Left: Pedal Arm Pattern For One Step Beyond. Below: Final Frame Layout Diagram, Currently Under Construction By Firebikes

A: I want to thank you again, Jim for the opportunity to share my thoughts and archive material with your readers. I especially want to thank you for doing such a wonderful job in your role as Editor of BikeRod&Kustom! I couldn't picture the movement without it! You're doing an invaluable service for us all, and we really do appreciate it! Thank you Jim! You're one of a kind!.........Cheers..  John

Based on this project's drawing, you've taken the intricacy of the "tubular sculpture" theme of current kustom frame design, pioneered by John Youens, to new levels. But at the same time, it still reads as what I think of as a chopper in its overall form. This is

Q: One could do a lot worse than be mentioned in the same breath with George Barris. My definition of "old school" pretty much matches yours. I think Mike's usage is that it uses classic geometry, rather than the seat-of-the-pants "eyeball engineering" which is more prevalent nowadays; especially in chopper bicycles. Mike's bikes are built to look goofy, but he actually crunches the numbers and uses classic bike geometry and design techniques in them. He's probably the most hard-core engineer-type working in our type of bike activity. All his bikes start with a serious plan behind the "Dr. Seuss" whimsicality.

piece of tubular frame fabrication I've ever seen. Needless to say, I love it, as well as its overall form. Thanks for letting us run the drawing, John. I realize that we all have the inclination to keep our projects under cover until they're finished and ready to spring on the unsuspecting public. But, it's so spectacular that people will hardly be less bowled over by the real thing, even having seen a drawing. As long as we're letting cats out of the bag; we might as well go all the way by showing your drawing of the billet wheels you've designed to go with the bike, to be built by Steve Hutchison of WildWheelWerks.

John Brain Sketch: One Step Beyond Chopper, 2004 for Construction by Firebikes.

Q: Yeah, I'm with you on the Lowriders. The phrase which occurs to me is "non-functional and tacky". Especially the twisted metal aspects. That reminds me of "tramp art". If you're unfamiliar with that term, it's wooden boxes and stuff made from scrap wood, with fairly crude carving on it. Generally, closely- spaced notches were cut out of the edges, to make it look more ornate. It's great that the genre produced those Baby Dayton wheels, just because they were different; but it's even greater that other wheels have come along since, because the radials are becoming a tad boring, especially the 144-spoke ones.

A: You know and I know that kustom bicycles go back to the mid 60's, I envy the people who are just getting into the activity. To them, everything is new and exciting! To me kustom bikes are an old familiar friend you never stop loving. Not a bad thing, I guess? People ask me "why am I paying Firebikes to build a custom frame for my new project, when I could go out and make one myself?" I'm polite and tell them that I like supporting the activity's innovative craftsmen; but my real motivation is the idea that one day my completed design will be delivered to me in a box, and it will feel just like Christmas when I open it up!

Creating Kustom Chopper Bicycles And Winning Prizes With Them Since His Youth In The 1970s, Mr. Brain Has Begun His Most Ambitious Project Ever. BR&K Interview Conducted By Jim Wilson

BikeRod&Kustom has been around only since 1998. I started it then because there was no web presence devoted to the pure kustom approach to bicycles. I knew that there must have been people out there doing it, because I was, and I'm just not that unique an individual. Kustom culture is extremely widespread, and is more a way of life than a trend-based hobby. I figured that if these practitioners have flamed kustom-styled refrigerators in their kitchens, that it was a safe bet that they'd also have a kustom-styled bicycle or two in their garages. I saw an opportunity, via the internet, for we kustom bike people to find each other and form a community of kindred souls, no matter where in the world we happened to live. We've gradually brought these people out of the woodwork, and in the process we've drawn lots more people into the fold, who've discovered that this movement exists; and that it looks like a very fun way of being creative. After all, how many other art forms can you ride? For our editorial purposes, though, most of the old-school bike kustomizers working prior to BR&K's inception haven't been covered very heavily, because the earlier practitioners were a tad weak on documenting their work, and saving the results. I'm ashamed to say that back in the early-to-mid '60s, when I was messing around with bikes this way, I never bothered to document my work. (Not that they were terribly documentable anyway, since I was just a kid.) So, you can imagine, John, how thrilled I was to find out about you- a guy who's been continuously building kustom bikes for over thirty years, and has the documentation to show for it. As far as kustom bike media history is concerned, you're the missing link between George Barris and our current crop of younger bike kustomizers. How about if you share your personal take on kustom biking with us?

A: You know and I know that kustom bicycles go back to the mid 60's, I envy the people who are just getting into the activity. To them, everything is new and exciting! To me kustom bikes are an old familiar friend you never stop loving. Not a bad thing, I guess? People ask me "why am I paying Firebikes to build a custom frame for my new project, when I could go out and make one myself?" I'm polite and tell them that I like supporting the activity's innovative craftsmen; but my real motivation is the idea that one day my completed design will be delivered to me in a box, and it will feel just like Christmas when I open it up!

Photograph by Ingelbert Lievaart

Young Mr.Brain and his First Chopper, 1973

Q: Yeah, I know what it's like. I finished the basic frame of my latest just before I was due to head back from Baton Rouge, although I still hadn't faired the joints or primed it yet. I shipped it to myself, along with most of the wheels, tires and parts, since it was going to be my city ride. It was just like Christmas when those huge boxes arrived; and I already knew what was inside them, pretty much. Still had a few surprises, though. Actually, my natural instinct is to have somebody else execute my designs, since I've been an art director most of my life. I think it would be really cool to get Sam or Jay to whip one up for me. Unfortunately, I'm too cheap to have something made for me when I don't have a client footing the bill. But, I guess it's good for my character, or something. I saw in your profile on one of the boards that you're an Ontarian, and you were born in 1960. That would have meant that you were starting grade school when the musclebike boom hit really big. I imagine that lusting after those Stingrays, Krates and such had a pretty big influence on you. How old were you when you first started getting creative with bikes?

