Just like Adelaide and Nathan’s never-ending wedding engagement, FOX has been teasing us with a new screen adaptation of Guys and Dolls for years! But according to Deadline.com, the project is finally coming together—The Hunger Games: Mockingjay screenwriter Danny Strong has signed on to pen the new film’s screenplay. No official casting has been announced, but earlier this year, Channing Tatum (Magic Mike) and Joseph Gordon-Levitt (500 Days of Summer) were rumored to be headlining the new movie musical. Put on those dancing shoes, boys! View Comments In addition to the last two installments of the Hunger Games series, Strong’s screenwriting credits include The Butler, The Lost Symbol and the TV movie Game Change, for which he won two Emmy Awards. As an actor, Strong has appeared in Mad Men, How I Met Your Mother, Gilmore Girls and Buffy the Vampire Slayer. Get ready for the new film with an iconic moment from the original 1950 movie, starring Frank Sinatra! Featuring music and lyrics by Frank Loesser and a book by Jo Swerling and Abe Burrows, Guys and Dolls originally premiered on Broadway in 1950. It racked up five Tony Awards, including the trophy for Best Musical. A subsequent film adaptation was released in 1955, starring Marlon Brando as Sky Masterson, Jean Simmons as Sarah Brown, Frank Sinatra as Nathan Detroit and Vivian Blaine reprising the role of Adelaide after starring in the Broadway production.
Located on Oahu’s Mokapu Peninsula, Marine Corps Base Hawaii, Kaneohe Bay is home to more than 10,000 Marines, 2,000 sailors, 4,000 family members and 1,400 civilian employees. The base’s position in the Pacific makes it an ideal location for strategic deployment to the Western Pacific.The command’s mission is to provide facilities, programs and services in direct support of units, individuals and families to enhance and sustain combat readiness for all operating forces and tenant organizations aboard MCB Hawaii.Marine Corps Base Hawaii is one of the Pacific bases within Marine Corps Installations Pacific. MCIPAC is commanded by a Marine major general and headquartered at Camp Foster, Japan and includes two subordinated commands — Headquarters Battalion and Marine Corps Air Station Kaneohe Bay.
Now for the catch. You knew there had to be one, right? Like the Tubolito, these tubes are much more expensive than your average inner tube. The Aerothan tubes run between €27.90-29.90. That’s roughly $32-$35 per tube. Even the high end Silca Latex inner tube is only $16. However, if these really do offer increased puncture protection and durability, that cost may be worth it in the long run.Personally, like the Tubolito, I see these as the perfect backup tube. With all of my bikes set up tubeless, I always bring a spare tube just in case. But I hardly ever flat. And when I do, I can’t remember a time in recent memory that it couldn’t be fixed with a tire plug. That leaves me carrying heavy rubber inner tubes around for so long without using them, that I recently discovered one had a hole in it even though it had never been used. It’s a pricey spare, but the lower weight and more compact form is welcome in a flat kit where space is at a premium.schwalbetires.com Unlike most tubes that are made of rubber, Aerothan tubes are made from thermoplastic polyurethane. That helps cut down on the weight, but it also has a number of other benefits.Now Rim Brake CompatibleThe previous Aerothan tubes claimed to offer equal puncture protection to standard tubes. These new Aerothan tubes now claim to offer more than double the puncture protection with a force of 47 newtons needed to puncture the tube. Schwalbe goes on to claim that the new Aerothan tubes are the best performers for the snake bite guillotine test, and they also offer the best heat resistance.That last part is critical. The original tubes were not rim brake compatible because they couldn’t take the heat. New Aerothan tubes are capable of withstanding more than 150°C at 78km/h in a special test developed by Schwalbe. Considering road riders are the most likely to still be running tubes, and a lot of riders are still on rim brakes, this compatibility is a big plus for Aerothan.Schwalbe also states that since the material offers extra stability compared to rubber, Aerothan tubes are safer in the event of a puncture. Instead of going instantly flat, the tubes should hold their shape and slowly go flat in a controlled manner.Even though the tubes are more stable, they also claim to offer a more damped ride feel with lower rolling resistance – about equal to a latex tube.Actual weights It seems like forever ago that we were actually at a trade show, seeing new goods first hand. In 2015, that included the opportunity to check out Schwalbe’s revolutionary