven when I met him, and then I probably built another 20 or something. Sort of like the, the business started 'cause I was spending all my money building bikes for friends and, which is, you know, it's how it goes. Like you build one and it was really fun. It's so cool. You ride it and you're like, wow, I made this. That's amazing. And then your friends see that and they want one. And I also wanted to build more bikes, but I had enough, you know, I can't, I couldn't just keep building myself bikes. So I got my friends to buy 'em. And then, um, I was like, why do I have no money? I need to make one bank account that's just bike stuff and if that's zero, then I'm not making money. And that was kinda the start of learning how to do a business as well. What [00:04:22]Craig Dalton (host): And what type of bikes, I think you might have mentioned this, but what type of bikes were you making for your [00:04:27]Adam Sklar: then? It was, yeah, that was still in our rigid single speed 29 or days. So pretty, I think like out of the first 20, I bet 15. Were those. Yeah. Did you have an [00:04:39]Craig Dalton (host): And did you have an opportunity to kind of explore the different characteristics of the various steel tube sets available? [00:04:46]Adam Sklar: I think that early on, yeah, I was still learning about that stuff. Um, a lot of experimentation, a lot of, there were some frames, nothing was ever wildly unrideable, but you know, you build one and you're like, okay, that's super stiff. That feels bad, or, you know, that bottom bracket's way too high. Like, I won't do that again. Um, so luckily my friends were very forgiving with some of those first ones. Um, but I think, yeah, I mean the, the understanding of materials really happened over time. I think, you know, you're, you're starting and you're just working on the actual fabrication craft. So like, it would come in phases. Like at first it was like, I need to get good at welding and be really focused on the welding. And of course you're always looking at materials and things like that. But I think after I had nailed down the craft a little bit more, I spent a lot of little dove into materials a little deeper. And I guess being an engineering school also helped with that. 'cause you learn, there's a lot of in the bike world, you know, interesting rumors that get spread around about materials. But having a scientific background in that stuff. Kinda helps you see what parts are true about those things and what might be made up Interesting. [00:06:06]Craig Dalton (host): That's super interesting along the way. Just 'cause I'm curious, like as you were learning the craft of frame building, was there an area of the frame that was the trickiest to kind of master? I mean I, in my mind, I'm thinking like around the bottom bracket seems to be the hardest place to get the welds [00:06:25]Adam Sklar: yeah. I mean, Uh, yeah, I mean, still the hardest thing with like the big tires, big tire chain ring clearance. You know, you'll see all these very creative chains day yolks out there these days. And it's funny, bikes are, bikes are so simple, but, uh huh. Recording can, oh, can you hear me Still? [00:06:54]Craig Dalton (host): Yeah. Yeah, [00:06:55]Adam Sklar: Oh, you went away. Oh no. Okay. What was I saying? Oh yeah, chainstay. Yos. Yeah, threading. And like the cool thing about that era, so this was like 2012 ish, and so the first big tire era I got to go through was like plus mountain bikes, but also gravel bikes. Were kind of just starting to be more popular than I think, and. At that time we were like, how do we fit a 40 C tire in here with a road double and stuff like that. So that was, um, yeah, it was fun to be figuring out those problems and maybe figuring 'em out. Before companies, like big companies had to, you know, they, they have to make sure that works for the run of a thousand bikes they're gonna do, but I was doing one at a time, so we could make. These cool big tire bikes before they came out commercially, which was pretty cool. Yeah, [00:07:54]Craig Dalton (host): Yeah, I think that's, it's been such an interesting journey the last six years or so, just around that specific challenge of. [00:08:01]Adam Sklar: clearance. Mm-hmm. [00:08:02]Craig Dalton (host): clearance and how to make that work with gravel bikes. That's interesting to hear you kind of attacking that early on through your exploration of the mountain bike first and then later transitioning like, oh, I already figured out how to do that for super big tires. Now I just need to downsize it a little bit for this gravel and road crankset [00:08:22]Adam Sklar: Totally. Yeah. So you [00:08:25]Craig Dalton (host): Yeah. So you graduate from college, you've made, you know, twenties, 20, 30 bikes. At that point, did you immediately kind of say, Hey, this makes sense for me to pursue as a business, or was there something you were doing along the way at that time as well as you were doing this [00:08:40]Adam Sklar: Yeah, I, um, no, I. I was pretty hesitant to do it as a job. I had talked to a lot of builders and pretty much all of them said, don't do this for a job. Um, I really wanted to do it. I mean, I was, so, it was all I thought about and I literally like jumped out of bed on the weekends, excited to go build bikes in my garage and it was what I wanted to do. But I was, um, during, it must have been my junior year of college, I met. A guy at a Cycl cross race who owned an engineering firm. And so he ended up giving me a job and I was working there. My last, so I was in school and I was working at the engineering firm and doing bikes. Um, but the firm was like sort of product design stuff. We did a lot of, we'd call 'em like electro mechanical devices, like kitchen devices or, I worked on some drones. Um, some like three D camera mounts for Google was a big thing I did. Um, That was fun. I learned a lot about complex like CAD modeling and working with engineering clients, which was, it was a really cool experience. Um, and then, yeah, a year and a half or so into that. So I did that for half, I don't know, a year or something, and then graduated. And then that summer I went and rode the Colorado trail with some friends and I took like, I took like three weeks off for that and before like the phone was ringing more and more for bikes and I came back and my boss sat me down and was like, you have to choose this or choose that. And so I ended up choosing bikes and he ordered a bike from me, was the first thing he did. So it was, it was a very gentle push off into the world of that. It was nice. I love it. I [00:10:24]Craig Dalton (host): I love it. I love it. Silly question, but did you, did you design your own bike for the Colorado Trail, and if so, what [00:10:31]Adam Sklar: Oh yeah, yeah. I did it with, so that was actually really fun. It was like four or five of my good friends from high school who, the nerd, the cross country racing nerds who got me into bikes and we were all on bikes that I built. So, um, think two of us were on rigid. We