A: I live in Ontario now Jim, but I was born in Detroit, and lived in the Detroit suburb of Livonia 'til 1971. My father was a VP at Chrysler Financial Corp.; and my early life was one surrounded by the influence of the automobile industry. What was big in Detroit and vicinity back then? Of course, "muscle cars!" The times were good, and for the children living in the expanding suburbs of Detroit the crop of available muscle bikes couldn't be beat! In the late 60's Livonia was a place that ate, slept, and breathed automotive. At school we argued about whose father had the fastest car! We traded gum card's like Odder Odd Rods and Silly Cycles (which I still have!). Kids went to the local hobby shop to buy the latest Kustom car models, and chopper bicycle models too! For kids it was a great time! It was a "kustom-oriented" time, and I was right in the middle of it. And it all had a profound influence on me. I think I was lucky being born when and where I was! That time of our lives when we are between 5 and 11 years old holds those "magical" memories. Memories that, if you're lucky enough to have had the right influences, will always remain as cherished.

I was taken to the Detroit Autorama show in the late 60's by my father, this was the first exposure I had to seeing all manner of kustom vehicles, including bicycles! Not many but enough that it made a big impression on me.

I moved to Toronto with my family in 1971. I had two older brothers who were 16 and 17 years old at the time. I was to find out later that the war in Vietnam had played an influential role in our heading north of the border.I was 11 years old at the time, taking my '68 Lemon Krate, and my copper Super Deluxe 2-speed Stingray along with me. I first hammered fork extensions onto a bike in 1972, with the help of my friend Mike. The chopper bicycle fad had moved from California to every state in the U.S. and every province in Canada! The movie Easy Rider was a big influence too! Chopper bicycles were just what the doctor ordered for me! I went to the Speedsport custom car show in Toronto in 1973, and was thrilled to see about 20 kustom bicycles on display!

John Brain First Show Bike, 1974

All choppers! This was the turning point! It was at this show that I made the decision that, come hell or high water, I was going to make a show bike! It was then that I went into the gathering stage! (Sounds a lot like what I'm doing right now!)

Q: Car culture has always had a big influence on kids in relation to their bikes. The hot rod/kustom car magazines which started booming in the '50s certainly affected me in a big way. About 1960, I gave my Western Flyer a hot-rod treatment, which upset my parents a lot, since it was a fairly-new bike. I stripped off the fenders, gave it a spray-can red paint job, obscuring its existing metallic-red finish,and did some crude pinstriping all over it. Fairly soon thereafter, the car magazines  started showing what the California kids were doing to their bikes. When the first ape-hanger bars showed up at the local Western Auto store, I took my kid brother's old solid-tired 20" Schwinn sidewalk bike and did a musclebike makeover on it. I had to make my own extended saddle for it, so this must have been before the boom really hit big. I kept getting Hot Rod magazine for a few more years, but none of the others, because I couldn't afford that and gasoline for dating too, in my college years. But, I presume that bike coverage continued beyond the little black and white photos Hot Rod ran back then. Was there serious bicycle coverage with color photos when you were getting into it, in the early '70s?

John Brain First Show Bike Detail, 1976

A: There was very little "in print" kustom bicycle coverage as far as I know, and believe me, I kept an eye out for it! Not to say that it was totally missing though! I have some chopper motorcycle magazines from the early-to-mid 70's that have examples of custom bicycles in them. I have a bicycle catalog/book from the Peterson Publishing Company, done in 1972, that has an article called Kookie Kustoms it's all about George Barris and his foray into the kustom bicycle scene in the late 60's. There were also some childrens' picture books in the early 70's that had examples shown in them.

Unlike today, specially-built kustom bicycles were actually quite rare at the time. By this I mean bicycles with kustom paint, show chrome, springer forks etc. What was very common were the store-bought accessories put onto kid's "Hi rise" bicycles. Accesories such as 5-foot-tall sissy bars, bullhorn or steering-wheel handlebars, High-back banana seats, wheelie bars, parachutes, stick shifts, and beginning around 1969, when the movie Easy Rider came out, you would occasionally see ads in comic books for things like California Angel forks that were supposed to make your bike look like a rail dragster!

John Brain Second Show Bike, 1977

These were the common items that kids would buy to dress up their bikes 'til about 1974. Looking back, we must remember that the early kustom bicycle scene was really a movement for youngsters between the ages of 8 and 15- an age group that didn't normally have access to the tools necessary to make the really exotic kustom stuff; unless they were being helped by an older friend or father. What we tend to remember is the store-bought kustom accesories, and not the rare examples of the super kustom bicycles that were usually seen only at the car and motorcycle shows. The big influences driving the building of kustom bicycles then (as now) were directly associated with the popularity of the

chopper motorcycles. Kids went crazy over the look and style, and didn't want to be left out just because they weren't old enough to get a drivers license!

Q: Well, I'm glad I didn't miss any golden age of kustom bike print publications. I was pleasantly surprised when I ran into Lowrider Bicycle magazine on a news-stand in San Francisco, in '95 or so. I didn't really relate to the genre, but I was impressed by the bits and pieces which were available. I toyed with the idea of building one for my daughter, at the time, but opted for the practicality of the basic kustom musclebike form. Her bikes have successively become wilder-looking as she's gotten older, but the latest, Killer Swan, is still very functional. She's riding It in the Greenwich Village Halloween Parade this weekend- with wings on it. So, how old were you when you did the first bike that made you say "Yessss!" and do you have a photo of it?