new inner tube made from a material they called Aerothan. While it was certainly an exciting product, it had some serious weaknesses – like not being rim brake compatible. Now that Schwalbe has been working with BASF for the past five years, it seems like they’ve perfected the Aerothan thermoplastic polyurethane material. The result is a tube that claims to be superior in almost every way.Aerothan Of course, then there’s the weight question. Schwalbe says that on a road bike you can expect up to 100g of savings per bike with normal inner tubes. Considering these may offer better puncture protection, lower rolling resistance, and a better, safer ride, the fact that they’re lighter as well is pretty impressive.On our scale, the MTB 29 and MTB 29+ came in slightly heavier than claimed at 87g vs. 92/93g, and 116g vs. 119/122g. Road tubes have claimed weights as low as 41g, and there are also tubes available for 26″ and 27.5″ Technically, there are three categories – road (race/endurance), trekking (Allround), and mountain bike (MTB & MTB+).Compared to a standard inner tube, the Aerothan tubes are definitely more compact, but not massively different in size. But the light weight is noticeable when you tuck a spare into your jersey pocket.Not all pumps are compatibleIt’s worth noting that these have a plastic valve stem, with a standard, removable valve core. However, since the valve stem is unthreaded, these are not compatible with certain pumps that require those threads to ‘thread on’ to the valve. If you’re carrying one of these as a spare, make sure your pump is compatible ahead of time!Patching If you do manage to puncture a tube, no worries. Schwalbe offers a glueless patch kit that is simple to use. Rough up the tube with the included sand paper, stick the patch on, and press.Pricing
As expected, the brakes performed just as well off road as they do on, offering quiet, powerful stopping with plenty of modulation to keep it from locking up.Even with a solid few days of riding on the new group, this can still just be described as ‘first impressions’, but those first impressions were very positive. It’s hard to imagine that a road group could be that much better than what was already out there, or that it could be as versatile as the new Force eTap AXS group, but that seems to be exactly the case. Other than a 300g weight penalty that you can’t really feel on the bike, the group seems to truly offer RED level performance, just with a smaller price tag.sram.com Up the road to Els ÀngelsWhile most of the rides were smaller groups doing their own thing following tracks laid out by Komoot, the big ride of the week was a massive group ride up to the 15th century hilltop outpost of Els Àngels. My ride? That would be the Canyon Ultimate CF SLX Disc 9.0 Team CSR, obviously with a different build to include SRAM Force eTap AXS. Yes, technically this is the women’s model, but riders of both genders agreed it’s a good looking bike and there are only very slight tweaks to the geometry between it and the men’s version.Thanks to Christian Meier of The Service Course for leading the ride, and for the rental bike the next day so I could climb Rocacorba. If you’re in Girona and need a bike, guiding, coffee, or anything else, stop by the shop. Rolling into the Road Bike Connection event in Spain, small talk about the event quickly turned to product.“What do you think SRAM will be showing?”“It can’t be Force eTap AXS, right? They just launched RED eTap AXS!”But no. That was exactly what SRAM had on tap for us, in spite of the recent arrival of the newest RED group. And lucky for us, we were about to experience it first hand on some of the best roads Girona, Spain has to offer.As a first timer to Girona, I was in for a treat. While the bustling city center has all the trappings of an ancient European city that has since been thoroughly modernized, as soon as you pedal past the city’s core, you’re rewarded with stellar riding conditions. It’s no wonder that many pros and ex-pros alike have taken to calling Girona home.All Photos c. Road Bike Connection – Tristan CardewServing as our base camp for the week, the AC Hotel Palu de Bellavista is positioned at the top of a steep hill offering panoramic views of the city. The payment for those views however was a punishing climb back to the top at the end of every ride. Like the now defunct Press Camp in the U.S., Road Bike Connection is a unique event that brings together a number of brands to pitch new products to a large group of editors simultaneously. That meant a brand like SRAM could host meetings in the morning to discuss the finer points of the new Force eTap AXS group, and then hop on bikes to ride those parts all afternoon. This provided a few different