all had gears at that point, but two Rigids three I think had 140 mil travel hard tail, like 11 speed. But yeah, we were all. On Lars, which was pretty cool. [00:11:04]Craig Dalton (host): That's awesome. So talk about like sort of the early years of the brand and how when you, when you went full-time, [00:11:11]Adam Sklar: year was [00:11:12]Craig Dalton (host): what year was that? [00:11:13]Adam Sklar: I think that was 2016 that I went full-time. [00:11:16]Craig Dalton (host): Okay. [00:11:17]Adam Sklar: Yeah, the, so I was sort of just figuring out, I mean, I was building really, I was, I was super psyched to build bikes and I had my shop space that I'm still in. That's the year I moved into the shop space. And, uh, yeah, I was psyched and orders were starting to come in, so I was building custom bikes, so I'd get, you know, an order for custom mountain bike, custom gravel bike, touring bike, and then that process. By that point, I had probably built 50 or 80 ish spikes and develop that process a little bit more so, With a customer when they come to you, on average for the custom bikes, it would be 60 or 80 emails per bike. So it's a pretty involved process where they tell you their needs and you know, I'm asking, it's not just like, what are your measurements? It's like, what, where do you live? What's the riding like? What goals do you have with like, do you want to do a big bike tour on it? Is it to win cycl cross races? Is it, you know, there's so many. And then you're sort of teasing out what the things people tell you mean, because, you know, you can say all sorts of things. Like, my favorite one is people say like, I want a bike that rides like a big B M X bike. But they've never actually ridden a, like B M X bikes are scary to ride. You know, you don't, you don't want, that's not what they mean. But I know what they mean when they say that, but it's not, unless they're an actual B M X rider, I would never believe them. When they say that, what does that, what does that [00:12:51]Craig Dalton (host): What does that, what does that translate to you? That they want the bike [00:12:55]Adam Sklar: To me, it's like playful, nimble, I think is a word that I would use and like lofty, like easy to bunny hop and stuff. But yeah, beer mix bikes are [00:13:03]Craig Dalton (host): that makes sense. [00:13:05]Adam Sklar: You don't want that. Um, so yeah, big really involved process building these custom bikes that were yeah, from the ground up all the way custom. Um, yeah, and I did that for a long time for. Eight, I guess the next eight years, just building 30, [00:13:25]Craig Dalton (host): And, and were you starting to go to like the handmade bike show [00:13:28]Adam Sklar: Yep. I went to the Handmade bike show, I think that was 2016 was the year I won Best Mountain Bike. I was. Which, um, those awards are a little silly, but that definitely put me on the map for a lot of folks. Um, and yeah, I think after that my, my lead time went up to two years and it really didn't ever go down from there. Which was an interesting journey in itself. It's gets some [00:13:57]Craig Dalton (host): Yeah, to get some perspective, like how long from beginning to end, obviously you've got the massive number of emails in advance of actually welding anything, but how long would it take you to manufacture a custom bike? [00:14:09]Adam Sklar: yeah, so most of the time is definitely in the design process. I mean, that's typically once we started it, it would be about. Six weeks to get everything dialed in. And that would include like build kit and paint colors and all that stuff. But once I have the design in hand ready to go in the shop, it's usually like I can, in two days of work, I can get it done. So like 15, 20 hours. Um, yeah. And that got faster and faster over the years. But [00:14:40]Craig Dalton (host): Yeah. Got it. And when did you start to see gravel bikes become more of what customers were asking for? I. And were you kind of prepared for that transition to designing drop [00:14:52]Adam Sklar: Totally. Yeah, I think that must've, so I was big on the, the mountain bike big award thing happened, and that's my background as well is in mountain bikes. Um, and then it must've been right around then, yeah, maybe 2016 ish, 17 in there. Um, I definitely noticed. Something that I liked, well, I had built myself a couple. I was a hesitant gravel rider, just 'cause I was like, I'm a mountain biker, you know, road biking's lame, which is dumb. But, um, you know, here in Bozeman, the trails, if you, if you, there's amazing gravel riding. We're in this big valley that's like a hundred miles across one way, 30 miles across the other. And there's, it's just full of sweet gravel roads and. If you have a gravel bike, it adds four months to the riding season. 'cause there's like two months on either end that the trails are snowed in and that. Um, so I had built myself some gravel bikes and I was getting super into it and I noticed that my friends were mountain bikers. It was a way for them to have two more months of riding and my friends were road bikers. It was a good way to like, get them to go do actually fun riding. And um, it just seemed like such a fun way to bring. All the bike people together. And then at the same time, what we were just talking about where big companies were kind of figuring it out. I think it was, it was a time like the, the coolest part about the custom stuff is that interaction, getting to hear what people are looking for. And it was really cool with gravel bikes because you know, I got to talk to hundreds of people who were like, this is the gravel bike I can't find out there and this is what I'm looking for. And through, you know, That six week long process with all those people. Um, I think I got some pretty cool ideas about what people are actually looking for in a grapple bike. Um, so I think that [00:16:52]Craig Dalton (host): Given your mountain bike background, when you first designed your own personal gravel bike, was it on the rowdier side? [00:16:59]Adam Sklar: yeah. Well actually, you know, I think the first, well actually the very first bike bike I built was. Kind of a, it was like a cyclocross. We were still calling 'em cyclo cross bikes then. Um, but yeah, I did, I think the first, yeah, they definitely leaned mountain bike year. They had that mountain bike ego to them. Um, yeah, and I did a lot of experimentation. Um, I remember, I don't know, I probably built myself like 15 of, maybe not that many, 10, but, um, ranging from, yeah, full. Drop our mountain bike to big tire road bike. Um, and that's been, that's been part of the journey too, to realize what I like in there and also to help me understand what people mean. You know, hearing about their background as a cyclist, what, what they're used to. I think that's a huge part of design. People might come to you with an idea of what they want, but also. There's, there's something, you know, muscle memory of riding a bike. And if you're used to riding road bikes and you hop on one