John Brain Grape Shot Show Bike, 1977

A: Yes, it's too bad that a magazine was not produced in kustom bicycle's "Golden age" before 1978, but I think it's fair to say that many of the well- made bikes did get some press in the related hot rod and kustom motorcycle magazines of the time. Magazines like Street Chopper were especially good on this point. After going through the dark ages, as I refer to the 1980's, I too was intrigued when I first saw the beginnings of the "lowrider" breakout in the mid 1990's. My initial impression was that the style had very close ties to the early kustom bikes from the late '60s, with the emphasis on the Stingray frame and stock-length spring fork unit. But there was something about the

rest of the styling that didn't hit it off for me- it seemed too garish and ornamented for me. The more I bought the lowrider magazines and studied the unspoken rules about the look, the more I came to the conclusion that my kustom sensibilities and the lowrider sensibilities were not aligned. But I must say that I could relate to the quality of the lowrider builders' fabrication skills. This I could understand! Lowriders are another branch of the kustom family, and variety is the spice of life, as it were. The current cruiser and chopper scene would not have been the same if the lowrider bicycle movement had never happened. I believe this! After the deadness of the 1980s, lowriders showed that a kustom-themed bike movement was viable again.

and this was the bike that I called Grapeshot. It was based around a 1966 Schwinn Stingray frame, and had a full mold and custom paint job in the current style of the day. I was a little out of step with current trends of that time, in that I was going to use a stock-length Schwinn Krate fork on it. My idea was that I would build it in the style of 1966 or '67, and have a giant set of apehangers for the handlebars! I came to realize (after I molded the frame and had it painted at a chopper motorcycle shop) that finding a vintage pair of 25 to 30-inch apehangers was going to be impossible! The guys who ran the chopper motorcycle shop I dealt with said that they hadn't seen a pair that big since about 1964! But what they did have, and was almost as good, was a pair of 12-inch-rise Z-bars! This was the basis of my bike; and the beginning of my foray into the world of show bikes! I had a really great feeling when I finally got the bike put together. I had done the molding job, tracked down what I thought were all the best parts from all over North America and finally, when it was shown, was rewarded with a first-place trophy at a custom motorcycle show. The feeling was definitely a big, big "Yesss!"

John Brain: Black Chopper, 1980s

The first bike that I put together that made me say "Yessss!"- well, that is an interesting question. As a 13-year-old boy with a 13-year-old boy's sense of fun, I would have to say that my first ratty chopper holds a special place for me. I went everywhere on the damned thing, imagining myself as Peter Fonda in Easy Rider. Fantastic times I had! I think first bikes always have that special "Yeees!" factor in our memories. And yes (laughing) I do have a photo of myself from 32 years ago sitting on the bike!

John Brain Grapeshot 1978

Q: Yeah, I'm with you on the Lowriders. The phrase which occurs to me is "non-functional and tacky". Especially the twisted metal aspects. That reminds me of "tramp art". If you're unfamiliar with that term, it's wooden boxes and stuff made from scrap wood, with fairly crude carving on it. Generally, closely- spaced notches were cut out of the edges, to make it look more ornate. It's great that the genre produced those Baby Dayton wheels, just because they were different; but it's even greater that other wheels have come along since, because the radials are becoming a tad boring, especially the 144-spoke ones.

I'm pretty thrilled that lots of interesting, reasonably-priced wheels will be showing up soon, for the kid's sakes. It'll help wean them off the lowrider parts catalog, and the accompanying aesthetic. About six months ago, I saw a feature item in the Henderson, KY Gleaner newspaper. It was about a local kid who'd built a lowrider bike. He'd sunk a couple of grand into it, and it still was nothing special- the usual twisted fake gold stuff all over it. He'd saved up his allowance or something, and it was impossible for him to ride it, because the pedals would hit the ground. I felt like slapping him, and telling him, "Fool! If you want to sink your time and energy into something you can't ride around, you should save yourself a lot of money and build model cars or something." He was a little porker, too; and could have used the exercise of pedaling something on a regular basis. And you know, there was nowhere within a hundred miles where he could show the thing in competition. So, what was the point? I grew up in a smaller town down there than that one, but even there, when I sank a lot of sweat into a super-detailed model kustom car, I knew I could show it, and maybe win a trophy with it. And the end result didn't take up a lot of floor space. That's really fabulous that you won a show prize at 15 for a bike! I can just imagine how thrilled you were. You must have been motivated as hell to have put that much work into a kustom bike back then, especially since there were no off-the-shelf parts, to speak of. Compared to you, those lowrider bike kids have it easy- all they need is money to pay for the stuff. Would you say, since the chopper bike boom is shaping up pretty much as a given, that kids will be getting into kustom bike building in a big way, in the near future; and do you envision yourself getting involved with mentoring them at it, by helping them organize meets and shows? I think Marty Eden is at the beginning of something like that in his neighborhood on Maui, and Larry Lujan has been at it for quite a while in his, in LA.

Brain Blue Springer 1980s

A: I graduated from Fine Art in 1984, and am familiar with many of the genres like tramp art. My specialization is figurative super-realism, rendered with airbrush using acrylic paint.

You're right about my trying to push the design envelope on the Jolly Roger pedal arm. I figured I might as well try for the max and be turned down, rather than just play safe. Building a show bike at the age of 44 will be different than the way I did it as a teenager. I have resources now! I'm trying to explore to the limit all the fabrication methods available to me! This is a very serious business (laugh)! Laser really has the potential for wonderful things. As soon as I hear back from my laser guy about what can be done with the pedal arm design I will proceed with having other new components made. I also have a very good friend who is a machinist and he is ready and willing to help me execute any design that requires his services. he has already made some of the vital components for my new bike's jackshaft assembly. Full speed ahead! I think a few people will be surprised when I finally unveil the beast named: ONE STEP BEYOND I got the name from an old 1950's TV  show.