chances for us to ride the group – both on gravel and on the road. At just over 10km in length with an average gradient of 3%, the Els Àngels climb out of Girona is a fantastic way to start a ride, and provided a chance to familiarize ourselves with our bikes and the eTap AXS group. On my very first ride of the new group, two things were immediately apparent. First, I love the shape of the new hoods. I’ve always found the older SRAM Hydro hoods to be a bit boxy with hard edges where you wrap your fingers around the hood. These are much more sculpted with a great shape and a great texture to the hood cover itself. Second, I was surprised how quickly I took to the Blips mounted to the top of the bar. On long climbs, I noticed how much more I would shift to stay in the perfect gear. Without the ability to shift from the bar top, I normally wouldn’t shift as much since it would require a position change just to hit the button. I just can’t help myself. Admittedly, it took some time to get comfortable on the bike with a very bumpy, very fast descent down the backside of Els Àngels, but this was more a reflection of the fact that I’ve been riding a lot more gravel and MTB lately than pure road. But by the second descent, it was all coming back. And fast. Once you learn to trust the tires and the brakes, the Force group offers impressive control in terms of slowing you down. Compared to the SRAM HRD 1x goups I’ve been riding for a few years now, the new brakes are in another league in terms of smoothness, sound, and even modulation. The power comes on very consistently as you squeeze the lever which allows you to easily make small adjustments in speed, but if you need large amounts of power it’s there for you. Maybe just as importantly, the brakes were quiet – both when you were coasting and when you were braking hard. Hopefully this will continue as the brakes wear, but initial impressions were good.As the ride wrapped up, we wound our way through the idyllic country roads and back towards the city of Girona. All of the Force bikes tested were set up so that pushing the right shifter button moved the rear derailleur one way, and pushing the left shifter button made the derailleur move the opposite way. To shift the front derailleur, you push both shifter buttons at the same time to execute the shift. It’s the same default setting that SRAM eTap has always used, but it always requires a few shifts to reacclimate yourself to it, especially if you’re new to the group. Once you get it down though, it’s second nature. It also means that only one button is needed per shifter, which allows the individual buttons to be larger – which should men they’ll work better with bulky gloves in the winter or just riders with larger digits.Same group, different gravelEven though the majority of my time on the group was spent on the road, a good portion of it was also spent on Girona’s amazing gravel roads and paths. Seriously, this stuff is everywhere and with a bike like the Open U.P., you can explore to your heart’s content.Set up again with a 2×12 drivetrain, the Open was equipped with 650b wheels and WTB Byway 47mm tubeless tires (and obviously a smaller size for me than pictured above).That decision to equip the gravel bikes with 2×12 drivetrains is an interesting one – that might have been done on purpose. On many gravel bikes recently, I’ve been happy to run a 1x drivetrain for no other reason than the fact that they’re usually quieter and offer better chain retention.But something struck me while riding the eTap Open. The silence. This is definitely one of the quietest 2x drivetrains I’ve ridden off road, which seems to confirm SRAM’s claims of improvements. Between the Orbit fluid damper and the new chain, there was zero detectable chainslap or rattling, which made me very happy.I do think that for it to be a true contender for a gravel group lower gearing may be desired, but SRAM is coyly hinting at more mix and match “Beyond Road” options later this summer.Like the road, I found myself really liking the addition of the Blips to the bar tops which keeps you from having to move your hands from the bar to shift in bumpy situations. These were all mounted underneath the bar tape which looked clean and keeps the Blips protected, but it did make them a little harder to push. Really, you can mount them however or wherever you like though, so you can customize your set up. As mentioned in the first post, Force only has one Blip port per lever where as Red has two.
In celebration of their recently released Global Cycling Network Kit, GCN is giving away a set to a lucky winner who guesses at least five of the ten riders being impersonated in this video and subscribes to their network. To enter the competition go here.