of those rowdy mountain, like mountain bikey gravel bikes, most of those people aren't gonna like it. And I think the other way is true too. If you're a mountain biker and you get on a really steep road, road bike with big tires, that's gonna feel unnatural. So the custom bikes are kind of weaving in. Like, what are your goals? Like do you want to, are you a road biker who wants to get on single track? Like how do we make it familiar enough that it feels like home? You know, it feels like something you like, and how do we make it capable enough that it can make you feel confident to, to do those things? You want to push yourself on that. That's sort of the balance I'm always, I've been trying to do. Yeah. [00:18:54]Craig Dalton (host): Yeah, it's such an interesting journey. As the listener may remember, I went through my own custom bike design experience, and it's easy to go in and say, I want two, two tire clearance and I want this, that, and the other thing. And then as you get the design out the other side, You start to see the compromises, the longer chain stays, the different things that they need to do, particularly when working with a metal to achieve those dimensions. And for me, it was like I needed to be more realistic and say, okay, I need to knock it back a little bit because I don't wanna entirely lose, [00:19:29]Adam Sklar: the notion [00:19:30]Craig Dalton (host): you know, the notion of a road bike feel. I don't wanna turn this into a, a mountain bike. And there was an interesting just give and take in my own personal journey to say, okay, you know, 700 by 50 is plenty big as a tire. Let's go with that as a max and let's see how things fall. And we can get a design that is still playful enough, but accommodates everything i, I realistically need at this point in my custom bike. [00:19:56]Adam Sklar: Yeah. It's so easy to want it all. But that's kind of part of the fun of these bikes, I think is like they're, they're, you're not supposed to ride on Montreals, but that's why they're so fun. And mountain biking is so [00:20:11]Craig Dalton (host): exactly. And [00:20:12]Adam Sklar: and it's so fun on a mountain bike and like, don't make your gravel bike, mountain bike. Go, go mountain biking if you want to do that. [00:20:21]Craig Dalton (host): yeah. Yeah. I know you've spent enough, you spent time in Marin County, so you know how rowdy the trails can be out here, so, [00:20:27]Adam Sklar: is [00:20:28]Craig Dalton (host): Mine is probably definitely way closer to a mountain bike than a traditional gravel bike, but I I, I am conscious of, [00:20:35]Adam Sklar: have a mountain. [00:20:36]Craig Dalton (host): I have a mountain bike, so I don't wanna get too close to that chassis. It needs to feel good when I'm on the roads and still be, you know, zippy enough to do all the gravel bike things. [00:20:47]Adam Sklar: Yeah, you, I don't. I don't think everyone needs like 12 bikes. I mean, personally, like I have three bikes I ride, so I, I like there to be some, yeah. I don't wanna like be confused about if I should ride my heart tail or my gravel bike. You know? I guess sometimes you still are, but nice to have 'em be a different, different vibe. Yeah. [00:21:12]Craig Dalton (host): Yeah. Yeah, exactly. So as the, as you've kind of continued to develop the brand, it sounds like you did a ton of these custom bikes with a lot of analysis about what people were needing. [00:21:24]Adam Sklar: there, [00:21:25]Craig Dalton (host): Was there, how, how has the brand evolved at this point? I mean, I know we have a, a model we wanna talk about that's being done in a smaller batch production, but kind of how did it get from custom bikes to, to where you are today? Was there a midpoint where you started to do like size runs of models and things like that? [00:21:43]Adam Sklar: Yeah. And in 20, I think it was 2018. I did my first non-custom model, which is a Hardtail mountain bike that I called the sweet spot. And so that was similar story like with the mountain bikes for, for probably most of the time we've talked about so far. It was split between like 50 50 custom gravel bikes, custom mountain bikes, and this was in mountain bike. Sort of the era of like figuring out this whole new long front end, like. Long front center, steep seat tube thing, which has definitely bled into gravel bikes and similarly to the soup or something, which we'll get to. I was just seeing pretty much everyone came to me because of the style of bikes I was designing. You know, they see pictures of the bikes I built and they're like, that looks like what I want, which is cool. And I was building them a fully custom bike, even though it felt like a lot of the time they were just defaulting to like, I think you should build me what you think is right. And so it felt like, I'm not gonna say a waste of time, but it felt like a lot of customers could be better served by a more off the shelf product and it would save time and money for them and be a product that I believed in. So that's why the sweet Spot came about. Um, and that was cool. And I built probably 50 of those over the next few years. Four sizes, three colors. Sorry. Is that noise bad? Okay. Um, yeah, and that was, that was more successful than I thought it'd be. It was a scary leap. I mean, I, I, I talk about that like when we get together at nabs and stuff with all the handmade builders. Like, everyone's like, I can't believe you're doing that. Um, not custom. It's crazy. But, oh, sorry. Go ahead. What? [00:23:39]Craig Dalton (host): What did that actually look like for you as a builder? Is that just a matter of, okay, now I'm gonna buy 10 sets of tubes at a time, I'm gonna cut 'em, I'm gonna weld them in a batch process. Does it, how did it change kind of how you were approaching it? And I mean, part of it obviously is like a financial commitment, buying all that tubing and putting your energy towards welding something that isn't sold already. But yeah, maybe just describe like what you went through to get to that [00:24:05]Adam Sklar: Yeah. I mean, it was a, it was a whole new process to really develop a product, whereas, I guess this is something I've been thinking a lot about, like the custom stuff. You're, you're solving different issues every time. Um, so from a branding perspective, right, the product is different every time, which is not really good for building a brand. Um, so doing the, the sweet spot, which is the same every time, um, I think it gives a stronger message. It's like, here's what I believe in for a mountain bike. Um, as far as the logistics of it, they all have the same rear ends, so I. Which is one of the harder things to do, that chainstay part. So I would weld like five at a time of the bottom bracket to chainstay, to dropouts and just kind of keep those around. And then there's a couple other things like bending and slotting and putting a dropper port in for a seat tube. So I'd keep around a C tube. I was, when I did one, I would do four or something. And so I've got a box of them around