John Brain Blue Springer1980s

I think that the Lowrider bicycle movement proved that a large youth-oriented kustom bike hobby was viable. And I definitely think that the new chopper movement has as much (if not greater) potential! The difficultly lowrider builders have faced is: how do you continue to grow and innovate  within a hobby that has so many constricting rules about style? The rules about lowrider design are in too tight a box, and this has allowed the movement to evolve no further than a certain point! The chopper movement will thrive as a kustom hobby because, #1: The first rule about chopper building is that There are no rules! Choppers are about exploring new territory and breaking out of the box! You don't have to drop a bundle to have a cool bike either- just a

willingness to work hard. You can have just as much fun on your rat bike as the guy with the $3000 bomb! My blue bike, for instance is a cool chopper that probably cost no more than $150 out of pocket! Choppers don't have to be expensive to be nice. They don't need gold plating to rate! You just have to be willing to work hard and be creative. Choppers are inherently rideable too if you build them right; another bonus they have over the lowrider style.

This is the main reason why I think this new wave of chopper bicycle building has unlimited potential- especially for young people. Kids are fascinated by the style! I can see, even in my small city, the beginnings of something big. I think the big bicycle companies are recognizing this too. There is no doubt that the chopper bicycle hobby has the potential for a long satisfying run. If lowrider bikes were a success, despite their constricting rules, think of what the potential for choppers  can be- an activity that holds hard work (and not gold plating) up for what makes a successful bike.

I have been involved from the beginning helping others get involved in the chopper scene. I have walked people through the building of their own bikes, giving advice when asked, and support. I have built and given many chopper bicycles away to children over the years, some of whom are adults now. One boy I gave a chopper to about 20 years ago is now grown up, with children of his own. I hadn't seen him in years, then, about 3 months ago I ran into him, he recognized me and said "Hi!" then started up a conversation. The first thing he wanted to talk about was the chopper bicycle I made him when he was young, and how much he loved it; and how he would like to

make one for his own children. If this isn't what it's all about, I don't know what is. As for organizing seminars and build-ins for young people? Well, I might be down for that too, if time allows. That would be a nice thing to do!

When I won the First-Place trophy at the age of 15, I think it was mostly the cleanliness and attention to the presentation that was the key. The bike had many show-chromed Schwinn Krate components, which were something the Canadian car-show audiences had never seen. Schwinn did not sell bikes or parts in Canada then, and the Krate parts I used seemed exotic. I had to get my parts from the U.S., either by mail order or during trips to Michigan or Florida. The bike featured an early Motomag cast-aluminum wheel. When I ordered the wheel from BMX Products in Simi Valley, California they said they had never shipped one to Canada before. I know that I have one of the first run of wheels they produced because it has "Pat.Pending" cast into it. Now that's part of an early run! I wrote to the Motomag people after seeing an article about their wheels in the first issue of BMX Action magazine.

John Brain Show Bike At A Car Show, 1976

Q: I've run into quite a few people in the kustom bike/chopper scene who seem to bear some resentment toward the current crop of "factory choppers" and cruisers which come with flame decals, etc. on them. It's almost as though they feel threatened by them, somehow. Or if not that, they feel that factory choppers make it too easy for people, young or old, to partake of our particular pleasure. It's as if everyone should have to pay the same dues we did. What's your feeling about these issues?

are more likely to move ahead and build a true kustom statement; more likely to (that is) than someone who didn't buy one. These cycles are the beginning, not the end, and certainly not competition for the true creative builder. You should never get too upset over something that (just sitting there) possesses only "unrealized" potential. "Factory bikes" should really be a non issue!

John Brain Black Springer, Mid-1980s

Q: Your getting back into bike building and utilizing your access to advanced- technology you didn't have access to before, reminds me of my last model car. I got out of model-building when I was about sixteen. At that point, I was doing super-detailed kustom cars, with

every wire and hose, upholstery done with different textures and eentsy contrasting welting, airbrushed panel and scallop graphics, etc. I knew that other people were using jewelry saws to give their cars opening doors, but I was working in the boondocks and had no idea where I could even see a jeweler's saw, much less buy one. A few years later, in my second year of art school, I took a jewelry-making course, and finally was able to get my hands on a jeweler's saw in the jewelry shop.  I ran right out and bought an AMT 3-in-1 '57 T-Bird kit. I worked that jeweler's saw to death. Thinking back, I'm surprised I didn't give it an opening glove box door. After that, I got down to actual jewelry-making, and was mediocre at it. That was a hell of a model car, though. After I did it, I went back to my current interests involving cars and kustomized mopeds, and didn't do another car model until I was working in film, years later.

John Brain Chopper with 11-Foot Forks, Mid-1980s

A: For some reason I was never very good at model making, I still have a metal, Hubley Duesenburg Town Car model I got when I was twelve. Still in the box! It may never get completed! Mysterious tools have also been of interest to me. I would still like to know how some craftsmen engrave into metal the way they do.

This current explosion in all things kustom has got my creative juices flowing again! It's been a 32-year roller coaster of building and riding for me. I realized the other day that I have not been without a chopper bicycle since 1972. And before that, I had a Schwinn Krate and a Super/Deluxe Stingray. I guess I've done pretty well. In the 1970's I built around 10 choppers, in the 1980s about 12 to 15. I only built about 6 in the 90's, three of them for children. It's now 2004 and instead of being burnt out by choppers, I have found that my interest has never been greater! Imagine that! Seeing the enthusiasm of the new young builders has been re- invigorating! There really has never been a better

time to be involved in the kustom bicycle activity; mostly because it's a true community now. I'm in this for the long haul! The opportunities that are now open to the kustom bicycle creator are incredible. I can realize projects that would have been impossible even a year ago. It's not only the parts that are becoming available, but also access to metal-working technology and the services of talented fabricators that make the difference! My current goal is to challenge myself by designing and executing the most ambitious project I've built to date. A radical chopper that will utilize the best elements of what is currently available to builders in the field. I hope I can pull it off, and make a really cool statement that I can be proud of.