This epic rap battle has enough good lines that you’ll be quoting “I’ll Enduro your Mom” and “my balls are made of carbon” for at least the next six months….but the real question is, who won?NSFWVia NSMB
Photo by Trask BedorthaThe frame building and racing career of Rob English began at an early age. Having built his first bike as a teenager for a school project, his passion for bikes, racing, and engineering drove him to build his first branded bike, a time trial bike, when he could not find any available to work for his unique fit requirements. While he always knew he would work within the bike industry, it was outside interest in his approach and process that really drove him to break out as a frame builder.BIKERUMOR: What is your origin story? How did your company get its start?ROB: Bicycles fascinated me from an early age. At 15 I built my first bike as a high school project, then went on to study Mechanical Engineering at university. I spent a few years racing and travelling, doing some freelance bike design work, before landing at Bike Friday in Oregon as their engineer and production manager. After a couple of years of building my bikes in the evenings, I had enough interest to allow me to make the leap to self employment.Photo by Tina BuescherBIKERUMOR: Why did you first decide to build your first bike? Who did you build it for?ROB: Technically I built my first bike in high school, but the first bike that ended up with ‘ENGLISH’ on the downtube was my time trial bike. This was built for myself because I could not get the position I wanted on a production frame – having long arms means I am one of those folk who needs a custom frame. It was very satisfying to then go faster on the new bike – and to show that steel is still a very viable material for performance bikes.Photo by Tina BuescherBIKERUMOR: Why did you decide to make a living out of it?ROB: I was always going to end up working in the bike industry somewhere. I didn’t actually set out to be a custom frame builder, but after building for myself and friends, there was a lot of interest in what I was doing so I decided to see if I could make it work. I feel very fortunate to be able to do this full time.Photo by August FrankBIKERUMOR: How has your style changed from your first year? Are you still building what you initially set out to build?ROB: Looking back at my builds over the last seven years, I think my ‘style’ has remained fairly constant – I definitely take an engineering approach to my work, so my bikes are designed for function. The resulting form reflects this methodology, which perhaps gives me that consistency in style.Photo by Trask BedorthaBIKERUMOR: What got you excited about building bikes when you first started out?ROB: I have been a bike nerd since I was thirteen and picked up my first bike magazine. As a teenager I couldn’t afford all the fancy parts I wanted, but I had access to a machine shop at school, and I discovered that I could make custom parts myself. It is super satisfying to ride something you have built yourself. That same excitement continues today – I now have more education and tools, and the fun is in figuring out new ways to build and improve.Photo by Trask BedorthaBIKERUMOR: What gets you really stoked about what you do today?ROB: My customers! Working with them to figure out what their needs and wants are, and translating that into a design that will solve their problems and improve their cycling experience. Knowing who I am building for when I step into the shop keeps me excited and motivated.Photo by Tina BuescherBIKERUMOR: What’s the cool thing you’re bringing to the show this year?ROB: Well, this year it is mostly customer bikes – I think it is pretty cool that they have challenged me with a diverse variety of builds, and have been willing to wait a bit longer for their bikes so I can show them. There will be some new and exciting bikes, but I’m saving everything to reveal in Sacramento.Photo by Rob EnglishBIKERUMOR: What advice would you give someone wanting to do what you do?ROB: I guess the same advice I was given – the actual bike building ends up being the easy bit. All the other aspects of running the business take a lot of time and organization. If you want to do this as a one-person operation, be prepared to be busy and work hard!Photo by Trask BedorthaEnglishCycles.com
Last week, images started surfacing of Salsa’s Warbird gravel racer. Now the 2013 collection has been announced.Salsa made aesthetic and geometry changes to many bikes, but also have a few brand new rigs. To start off, Salsa is unveiling the aluminum Beargrease fatbike and a new ultralight Beargrease tapered aluminum fork to match. The frame is said to be super stable and comfortable at slow speed with great standover clearance for stop and go riding conditions. Both frame and fork are anodized to cut weight and buff durability. Complete, it gets Surly Holy Rolling Darryl rims, and a combination of 11-36T SRAM cassette with SRAM group and 22/36t e*thirteen crankset. For the frameset pricing is $999. Complete it’s $2,999. Geometry and images after the break.On top of Beargrease, Salsa is dropping four more bikes – the Colossal disc brake road bike, the Vaya Travel stainless steel S&S coupled touring bike, the Warbird gravel racing bike and a limited edition single speed El Mariachi 29er. Also, they’ve incorporated alternator dropouts on their entire El Mariachi 29er line and Mukluk snowbikes to allow for an easy switch between gears and single speed.Click ‘more’ to check out the collection… Warbird Ti and 2Released in both titanium and aluminum models, the Warbird is Salsa’s new gravel racer. It comes equipped with Enve’s CX carbon fork, Avid BB7 160mm rotor on the front, 140mm rear. Complete it gets FSA Energy 34/46t crankset, with SRAM 11-30T cassette. Pricing is $3,899 for the complete TI bike, $2,499 for the frameset. The CroMoly version gets a different, more affordable component setup and runs $2,399 complete, $1,199 for the frameset. ColossalSalsa’s new Colossal disc brake equipped road bike comes in both Titanium and CroMoly. The geometry sits between a crit bike and touring bike and it’s made to pack in the miles rain or shine. The carbon fork is made custom by Enve for Salsa and it’s linked to Avid BB7 140mm rotors. Pricing for the Ti version runs $3,899 or $2,499 for the frameset alone. Vaya TravelAn addition to Salsa’s Vaya road adventure line is the new Vaya travel, a stainless steel bike equipped with S&S couplings for easy disassembly. Alternator dropouts allow for either singlespeed or geared setups and it’s drilled for front and rear pannier mounts. With Shimano 105 with an Ultegra 30/42/52 crankset, and 160mm Avid BB7 brakes, pricing is $3,950 complete. For just the frameset, pricing is $2,199. We’ll keep you updated as more information surfaces. Stay tuned! The Warbird 2 gets an aluminum frame and trickle-down components drop the price to $2,399 complete, $1,199 for the frameset.El Mariachi Single SpeedIn addition to changing the dropouts on the El Mariachi line to incorporate SS and gearing, Salsa’s also doing a limited run of the El Mariachi Single Speed rigid 29er. Pricing hasn’t been announced yet, but it looks to be a beauty.