and someone orders one and I can like throw the chain stays and the jig, throw the C tube on, and from there it's like four or five hours to finish the frame. So it made it Yeah, really quick to do those. Um, yeah, [00:25:23]Craig Dalton (host): Got [00:25:23]Adam Sklar: nice. And then my painter keeps the paint on hand, so it makes paint go faster. You know, we know all the hardware that we need to have to build it up. Bolts and stuff like that. So I just really streamlined everything and that was cool. People got to get the bikes. Instead of waiting two years, it was three months, which is, I think, more reasonable. I never intended to have a two year wait. That was, yeah. [00:25:49]Craig Dalton (host): Yeah. [00:25:51]Adam Sklar: Yeah. Maybe take a [00:25:52]Craig Dalton (host): and maybe take a moment, Adam, and just describe there, there is something visually unique about the bikes you put out there in the world. I particularly key in on the, the sort of top tube, and that seems to be like a hallmark of the brand at this point. Is that true or do you build bikes with straight, top [00:26:10]Adam Sklar: yeah. The curvy top tube I started doing very early on. It was, it was mostly because I wanted to alize the tubes, which they're all, they're curvy, but they're, they're pretty ized. Which, you know, I was in engineering school and we were learning about beams and stuff, and so the, you know, the wider cross section is the ultimate and, uh, Laterally, stiff vertically compliant as they say. So that was sort of what I was going for. But then I also was building frames that looked like that, and I thought, yeah, I mean, what we're talking about with the brand, like I wanted a bike that you could tell without paint was one of my bikes. Um, and so I think I've achieved that, which is nice. Uh, yeah, it's nice to have [00:26:53]Craig Dalton (host): Yeah, it's super clever. [00:26:54]Adam Sklar: was a way to be consistent, even though I was building different custom bikes every time, it was still a slar. And I like that. [00:27:04]Craig Dalton (host): Yeah, that makes sense. Well, let's, let's jump onto the, the latest model. You're releasing this super something, the gravel bike. I'd love to hear just about some of your design philosophy. [00:27:14]Adam Sklar: that bike and the [00:27:15]Craig Dalton (host): With that bike and help the listener understand, you know, who's the intended rider and what are some of the things you considered when designing this bike? [00:27:23]Adam Sklar: Yeah, so the super something has been exciting. We, um, The first batch went out earlier this year, and the second batch is on a boat from Taiwan right now. So that's exciting. Um, that that project started, yeah, two years ago. It takes about a year to design that bike, but as we've been talking about, it's sort of that culmination of the hundreds of people I've talked to about what they want in a gravel bike, and then that paired with also all these friends who. Especially during pandemic times when everyone was getting into gravel biking, it felt like I had all these friends, like, what bike should I buy? And I should mention that the custom bikes were, in addition to being a really long wait, were very expensive. And I kind of got bummed, just telling my friends over and over, like maybe. Like the salsa is really nice. Um, so I wanted to make a bike that in like good conscious, I could tell my friends who are newish to cycling or, you know, maybe an experienced mountain biker, experienced roadie. Like this is a super nice bike that you can build up to be a really cool gravel bike. Um, and yeah, I, experimented, you know, with the rowdy, the rowdy mountain bike ish geometry. And didn't love that. I love more the experience of riding a bike, like not, you know, engaging, still an engaging ride. So it's, it, it leans a little bit more on that traditional geometry end. Um, it definitely takes into account some elements of new school geometry. So they're designed around a little bit shorter stem. They're higher offset, um, which allows for a bit of a longer front end, but the trail is still similar to. Like road a little bit more than a road bike. Kind of similar, um, yeah, a little bit more than a road bike. What, what tube [00:29:23]Craig Dalton (host): And what, what tube set did you end up deciding [00:29:26]Adam Sklar: So it's our own tube set that we developed there. It's all really nice air hardened, like double butted cro Molly. It's, it's the good stuff. I mean, I know a lot of brands like slap a label on there and say it's some. Have a name. I don't have a cute name for it, but, um, it is, it's really nice. Um, and it rides super well, so I should, I should come up with a name for it, if anyone has an idea. Yeah. It must have been a pretty [00:29:55]Craig Dalton (host): So it must have been a pretty heady decision as a custom frame builder and having so put so much energy into your craft. [00:30:03]Adam Sklar: in [00:30:03]Craig Dalton (host): A vendor in Taiwan to manufacture this for you? What was that process like to give you the confidence to put your name on this bike with it being produced offshore? [00:30:13]Adam Sklar: it was huge. Um, I have a great trade partner in Taiwan and you know, in our first meeting he rattled off the companies he works with and it's pretty much every reputable metal bike company that you've heard of, um, does one, which is maybe an industry secret I'm not supposed to reveal. But, um, it's. They, you know, still hesitant, but we got samples, you know, that process, it took a long time. So four months in, I found I got samples and then I, you know, we checked 'em out, tested 'em, and they're all good to go. Um, they've been really nice to work with. Yeah. The factory, those are made in Max Way, which if you're a big nerd, you've probably heard of, they made, you know, surly salsa all city. I bet you, you know, all the rive Dells and, and then they make, they make so many people's bikes. So very reputable company. [00:31:11]Craig Dalton (host): Got it. [00:31:12]Adam Sklar: But yeah, it was a big investment. Huge investment, huge change. Scary for the brand. Um, yeah, big decision for sure. Yeah, for sure. [00:31:21]Craig Dalton (host): Yeah, for sure. I mean, if you think about it as a listener, you know, to bring in 15, 20 complete bikes in one fell swoop, that's a big financial investment. But Adam, I mean, it sounds like you've developed a confidence in your consumer base for the demand for this bike to kind of take that leap. And even if you have to hang onto some frames for a few months while they sell out, you know that they're gonna [00:31:46]Adam Sklar: Yeah. Yeah, it went really good. We did, I did a little pre-sale, so about a year ago we did a pre-sale on the first batch, and those sold out in like 20 minutes, 250 frames. So that was pretty exciting. And then, The next batch works I'm excited to have in stock. That's cool. And it sounds all good, but from a business perspective, it turns out it's nice to have stuff