Basic plans for the project have been drawn up, and some of the major fabrication is on its way to being completed. I hope that when it's done people will smile!

Q: Here's a photo of Aaron's over-the-top kustom treatment of his Nirve chopper. Not bad for starting out with a "factory chopper", eh? We're featuring it in this issue. Of course, it was his original design, but it's a good example of the possibilities of starting with a "stock" factory chopper as a basis, rather than starting with a blank sheet of paper, as many of us do, after a while.

A: Thanks for sending that photo of Aaron's Chupacabra, I think it looks quite good. It has many parts that I have mentioned on the discussion groups that I want for my own big build: springer forks, billet wheels etc. This is

the degree of workmanship I have been waiting to see. It ups the ante, as it were. I don't think the holes on the frame's down tube would make it weaker in any way; they appear to have welded-in tubes. Of course, Aaron is very lucky to have the resources (and backing) to create these bikes. He told one of the people in attendance at Interbike that one of the choppers they had on display cost around $20.000! The only way I could see this kind of money outlay is if you're paying for one-off custom machining, and other expensive union-wage work. I'm hoping to get by for about a third of that, with no compromises. I would love to see the cost breakdown on some of those Interbike display machines.

John Brain Chopper Mock-Up, Mid-'80s

John Brain Black Chopper, Late '80s

Aaron Bethenfalvy Chupacabra 2004

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John Brain Sketch: One Step Beyond Chopper, 2004 for Construction by Firebikes.

Q: I felt like an idiot after I asked the question, "Do you think you'll have your new chopper project finished in time to have photos for this issue?" Of course, that was before I'd seen the sketch for it. (Left) It may be the most ambitious

piece of tubular frame fabrication I've ever seen. Needless to say, I love it, as well as its overall form. Thanks for letting us run the drawing, John. I realize that we all have the inclination to keep our projects under cover until they're finished and ready to spring on the unsuspecting public. But, it's so spectacular that people will hardly be less bowled over by the real thing, even having seen a drawing. As long as we're letting cats out of the bag; we might as well go all the way by showing your drawing of the billet wheels you've designed to go with the bike, to be built by Steve Hutchison of WildWheelWerks.

John Brain Black Chopper, Early 1980s

A: I'm glad you like the sketch of One Step Beyond. You're right about the frame being a challenge for Sam (of Firebikes) to make! I wasn't sure if it would be possible, but once again, I thought that it would be good to go for the gusto, and send him the most extreme design first. If it turned out that Sam wouldn't take on such a fabrication nightmare I would have had to tone it down a bit. But I think Sam was up for a challenge, and he said yes! In fact I think he told me that it would be one of the most challenging frames he has ever had to construct.  I sent him a full-size template of the bare frame to work with, and it appears that Sam is being extremely faithful and exact when it comes to matching the original design. I have sent you a photo Sam sent me of the forward triangle, you can see just how close it is to the original lines, in fact, Sam has tweaked it to be even better!

John Brain Orange Bike For Jason

Jim, the O.S.B. is a very-long-term project, "long" being the operative word. Free time and money are the main problems. Virtually everything on the bike will be custom made. Sam has been working hard to get the frame completed. My laser man is giving me grief over some of my designs to be cut. I'm torn over whether the bike should have a tank or not. The bodywork, fabrication, custom paint, chrome plating, and billet wheels etc, are going to take a long, long time to come together and finance. I have given myself a hopeful finish date of around Nov.2005! I think it's going to be a tight race even at that! The billet wheels will be expensive, and chrome I don't  even want to think about! I think this bike project is going

to be just as time-consuming and costly as restoring a car. The reality of a major build, in a nut-shell! I'm committed to the project though, and when it's done it's done! Too many variables to predict!

Q: There's an interesting progression from your earliest chopper photos to the design of this one. It really reflects the number of skills you've developed over those years, and the broader scope of thinking you have now, as a result.

John Brain Red 5-Speed Chopper, Late '80s

John Brain Red 5-Speed Chopper, Late '80s

It is interesting that Aaron spent so much money on basically a standard bike makeover. You're right when you said that it was a constraint that I was not hindered by. I knew when I saw the wild curvy frames that were coming out of the Firebikes shop (in the BR&K article) that I would have to throw all my old straight-tube angular designs out the window. With no fabricating issues to worry about, I felt that the sky was the limit when it came to frame design! I wanted a frame that would give the new bike a radical chopper stance, but would keep some of the classic bicycle lines intact. I wanted to eliminate the large gaping center hole that many frames have that give them the "frame waiting for an engine" look. The swept-back lines in the center that move back to a point and then

forward again to the crank, and then back again, were inspired by some of the wild custom-bodied cars of the 30's and 40's. The chain set up from the jack-shaft to the rear wheel is reminiscent of early sports cars and their open chain drives. After 30 years of seeing the same basic chopper frame designs being repeated over and over again, I saw this as an opportunity to break the cycle! I just needed the right circumstances to come together. They finally did, and I took action! No one is going to accuse me of being stuck in the past!

John Brain Ryan On Black Chopper, Early '80s

The idea for the bike and how it would be constructed came long before Aaron's bike or any of the other Interbike show machines had their debut. With this bike, I am exploring the possibilities of what I can do, for my own interest and satisfaction. The only thing I had vaguely planned for was its entry in the Detroit Autorama show in the early months of 2006. I really do want to thank you, Jim for thinking that the design is important. I hope that it does make people think outside the box. The kustom bicycles that I was exposed to, starting in the late '60s were pure magic for me. The thought that a bike I'm making now could instill that same feeling in a new generation is deeply satisfying for me. I'm having the time of my life right now, and Jim, I can tell from the content of your letters that you're having a supreme blast with all this too! It's a good time to be kustom.