As we rode them, each iteration seemed very capable riding on cobbles, asphalt, gravel, and dirt. But with a very stiff overall feel to the frame and especially the fork, the bike was very dependent on the wheelset whenever we left smooth surfaces. We felt that the harsh-riding 27mm deep aluminum house-brand wheels and stiff tires were actually a major detriment to the ride of the bike as they were overly jarring. When we swapped in a traditional low-profile clincher with supple tires, and even more so when we tried a set of box-section tubulars and file-tread cross tires, the bike really turned into something fun and altogether different. It really wasn’t that the stock wheels and tires were so uncomfortable, but we just didn’t feel the smooth ride you would expect from a 35mm wide tire even at fairly low pressures. When we rode the bike with 23mm tires, we were more accepting of the rougher feel, but this bike is made for fat rubber.The benefit of the bike design truly is fast handling combined with tire clearance for up to 35mm tires. It seems a shame to ever ride a small tire on it. The time we spent on the urban, flat-bar iteration with 23mm tires was a constant worry about picking the smoothest line across cobblestones and even paying attention to every gap in the asphalt. When we rode the bike with Panaracer Paselas or Challenge Grifo XSes, we were always looking for an adventure. The steep angles and the bike’s stiffness made it fast and always feel efficient, but wide supple tires made it fun. The location of the rear brake was in fact a bit problematic. Cable routing under the bottom bracket and the brake release behind the chainring made us struggle to adjust the brake or disconnect it to remove the rear wheel. This became annoying after a couple of wheel changes, and luckily the brake hardware is symmetrical, so we flipped the noodle so you could disconnect the brake from the non-driveside. While not totally eliminating the issue, it made wheel changes no worse than normal. Right after the flip, the bike made a weird noise that we quickly realized was the cable end brushing the back of the chainring. Again a simple thing to fix, but another complication of bottom bracket mounted brakes (unfortunately an issue on many bikes recently.)What didn’t get solved was how to adjust or swap brake pads. We tested a set of carbon wheels on the bike and needed to exchange brake pads, but struggled to try to put different pads in the cartridge holders. Then when we had to adjust a crooked pad, we had to scratch our heads to figure out how to get to the bolt without taking off the chainring. A little trial-and-error worked for us, but was a bit of a pain.As for braking issues, the word on the street is that FABike are looking to develop a disc brake bike in the next year, so all of these braking concerns will definitely go out the window, with the next major update. The top tube port, internal routing meant cables needed pretty long loops for low friction and to accommodate an inline barrel adjuster. Aesthetically it wasn’t ideal and we chose not to mess with the internal routing, but it meant that I couldn’t put my GPS on the stem without cables blocking my view. An out-front mount later solved the issue, but the big cable loops did stand out.Tire and mud clearance was pleasantly surprising. While FABike claims a 35mm tire should fit fine, the bike is very clearly not a cyclocross bike. We did however stick some 33mm file tread tubulars on the bike and hit the trails. Definitely not a bike for muddy trail exploring, it fared quite well in the occasional mud we found. Just a few mm all around we wouldn’t suggest any overly knobby tire, or anything bigger than a 33. But I got the feeling that any type of terrain or trail conditions that you could comfortably ride with Challenge’s Grifo XS file tread tire was perfectly suited for the FABike’s capabilities. The majority of our time was spent on a 1×10 SRAM Force/Rival mixed group with house-brand cockpit and wheels. We spent the majority of our time on the bike riding dirt and gravel roads, plus a sizable amount of singletrack, all stitched together with asphalt. We also mixed in a bit of city commuting, with lots of cobblestones and tram tracks. But we also had a chance to ride a Gates belt-drive singlespeed version with a narrow riser bar and a singlespeed-specific house-brand wheelset, and a 1×10 bike set up with a medium width riser. It is important to note that they all are the exact same frameset (including brakes), and all were primarily equipped with the same in-house wheel builds. We never rode one with a front derailleur, but when you buy the bike the bolt on mount