for people to buy. So I'm excited. We'll actually have some in stock this time and that'll be nice. Can you. [00:32:16]Craig Dalton (host): Can you, can you talk through, since you know, obviously in the, in a audio podcast, it's a little difficult to see. I'll definitely be putting links to your website on the show notes, but can you describe kind of the dropout and break mount on the rear end of the bike? [00:32:32]Adam Sklar: Yeah. So the, the, so the, for the super something dropouts, they use the Paragon Machine Works rocker system. So it's an adjustable dropout. So you can, you can loosen two bolts and you can change the chainstay length, which does a few things. Um, The first is it allows you to run a bigger tire, so slammed all the way forward. It'll clear like a 700 by 40 feet I think, but if you put them all the way to the back, you can run a 29 by 2.1 inch tire. Um, which is pretty fun. That's what I run on mine and I really like it. Um, also you can kind of tune in. I mean, it's a pretty minor difference, but you can tune in the ride quality a little bit more stable all the way back, a little bit more snappy, all the way forward. Um, and then, yeah, you can also swap that out. Um, if you wanted to run single speed, you can put in an insert that has no hanger, or now you can do one that's u d h if you wanted to do that. Or you can switch between a post mount or a flat mount break as well with those inserts. So it's really versatile. I wanted something that, [00:33:42]Craig Dalton (host): Yeah. [00:33:43]Adam Sklar: yeah, after the really unattainable custom bikes for so long, something that was approachable and. you have like a bike you wanna swap the parts off of or do a part spin build, like that's been fun to see people building 'em up in all sorts of different ways. So it's really versatile in that way. And then [00:34:04]Craig Dalton (host): And then it looks like you might be routing some of the cables externally [00:34:08]Adam Sklar: Yeah, I'm a full external routing always kind of guy. So they they're they're fully external. Yeah. Yeah. [00:34:18]Craig Dalton (host): Got it. Yeah. It sounds like, and you sort of expressed this on the website, that depending on what the rider's desires are, you can really configure this [00:34:28]Adam Sklar: a lot on, you know, on [00:34:29]Craig Dalton (host): a lot on the, you know, on the spectrum of, um, 20 niner [00:34:34]Adam Sklar: pouring bike, [00:34:35]Craig Dalton (host): touring bike, gravel bike kind of style, mountain bike style, all the way to something a little bit r or on the other end of the spectrum. [00:34:42]Adam Sklar: Yeah. I mean, it really was, it was designed, I mean, my, my gravel bikes typically look like 4,700 by 40 C with a decent amount of like, saddle to bar drop. I, I wouldn't say racy, but maybe more traditional road bike fit. And so that's sort of what I had in mind in that. But it turns out that that geometry is really similar to like, The rigid 29 ERs that I was riding in 2008. And so they're really fun set up that way. And we've seen people do, you know, flat bars or like a sweat back bar. Um, I also, it was fun. I built up a 60, so I ride a 58, but I sized up to a 60 centimeter frame and that's the bike I just rode on the tour divide. So it was like much more stable. I had a ton of room for my frame bag. That was so, I had so much fun on that set up too. So it's been cool to experiment with it and have, instead of, I'm so used to being able to, you know, change every millimeter, but it's been fun to be like, oh, I'll just do a different stem, like a normal person. [00:35:50]Craig Dalton (host): Yeah. [00:35:51]Adam Sklar: Yeah. [00:35:53]Craig Dalton (host): That's amazing. Now I have to geek out on do, were you on the tour divide [00:35:57]Adam Sklar: Yeah. I left at the Grand Apart, um, from Banff with, with everyone. [00:36:03]Craig Dalton (host): Amazing. Like without, I feel like we could go another half hour if [00:36:07]Adam Sklar: Oh yeah. [00:36:08]Craig Dalton (host): the questions. I would wanna ask about [00:36:10]Adam Sklar: It was fun. If I wrote a, I rode a super something on it and it did. It was, yeah, it was so fun. Wouldn't, wouldn't have taken a different bike. But tour divide was hard also, I'll say that. Yeah. It sounds [00:36:21]Craig Dalton (host): Yeah, it sounds like everybody got caught with some pretty tough weather conditions and it's a pretty tough year to do [00:36:28]Adam Sklar: it was. It was a little wet. [00:36:32]Craig Dalton (host): Did it, um, did it dramatically change, end up changing, like how long it you thought it was gonna take you to complete? [00:36:38]Adam Sklar: And you know, I, I didn't do the whole thing. I should be clear about that. But, um, I, yeah, I rode, I rode home from Banff. Um, I thought I was gonna make it to Denver, but yeah. Um, I made it, I made it back to Bozeman. Um, the weather, we missed that. The real money part I think was that great base in section in Wyoming. And. We were also, there was a section right by Yeah. Where I stopped and it was 40 degrees and raining and my friend had a, his family has a ranch right there with good food and a creek to sit in and I couldn't help myself but peel off, so, but it was beautiful. I mean, it's such amazing riding all the way through there. It's, the Canada section was so beautiful. [00:37:29]Craig Dalton (host): And were you were, did you set your super or something up with a drop bar or were you [00:37:33]Adam Sklar: I did a drop bar. Yeah. Big. The crust towel rack is that 670 millimeter bar and it's so, I love that bike. It's, I, I love it so much that I sold my two other drop bar bikes. 'cause I just, I, I'm having so much fun on that bike. Um, yeah. [00:37:53]Craig Dalton (host): Yeah. Amazing. Well, I'm glad. I'm glad you dropped that at the last minute. I'm such a tour [00:37:58]Adam Sklar: Oh, really [00:37:59]Craig Dalton (host): I've thought about it on a number of occasions to do it and just trying to carve out that right moment in my life to be able to [00:38:06]Adam Sklar: Totally. It's a commitment, but I would recommend it if you have ever wanted to do it. It's, it's really cool. [00:38:15]Craig Dalton (host): Yeah. Yeah, no doubt about that. Awesome. Adam, any anything else you'd like the listener to know about the brand while we have you? [00:38:25]Adam Sklar: What would I want them to know? Uh, bikes are fun. We make fun bikes. Check out the soup or email@example.com, production mountain bike coming next year. If you do those two, uh, send me an email if you have any questions. I'm happy to chat. Okay, [00:38:45]Craig Dalton (host): Nice. I love it. Adam, thank you so much for the time. It was great to get to know you a little bit and, uh, I can't wait to see more of these bikes out there. I find 'em just so visually appealing and I like what you've described as the vision for how these bikes are created and conceived and what their intended uses are. So keep up all the good [00:39:05]Adam Sklar: Craig. Yeah, it's been a lot of fun.