Q: I sent your sketch to Mike Watson for his reaction. Here it is:

"Hi Jim, judging from the sketch John is definitely an old-school guy: radical rake with proper fork offset and trail."

A: Always interesting to hear comments from people about the design. Old school, in the respect that it does have a lot of classic features and lines to it. What's strange is I am still trying to figure out what people mean when they use the term "old school". It seems to mean different things to different people! A few of the people on the Kustom Cruisers group say that my bikes are a perfect example of what old school means, but they don't give an explanation. I told them that when I think of the moniker "old school" (when it refers to kustom bicycles) I think of 5-foot sissy bars, banana seats, apehanger handlebars, and George Barris!

Q: One could do a lot worse than be mentioned in the same breath with George Barris. My definition of "old school" pretty much matches yours. I think Mike's usage is that it uses classic geometry, rather than the seat-of-the-pants "eyeball engineering" which is more prevalent nowadays; especially in chopper bicycles. Mike's bikes are built to look goofy, but he actually crunches the numbers and uses classic bike geometry and design techniques in them. He's probably the most hard-core engineer-type working in our type of bike activity. All his bikes start with a serious plan behind the "Dr. Seuss" whimsicality.

Based on this project's drawing, you've taken the intricacy of the "tubular sculpture" theme of current kustom frame design, pioneered by John Youens, to new levels. But at the same time, it still reads as what I think of as a chopper in its overall form. This is

quite a trick, as the chopper, in classic motorcycle usage was a very stripped-down, minimal machine.

A: I wanted the "look" of the frame to have many classic automotive and bicycle styling cues in it. This way it would have an underlying familiarity to the viewer, even though it wasn't overt. Classic cruiser and Stingray bicycles had mostly curved tubes in their construction. Rigid-style Harley frames that chopper motorcycles are generally based around have mostly straight lines. I felt it was important for my frame to look closely-related to these classic bicycle frames, rather than a rigid Harley unit.

John Brain Blue Chopper, early '90s

are not there just for decoration, they are integral to the strength and function of the entire unit. Form follows function in this case. Every part of the frame has been designed in a structurally-conscious manner, in a way that works with the classic forms to create visual unison. The sweeping lines of the frame are suggestive of the flowing look that many of the classic sports cars (and custom bodied cars) had back in the 1930's. The sweeping fenders and boat-tail lines from these cars were drawn upon for inspiration. The position of the jackshaft (and rear chain) will be reminiscent of the look that chain-drive sports cars had 90 years ago.

.The forward part of the frame keeps the classic tank style intact too, giving another familiar reference point for the viewer. The actual positioning of key points was also given much thought. The frame structure will allow for the most visually-appealing and comfortable seating position possible.

The use of a jackshaft will allow a number of things to happen that would be impossible any other way. The first thing that the jackshaft will do is allow the entire right side of the bike to be visually unencumbered by the chain. It also allows the forward crank hanger to be positioned in such a way that it creates a near recumbent pedaling position, more comfort and power given to the rider as a result. It will also allow for the redirection of the chain away from the rider's seat and legs, crucial when designing for optimum comfort and looks. A jackshaft will also help with chain clearance on the rear tire. The sprocket going back to the rear wheel is positioned about half an inch farther out than stock. If a 24x4 inch tire becomes available the extra clearance will come in handy.

TYPICAL BICYCLE JACKSHAFT Photograph by John Zabriskie

I think that even standing alone, the frame holds some of that "tubular sculpture" quality you mentioned, I take it as a compliment, thank you! I would also like to mention the fact that without the help of adventuresome frame builders like Sam McKay at Firebikes a project like this one would have been very difficult to accomplish, his work on the fabrication has been vital. I give him a lot of credit!

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Q: That springer top end you've done for O.S.B. has some really classic feeling to it. You don't get much more "old school" than "gothic cathedral". How did you arrive at that design?

A: I think of my new project as sort of like a time capsule. Preserving  a moment in kustom bicycle history, as it is right now. The bike will  showcase some of the major parts that are available from custom fabricators,  and what parts "home builders" can make with easily accessible fabrication technology. The overall styling shows my preferences, of course, and I'm  guided by a sort of unwritten set of rules I have for construction. Springer  design is an interesting matter. I think this is the one place on a chopper  bicycle where it's all right to very-closely imitate the source material, that  "source" being chopper motorcycle springers, especially the ones that were  used in the early 1970's. I have this belief that the visual design of springer forks was at its peak during this time, as exemplified by the  forks made by companies like A.E.E. and Denver's Choppers. This is where I get my springer styling cues.

As a young teenager in the early '70s, I always noticed immediately when a chopper motorcycle in a magazine had a  pair of forks from either of these two companies. To me, they just looked better than all the other brands! I have always felt that straying from the basic lines these old springers had takes you farther away from visual perfection, rather than closer. I don't know how to improve on their looks, so I try not to deviate.

I have been greatly disappointed by most of the current attempts companies have made to make bicycle springers. I don't doubt that they function well,  but I feel the form is seriously lacking. I feel bicycle springers  should very closely approximate the looks of their larger motorcycle cousins, I don't feel the same way when it comes to frames. A few of the  current crop of builders seem to think that a chopper bicycle frame should  look exactly like a chopper "motorcycle" frame, without an engine in it. Some  even go so far as to use motorcycle tires and modified motorcycle wheels  in conjunction with the frames!  I disagree 100% on this matter. While the  rear axle and steering tube positions are generally constant we shouldn't be  content with having everything in between these two points "ape" the rigid  frame of a Harley. I don't mean to say that all triangulated chopper frames are amiss, I have made them myself and do like the basic look! Many people have accomplished the making of great choppers using the classic triangulated frame; and invariably, these bikes have kept wheels and tires designed for bicycles on them.

John Brain Blue Springer.

A bicycle that looks like an engine-less motorcycle always looks like it's missing something; and this is where their major visual problem lies. Chopper bicycle frame design can go places motorcycles can't, we should explore the possibilities of this fact.