is included, plus a modular cable stop for the internal routing to accommodate 1, 2, or 3 cables. The flexibility is a trait that we debated back and forth the merits of. Realistically most FABike owners aren’t likely to often swap between different bars or gearing setups. It is just too much of a hassle as it would be on any bike. That said, several of my personal bikes have stayed with me over the years specifically because they adapted as my riding changed. A geared mountain bike became a rigid singlespeed. A geared cross bike became a fixed commuter, then a singlespeed townie and occasional polo bike. These changes happen over time, so the FABike makes sense as an exercise in future-proofing your investment. In the short term the bike shines with more than one wheelset. We had a blast on the trail with a set of old used road tubular wheels that we glued some file treads onto; and it was nice to quickly swap in some soft 28mm clinchers to hit the road for longer rides, whether they were asphalt, gravel, or dirt. The bike did have some issues that we would like to see addressed in future updates (and from our discussions with the FABike team, we’re pretty confident that some of them are already being addressed in upcoming versions.) Probably our only real pet peeve about the bike after spending a lot of time riding it on rough surfaces was how loud it was. Specifically, two issues bothered us: loud chain slap on the chainstay and a persistent rattling from the thumb adjustment dials on the sliding rear dropouts. Both are pretty simple fixes, by say including a full-wrap neoprene chainstay guard and probably just putting a good coating of threadlocker on the dropout adjusters. But without a solution, the big carbon tubes transmit noise really well and it took quite a while to diagnose the dropout hardware noise.The sliding vertical dropouts worked well for us, never slipping or creaking. We always used them in their 130mm orientation, but they stayed put where we left them. Again worth noting, due to the very wide aluminum slider dropouts quick releases for mountain (135mm) spacing are required. It’s been more than half a year since we introduced you to our test of the multi-surface FABike road bike. During that time we had the chance to spend a few months with the bike, but also had a couple of separate occasions to meet up with the bike’s designer and sales director to do a bit of riding with the FABike team. This let us talk a bit more about what we though of the bike, to really get a good hands-on experience of the bike in several of its different setup iterations, and to discuss how the company is going forward with the bike. One topic that might interest our readers is the good discount on their current stock through the month of March.Follow me across the break, and find more details and see our overall thoughts of the bike…Details & Actual WeightAll the bikes we had been testing in the last half year were the 2014/15 model, what I would call version 1.3. FABike is a small company and as such hasn’t needed to give in to the typical yearly product cycle, but has been able to update the bike as they refine certain elements. The version we had is very much the same bike as was developed out of their Kickstarter project, but has seen some refinements to the drop-out and braking systems, both of which are pretty integral to the frameset. The selection of linear pull brakes and their location also brought about some annoyances for us in long-term use, although it was something we got used to. The nature of linear pull brakes and road levers results in very limited brake pad clearance/retraction. This meant that when swapping wheels, we had to readjust the brake cable for rims that varied more than 1or 2 mm. And we quickly learned of several out-of-true spots on an older rim that had spun freely on a canti-equipped bike. So we had to true the wheels, which was probably long overdue anyway.While some might question the positioning of brakes as an aerodynamic decision, in the end it was more about delivering clean lines and the ability to use up to 35mm tires. Even most long reach road calipers won’t clear such big tires, and the mounts for these semi-hidden v-brakes disappear for those who build the bike fixed with 1 or no brakes. And linear pull brakes do provide very good stopping power. We were quite satisfied with the braking performance. Modulation was fine even off road, and power was great. The drop bar bike that we spent the most time on weighed in at 7.59kg (16lb 12oz) in a size L without pedals (but with a 55g bottle cage) including the fat 35mm Schwalbe Marathon tires. The frameset sells for €2390/$2590 