In this captivating episode of Forever White Belt, host Adolfo Foronda dives into the dynamic world of Brazilian Jiu Jitsu alongside a true maestro of the sport, Marvin "Cerberus" Castelle. Hailing from the heart of Flint, Michigan, Marvin's BJJ journey ignited at 16, ignited by his fascination with MMA and the captivating allure of YouTube tutorials. With a decade of intense dedication under his belt, Marvin emerged as a 1st-degree 10th Planet Black Belt, a remarkable achievement he earned under the watchful eye of none other than Master Eddie Bravo at the iconic 10th Planet HQ in California. Yet, it's not just this accomplishment that sets Marvin apart; Jean Jacques Machado's profound influence has uniquely shaped his grappling style, setting him on a path to becoming an unstoppable force in both competitions and super fight arenas. Renowned for his expertise in the three-quarter guard position and his astonishing Imanari sweep, Marvin has captivated the BJJ community with his signature moves. And who could forget the deadly Estima lock that has left opponents tapping? But there's more to Marvin than just technique; he's now at the helm of the Dark Arts academy in Torrance, CA, inspiring others to harness their Jiu Jitsu potential. Ever wondered about those "Dark Arts" seminars? You're in for a treat! These immersive sessions, led by Marvin, go beyond leg locks, offering a comprehensive drill-based understanding of no-gi Jiu Jitsu. Expect to sharpen your skills, master timing, and move with a flow that's nothing short of mesmerizing. So, get ready to be enthralled by Marvin Castelle's journey, insights, and techniques that have left an indelible mark on the world of Brazilian Jiu Jitsu. Tune in for an enlightening conversation that reveals the heart and soul of a BJJ prodigy. Links: Dark Arts Academy https://www.darkartsfamily.net/ IG https://www.instagram.com/marvincastelle10p/ https://www.instagram.com/darkartsacademy10p/ BJJ Fantics Instructionals https://bjjfanatics.com/products/contents-of-dark-thoughts-volume-1-by-marvin-castelle https://bjjfanatics.com/products/no-gi-awareness-by-marvin-castelle?_pos=1&_sid=375ebf4c4&_ss=r Jiu Jitsu X Instructional https://jiujitsux.com/profile/marvin-castell-3357/ Give us a 5 star review on Apple Music and Spotify Share this podcast with a friend it really helps us out. Become a VIP member for only .99 a month, get ad free, uncensored, early episodes podcasters.spotify.com/pod/show/foreverwhitebelt/subscribe. Instagram @foreverwhitebeltshow. Go buy your Forever White Belt swag at teespring.com/forever-white-belt. Linktree https://linktr.ee/foreverwhitebelt Finally, if you ever get to beautiful Northern California please come roll with us at North Bay Jiu Jitsu in Marin County just north of San Francisco, there are excellent instructors, and everyone there is great people. Mention the podcast and get two weeks Free. --- Send in a voice message: https://podcasters.spotify.com/pod/show/foreverwhitebelt/message
A cheerful look at problems with the Georgia RICO indictment, within China, and for the leftists in Marin County. The three stories I recount in this podcast give me hope. Whether it's the fact that even a stalwart NeverTrumper recognizes how horrible Fani Willis's RICO case against Trump is, the deep doo-doo into which China is sinking, or the fact that Marin's leftists are discovering that the piper inevitably must be paid, all of these are reports that will hearten you.
The Civic Joy Fund aims to revitalize San Francisco. Marin has one of the highest rates of Suicide in the Bay Area. What are Marin residents doing about it? The Golden Gate Open; the new professional tennis tournament coming to the Bay.