Q: I'm trying to think what the project following this one could be like, without much success. What will you do to follow this one up? You can't go much more complex in frame architecture. Do you have any idea what you'll do next?

John Brain: Top Section Of Springer Fork For One Step Beyond Chopper

A: Luckily (for all of us) the kustom bicycle scene as it is today leaves the door wide open to the most amazing possibilities in pedal-powered design! When people speak of the 1960s and '70s as the golden age of kustom bicycles, it's done more in a nostalgic sense, rather than in a way that speaks of the fulfillment of building possibilities. Today, finally, we have reached the point where all the unfulfilled possibilities of construction and design can be realized!

The first bike that gave me that "Yessss!" of really  accomplishing something was was the first bike I put together to exhibit at kustom car and motorcycle shows . It was 1974,

John Brain Late '60s Show Bike

We are creating the "good old days" of kustom bicycles as we speak. There has never been a better time than right now for people who are involved in the scene! The times we are living in now support and encourage a more mature builder. The movement in the 60's and 70's was very much a child-driven scene, this is not the case anymore! The movement has grown up! The level of maturity and skills that are flooding into the current kustom movement are going to blow us away from the old notions, and elevate the art of the kustom bicycle to the prominence it deserves! For today's builder, these are exciting times  We are seeing the explosive beginnings of a movement that holds years of endless creative possibilities ahead, for all those involved.

John Brain Gift Chopper For A 9-Year Old, 2004

I personally don't have a firm schedule for what I'm going to do after this current project is done. But I hope that the project might explore the possibilities that modern construction materials and techniques might hold, for the fabrication of lightweight bodies and weather-proof enclosures.  As the price of gas goes out of this world, alternative human-powered vehicles will become more and more prevalent on the streets, and there is absolutely no reason why these machines cannot be made within a framework of kustom styling and sensibilities! I could see it as my goal to make a multi- geared, pedal-driven vehicle, in which the rider is enclosed in weather-proof comfort, looking out through a clear plastic oval dome surrounding his upper body! The rider would, of course, be looking out at a chrome plated springer front end while he steers!

I envision a bicycle like this to be a three-wheeled single-occupant vehicle. The idea of having multiple riders in one vehicle may have possibilities,  but this is something I will have to leave for future consideration. My first love, though, will always remain the two-wheeled variety of kustom bike. My current project does have some extreme frame styling; but I think this is only the beginning! There are a number of talented builders out there who, I think, are going to surprise the hell out of everyone by what they come up with in the near future. There is more than one way to skin a cat, when it comes to pushing the envelope of kustom bicycle design! The fun is just about to start, and I'm getting really excited! It's going to be a great time.

Q: That should keep you busy for the foreseeable future. On a related topic, what do you see in the near future for the kustom bike movement; and how would you go about ensuring that it happens?

A: I see more Kustom bike-specific shows and meets. Communication with other kustom bicycle enthusiasts is the starting point. We are at the stage now where there are enough like-minded people in the larger communities to at least get the ball rolling. Some of the larger bicycle clubs like the Choppercabras have also started to think of the possibilities that kustom

bike happenings could have, as a way of getting together with other like-minded people. Enthusiasts can start  with the goal of having an advertised kustom bicycle event in their own  community. Early planning is essential for success. Start by holding internet discussions, and by exchanging e-mail with other kustom builders. the next step would be to have people getting together to discuss strategy.

Bike shops and manufacturers could be contacted regarding sponsorships and prizes.  Another major thing you will have to think about is how the entries will be classified and what the judging criteria will be. Judging and judging criteria are a major hurdle that has to be well-thought out. It's also good to let people know ahead of time what the different classifications will be. It takes one person to get the ball rolling, and you will be pleasantly surprised how many like-minded people will want to join in. I really believe we're ready for bike-specific shows now, and (with a good start) the growth of kustom bicycle shows should continue at a healthy, natural pace.

John Brain: Another View Gift Chopper, 2004

Custom car shows have been the traditional environment for exhibiting. They were the main focus for showing at a time when the number of kustom bicycle builders was limited. At the Detroit Autorama show, a local bicycle shop has sponsored and run a large kustom bicycle show alongside the car exhibits for a number of years now. Detroit's Autorama puts forward a total kustom environment in one complex, encompassing all manner of vehicles. Even though the car shows main advertising is focused on the four-wheeled exhibits, the show-goers themselves often wind up giving just as much (if not more) attention to the bicycles on exhibit. I would often get crowds hovering around my bicycles at the shows while disgruntled car owners looked on from their unviewed displays!

I would like to see more bicycle-focused shows in the future. The large number of enthusiasts participating in the activity will allow it to happen now; It's all part of the evolution of the movement, I guess, and kustom bikes are quickly becoming a dominant species!

Q: No argument from me on that, John. That's been part of our stated agenda since the beginning of BR&K. I also find that the future's looking bright for the movement, if we can manage to do what's required to take things to the next stage.

I've started a recruitment drive to sign up contributing editors in the various zones making up the kustom bike world. We want people who can be instrumental in organizing kustom bike happenings at the local level, and reporting on them in the pages of BikeRod&Kustom. I even have a working title for that new department: "The Ministry Of Fun".  Calling all Ministers!

I've also started actively soliciting sponsorship for a major museum show, on the theme of "The Art of the Kustom Bike". There are now enough world-class bikes in existence, with more on the way, to have a fantastic show.  I'd actually like it to happen as part of BikeSummer 2005, which happens in Los Angeles, this time. By raising the visibility of the kustom bike movement, and establishing its credibility as a creative endeavor, we'll go a long way toward establishing a real show circuit. '05 may be a little soon for the logistics of doing it, but we'll find out in the next few months. LA is certainly a logical place for it to happen

I'd also like to see the bike equivilent to the hot rod world's annual Grand National Roadster Show, in which the builders of the world's best kustom bikes would compete against each other. The logical sort of people to make this happen are probably already putting on car shows, since they have that down pretty well, by this time.