and includes: frame, fork, brakes, headset, seat clamp, and all the spare parts needed to create every possible configuration. FABike typically sells the bike as a frameset, because with their relatively small volumes and varied setups they really don’t get excellent OEM component pricing. That being said, since they aren’t tied in to a single spec they are happy to do custom builds for interested customers.Our test bike paired a SRAM 10speed Rival rear derailleur, a SRAM Force crankset with FABikes’s own single front chainring, and SRAM non-series brake levers with a single rear shifter. Bar and stem were provided by Deda, while seatpost and saddle were house branded.The Toray T800 carbon frames and forks are designed to be rather stiff, and combined with rather aggressive geometry (73.5° headtube/74.5° seattube for M and L frames) to give the bike the fast handling of a traditional road bike. Slightly longer wheelbases to accommodate extra tire clearance then give back some ride stability. The bikes are available in 5 sizes based on toptube length and also come in 5 color finishes.About the discount, FABike has a promotion going on until the end of March to move out their carry-over 2014 stock. They are offering 30% off of framesets they have in stock, plus free international shipping. That drops the entry down to just €1673/$1813 delivered worldwide. Act fast and get in contact with them to find one in your size.Ride Review We spent a lot of time with the bike on dirt and gravel roads. Before cyclocross season took off here last fall, the FABike was really our go-to adventure road bike. Combing road geometry and carbon stiffness, it really was a greet option for covering long mixed-surface rides with a lot of asphalt. We do the majority of our road riding on cyclocross bikes, because almost every great ride ends up on gravel roads and very often on singletrack (and the central Europe roads can be pretty rough.) With a cross bike we deal with slower handling for the bulk of a ride, just to have the fat tires and mud clearance that we need for those shorter off-road sections. With the FABike, we get the fast handling we want for long less technical sections, plus the big tires and clearance for when it gets rough. The steep angles do require a bit more attention off-road when the trail gets tight, but with our technical off-road background it never was a problem. The bike does demand a bit of bike handling skill at slower speeds, in tight and twisty, or steep terrain. We would not really suggest it for someone new to riding off-road. But that clearly makes this a mountain biker’s road bike, capable to ride almost any surface, and able to adapt as your riding style does.Our thanks to Eva Fišerová photography for the city riding photos.FABike.it
View Comments Star Files Arian Moayed & Sherie Rene Scott(Photo: Emilio Madrid-Kuser & Bruce Glikas) Sherie Rene Scott To see it or not to see it: it’s not even a question with this cast! Tony nominees Arian Moayed, Sherie Rene Scott and Micah Stock are set to play Hamlet, Gertrude and Horatio, respectively, in Waterwell’s dual language version of Hamlet. The production will be directed by Tom Ridgely and play at the Sheen Center for Thought and Culture from May 10 through June 3. Opening night is scheduled for May 21.Moayed received a 2011 Tony nomination for his performance in Bengal Tiger at the Baghdad Zoo. His was most recently seen on Broadway in The Humans. Scott was last seen on the Great White Way in the starry revival of The Front Page; she has garnered Tony nominations for Everyday Rapture and Dirty Rotten Scoundrels. Her other Broadway credits include Women on the Verge of a Nervous Breakdown, The Little Mermaid, Aida, Rent, Grease and The Who’s Tommy. Stock also appeared in The Front Page; he received a Tony nomination for his Broadway debut in It’s Only a Play.The cast of Hamlet also features Barzin Akhavan, Amir Arison, Maryam Ataei, Brendan Averett, Cary Donaldson, Andrew Guilarte, Abraham Makany, Arash Mokhtar, Ajay Naidu, Sathya Sridharan and Sheila Vand. This version of the Shakespeare tragedy is set in Persia a hundred years ago, on the eve of World War I, Waterwell’s Hamlet weaves passages of Farsi translation into the English of Shakespeare’s masterpiece. In it, a traditional way of life is being threatened by an evolving world, the land is being threatened by encroaching foreign interests, and a young man finds himself uprooted and torn between opposing customs, values and codes. Hamlet will include original music by Mohsen Namjoo, scenic design by Jason Simms, costume design by Nina Vartanian, lighting design by Reza Behjat and sound design by Sinan Zafar.