I had the absolute pleasure of sitting down with the one and only Matt Kwan, a powerhouse in the BJJ community. Matt is the man behind On Guard Academy of Brazilian Jiu-Jitsu in Canada. Matt holds a black belt under Rob Biernacki from Island Top Team, Matt's journey into the world of Jiu-Jitsu ignited at the age of 20. He's been an avid competitor, showcasing his prowess in many tournaments. Matt's been knee-deep in BJJ since 2009, He's not just a fantastic practitioner; he's also a devoted coach, leading the charge as the Head Coach of the Simon Fraser University Grappling Team. But that's not where his contributions end – he's teamed up with his brother Steve Kwan to create the enlightening BJJ Mental Models podcast, and as if that weren't enough, Matt takes center stage as the host of The Essential Jiu-Jitsu Podcast, sharing his insights and connecting with the Jiu-Jitsu community. But wait, there's more! Matt's also an author, pouring his heart into "Zara Can Do Jiu Jitsu," a heartwarming children's book aimed at nurturing determination and confidence in little ones aged 5 to 7. This episode takes an exhilarating twist, Matt peels back the layers and shares some incredible personal stories that have never seen the light of day before. Brace yourselves, folks – this is raw, unfiltered honesty at its best. And, fair warning, if you're someone who's easily rattled, this might not be your cup of tea. But personally, I was all in, and I hope you'll be too. Matt's magnetic personality and exceptional wit shine through as we cover a whole spectrum of topics. From his reflections on coaching and being an academy owner to the mind of a fierce competitor and an unyielding free thinker – we left no stone unturned. Matt's journey, his insights, and how he wears his heart on his sleeve – it's a rollercoaster of emotions and revelations that'll leave you enlightened, moved, and perhaps even inspired to tackle your challenges head-on. Links: https://onguardbjj.com/ https://onguardbjj.com/p/podcast https://www.instagram.com/onguardbjj/ https://www.instagram.com/theessentialjiujitsupodcast/ Give us a 5 star review on Apple Music and Spotify Share this podcast with a friend it really helps us out. Become a VIP member for only .99 a month, get ad free, uncensored, early episodes podcasters.spotify.com/pod/show/foreverwhitebelt/subscribe. Instagram @foreverwhitebeltshow. Go buy your Forever White Belt swag at teespring.com/forever-white-belt. Linktree https://linktr.ee/foreverwhitebelt Finally, if you ever get to beautiful Northern California please come roll with us at North Bay Jiu Jitsu in Marin County just north of San Francisco, there are amazing instructors, and everyone there is great people. Mention the podcast and get two weeks Free. --- Send in a voice message: https://podcasters.spotify.com/pod/show/foreverwhitebelt/message
From Muted to Magic How to Strip Away Society's Lies and Reconnect with Your Inner Spark Take away: Trust that that magic you seek is within you Money Learnings: Shirin came to the States from Iran when she was nine. She grew up in a fairly affluent family. Bio: Shirin Etessam is an entrepreneur, seasoned media executive, and transformational speaker. She has produced films, original television series and specials, created several companies, and led campaigns for some of the world's most recognized companies (ABC, CBS, Discovery, BBC, Facebook, Apple, Intel, Virgin, and many more). A proud member of the LGBTQIA+ community, Shirin founded OML TV, a popular platform dedicated to streaming and curating quality, queer female, video content and OML Originals, a female led production company telling diverse female stories through a vast spectrum of film and television genres. Today, Shirin guides seekers in her six-week program, Free to Be, to disconnect their human “being” from their human “doing” to find true and lasting fulfillment. She lives in Marin County, California, with her wife and two children. Highlights from this episode: Shirin felt unfulfilled despite having a nice home, car, career, community status etc. She realized something was missing internally. As children, we naturally connect with our inner essence, but societal conditioning causes us to disconnect from it and seek validation externally. We need to rediscover our inner truth. Our minds are flooded with mostly negative, repetitive thoughts. We need to limit information overload and "purge" regularly to clear our minds. Reconnecting with our body through breathwork can profoundly impact our mental/emotional state. Our breath has great power if we harness it. Play is critical at any age for our minds, hearts and souls, yet we lose touch with playfulness as adults. We each have unique play personalities and ways of accessing play. Living from our inner truth/essence, not external validation, is key to an abundant life. The "magic" we seek is within us, not external. The book provides a 6-week roadmap to strip away conditioning, reconnect with our inner self, and live more fully and authentically. https://www.shirinetessam.com https://www.facebook.com/groups/innermore https://www.instagram.com/shirinetessam/ https://www.tiktok.com/@shirinetessam https://www.amazon.com/Free-Be-Six-Week-Guide-Reclaiming/dp/1637585462 Richer Soul Life Beyond Money. You got rich, now what? Let's talk about your journey to more a purposeful, intentional, amazing life. Where are you going to go and how are you going to get there? Let's figure that out together. At the core is the financial well being to be able to do what you want, when you want, how you want. It's about personal freedom! Thanks for listening! Show Sponsor: http://profitcomesfirst.com/ Schedule your free no obligation call: https://bookme.name/rockyl/lite/intro-appointment-15-minutes If you like the show please leave a review on iTunes: http://bit.do/richersoul https://www.facebook.com/richersoul http://richersoul.com/ firstname.lastname@example.org Some music provided by Junan from Junan Podcast Any financial advice is for educational purposes only and you should consult with an expert for your specific needs.
The legend of Jack Kirk began one day in 1933 or 1934 on a steep slope called Steep Ravine in Marin County during the famous Dipsea Trail race... Amby Burfoot, winner of the 1968 Boston marathon and former editor in-chief at Runners World along with Peter Firmrite, former staff writer for the San Francisco Chronicle help me tell this interesting story about Marin County's most fabled characters, Jack Kirk. --- Send in a voice message: https://podcasters.spotify.com/pod/show/mayberunningwillhelp/message