But, let's keep one important thing in mind. The greatest aspect of kustom biking is that, traditionally, we've been out there promenading them on the streets. I'd hate for us to get into the same evolutionary dead-end occupied by lowrider bikes. What's the difference if you can't ride the thing because the pedals hit the ground, or if you can't ride it because you're afraid of chipping its thousand-dollar paint job? Reconciling this with a show circuit may be our biggest issue, in the future.

Before we stick a fork in this puppy, John, I have one of those "Columbo" moments for you.  You've been doing this stuff since God was a pup; and not once, during this entire interview, have you indicated the slightest desire to "go pro". Earlier this week, I ran into a post on a discussion board we both visit. I'm paraphrasing from memory, but the gist of the post was: " I've been interested in chopper bicycles for three months, and have decided to go into the business of making them for sale. Can anyone tell me what sort of tools I'll need? Could we please have your reaction to this?

A: I have never sold a bicycle, although I have given a number away. I think that going "pro" is fine for those interested, but I just choose to live an all-around lifestyle that supports my general freedom to self-express. My main interest in bicycles has been to explore the possibilities that a kustom sense can bring to them. I don't think that being a "pro" would help me to make a better bike, or give me some kind of insight that I don't already have. I'm very content to have the freedom to explore the avenues I want to explore, and to build to my own sense of what's right for me. Kustom bicycles are a personal creative outlet I have, and part of my overall lifestyle. Making bikes or parts to order is something that just doesn't hold any interest for me. I'm already absorbed in bicycles. Being "pro" would not result in my making a better kustom bicycle (as far as I can see), and this is the crux of the matter; so, I have never bothered about it. For me it's about making the bikes, it's not about needing to make a living at it.

I've been content making kustom bicycles for at least 30 years, for my own  enjoyment. I hold nothing against someone who wants to make a business with kustom bicycles though. This is fine. The way I do things is just my personal choice (for me), not something that I think is best for everyone. The advice I would give to someone (and I'm no expert) who wanted to turn kustom bicycles into a money-making activity is: get to know your market and future customers well, In order to compete in this mass market where factory clone bikes are the beginner's first choice of purchase, you need to offer something that the big companies can't touch. You need to be innovative, creative, and offer services that are unique and sought out. You need to be flexible and have a marketing strategy. Who will your clients be? You have to ask yourself honestly what the chances are for your success! You are getting into a very tough business! Look at who your competition is and decide if you have the means to compete. You may be just fine working on a local level, selling bikes and parts in your hometown. It may be best to start out this way, and grow as the interest in your business grows. My advice is to do your homework on this one. If you're starting out from the beginning, then take some welding courses at a local school. General metal- working tools and hand tools will be essential to have on hand. Search out people who are in the business of metal working and ask them for their advice on tools and materials. And don't forget to join one of the larger internet kustom bicycle group sites, These can be a goldmine of information, and a good way to connect with like-minded individuals who can give you advice and support. There are opportunities for driven entrepreneurs to make it in the emerging "kustom bicycle" market place. Start from a base level you're comfortable with, and grow with it. How far you take it is only limited by your skills, drive and imagination, think out of the box and go for it!

Q: Thanks very much, John, for putting up with our grilling.  It's been a genuine pleasure chatting with a real historic kustom bike figure. If you didn't actually exist, we'd have had to invent you. The beauty of being part of a comparatively young movement is that the historic figures are still around, actually working, and able to answer our questions.

A: I want to thank you again, Jim for the opportunity to share my thoughts and archive material with your readers. I especially want to thank you for doing such a wonderful job in your role as Editor of BikeRod&Kustom! I couldn't picture the movement without it! You're doing an invaluable service for us all, and we really do appreciate it! Thank you Jim! You're one of a kind!.........Cheers..  John

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John Brain's Parts Pile, 1973

Artifacts And Images From The John Brain Collection Of The First Golden Age Of Bicycle Kustomizing

I believe that a curved-tube frame looks more fluid and alive. With this thought in mind I was determined to design every tube on the frame (excepting the steer tube and crank hangers) with some degree of curve in it. The support tubes that arc back to a point under the seat (and then go back to the front crank hanger)

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Left: Pedal Arm Pattern For One Step Beyond. Below: Final Frame Layout Diagram, Currently Under Construction By Firebikes

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A: The heavy resentment is misplaced! The factory bikes are a kustom introduction, a gateway, the beginning to a new type of cycling orientation for the beginner. This is how we should view them. They are the raw material for future builds. Straight from the factory, they are a pale shadow of what might and could be. They will never touch what makes a true kustom build special and unique. I really have no resentment at all for these bikes. They are harmless. Paying the dues comes later. When factory bike owners get tired of owning a mass produced clone they

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One Step Beyond frame fabrication. By Sam McKay of Firebikes 11/30/04

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A: I was just going over all the photos I sent you- the first time I ever looked at them as a whole. It really is incredible how much ground is covered by them. I think the collection is quite unique too, I never thought about their future potential 20 or 30 years ago. I can't be the only person who documented this kind of stuff, I hope not! It will be a real pleasure sharing them with your readership. I think it's important for our activity to have a strong and clear sense of history when it comes to the building of kustom bicycles. The Barris articles you did were an extremely important event. People are still talking about it, and referring to it. Other historical information on kustom bicycle history is extremely rare. I, too, think an article that offers a rare glimpse into the golden age of kustom bikes will be a very exciting thing indeed. Other than the Barris article on the early years nothing really exists other than Schwinn Stingray history. It could be a very important thing for the movement, Jim, I think it's really cool you're doing this, and I thank you for letting me be part of it.