In today's episode, we have the privilege of diving into the captivating world of Brazilian Jiu-Jitsu alongside a remarkable guest, Aaron Esdon. Aaron, a black belt under Matt McPeake, has not only left his mark as a gold medalist and accomplished practitioner but has also embraced the role of a head Brazilian Jiu-Jitsu instructor at Platinum Training Facility. During our conversation, we will explore Aaron's inspiring journey with BJJ Globetrotters and how this unique affiliation has shaped his approach to the gentle art. As a relatively new black belt, Aaron has gained valuable insights into the nuances of teaching and mentoring students at different skill levels. We'll uncover great ideas behind his teaching style, emphasizing the importance of knowing each student individually and tailoring instruction to their specific needs. Beyond his prowess on the mats, Aaron's extensive experience in law enforcement has granted him a distinct perspective on self-defense, conflict resolution, and the de-escalation of unpredictable situations. We'll delve into how this background has influenced his teaching of self-defense techniques within the realm of Brazilian Jiu-Jitsu, highlighting the importance of self-confidence and avoiding potential conflicts. Join us as we explore the exhilarating world of Brazilian Jiu-Jitsu through the eyes of Aaron Esdon, an exceptional black belt, dedicated instructor, and avid learner. From his training experiences with world champions to his achievements as a competitor, Aaron's journey is brimming with valuable lessons and inspiring anecdotes that will captivate both novice and seasoned practitioners alike. Give us a 5 star review on Apple Music and Spotify Share this podcast with a friend it really helps us out. Become a VIP member for only .99 a month, get ad free, uncensored, early episodes podcasters.spotify.com/pod/show/foreverwhitebelt/subscribe. Instagram @foreverwhitebeltshow. Go buy your Forever White Belt swag at teespring.com/forever-white-belt. Linktree https://linktr.ee/foreverwhitebelt Finally, if you ever get to beautiful Northern California please come roll with us at North Bay Jiu Jitsu in Marin County just north of San Francisco, there are amazing instructors, and everyone there is great people. Mention the podcast and get two weeks Free. --- Send in a voice message: https://podcasters.spotify.com/pod/show/foreverwhitebelt/message
Marissa Benedict was born in San Francisco, California and raised in Marin County where she started playing piano at age 7, violin at age 9 and trumpet at age 10 (studying with Joe Alessi, Sr.). She continued playing all three instruments until graduating from high school and moving to Los Angeles to attend USC, earning a Bachelor of Music degree in Trumpet Performance (June 1984), studying with Boyde Hood. Marissa is the Assistant Professor of Trumpet at the University of Minnesota, Twin Cities. Before leaving for Minnesota she was a freelance trumpet player in Los Angeles for 34 years. She is currently principal trumpet for The Pasadena Symphony/Pasadena Pops and plays regularly with the Minnesota Orchestra, St. Paul Chamber Orchestra, Los Angeles Philharmonic, Los Angeles Chamber Orchestra and Los Angeles Master Chorale. Marissa recently performed and recorded Mahler's 8th symphony in the Minnesota Orchestra's Mahler Project, played for Charles Lazarus' CD Merrier and Brighter (2022), Jack Stamp's Chamber Music Volume 1 (released July 2023), and the Los Angeles Trumpet Ensemble's Homage (release: August 2023), featuring eight of the top trumpeters in Southern California. She also toured with the L.A. Philharmonic on their “Boston to London” 2018 tour, and on 2019 tours to Asia and Scotland. She played for the 2019 Academy Awards (Oscars®) and recorded Celebrating John Williams with the L.A. Phil under the direction of Gustavo Dudamel. A very active and in-demand studio player, she can be heard on nearly 160 motion picture recordings, including Spider-Man No Way Home, Avatar 2: The Way of the Water, Lightyear, Incredibles II, Spider-Man Far from Home, Coco, Moana, Rogue One, Spider-Man, Homecoming, Indiana Jones IV, Avatar, The Polar Express, Spider-Man 2, Monsters, Inc., and War of the Worlds. Her television studio recording credits include Star Trek : Discovery, Star Trek: Enterprise, Star Trek: Voyager and Deep Space Nine, JAG, Commander in Chief and Galavant. Marissa's current trumpet studio consists of 16 trumpet students (Undergraduate, Master's degree and Doctoral of Musical Arts), ranging from Bachelor of Arts, Music Ed, Music Performance, double majors of Computer Science/Performance and MuEd/Performance. All of her graduated MuEd and Performance majors are currently teaching music and/or performing in the Minneapolis area. She continues to recruit and give masterclasses and special guest performances throughout the Twin Cities and across the US and remains very active in the community.
About the Page One Podcast:Page One, produced and hosted by author Holly Lynn Payne, celebrates the craft that goes into writing the first sentence, first paragraph and first page of your favorite books. The first page is often the most rewritten page of any book because it has to work so hard to do so much—hook the reader. We interview master storytellers on the struggles and stories behind the first page of their books.Page One exists to inspire, celebrate and promote the work of both well-known and unknown creative talent. You can listen to Page One on Apple podcasts, Spotify, Pandora, Stitcher and all your favorite podcast players. Hear past episodes. About the guest author:Holly Lynn Payne is an award-winning novelist and writing coach, and the former CEO and founder of Booxby, a startup built to help authors succeed. She is an internationally published author of four historical fiction novels. Her debut, The Virgin's Knot, was a Barnes & Noble Discover Great New Writers book. She recently finished her first YA crossover novel inspired by her nephew with Down syndrome. She lives in Marin County with her daughter and enjoys mountain biking, surfing and hiking with her dog. To learn more about her books and private writing coaching services, please visit hollylynnpayne.com or find her at Instagram and Twitter @hollylynnpayne. About the host:Kristen Harnisch is the international bestselling author of the award-winning trilogy: The Vintner's Daughter, The California Wife and The Vintner's Legacy. Kristen drew upon her extensive research and experiences living in the San Francisco Bay Area and visiting Parise and the Loire Valley to create the historic world for the masterful trilogy. Kristen has served as a monthly guest blogger for the Writer's Digest Blog, The Writer's Dig and currently speaks on the business and craft of writing at conferences and writing retreats. You can find her at www.kristenharnisch.com, Twitter @KristenHarnisch or Instagram @kharnischauthor. For more information:If you're interested in getting writing tips and the latest podcast episode updates with the world's beloved master storytellers, please sign up for my short, monthly newsletter at hollylynnpayne.com and get a copy of my new book Rose Girl for FREE! You can follow me @hollylynnpayne on Instagram, Twitter, Goodreads, and Facebook. Your email address is always private and you can always unsubscribe anytime. The Page One Podcast is created at the foot of a mountain in Marin County, California, and is a labor of love in service to writers and book lovers. My intention is to inspire, educate and celebrate. Thank you for being a part of my creative community! And remember to get your FREE COPY of my new book, Rose Girl! Be well and keep reading. ~Holly~@hollylynnpayne
"I(Dave) was raised in a Mainline Protestant Church, Holy Innocents Episcopal Church in Marin County, California. I served as an acolyte (altar boy) for three years (age 9-12) and assisted the Priest by carrying the large wooden and gold cross during the “processional” into the sanctuary at the beginning of the service and the “recessional” out of the church at the end of the service, lighting and extinguishing the candles, and in serving communion. Other than our priest overdoing the incense a bit for my taste/smell, I have very fond memories of those services and of the people I knew in the Episcopal Church." David Dollahite reads the article, "Mainline Protestant Families : Loving God and Family Members" which was originally published in Public Square Magazine on September 27, 2021.