The four bikes shown here will be used for display purposes locally, to attract new business.  As I mentioned earlier, I hope that I can entice Primedia Publications to get on board with some coverage, and I will naturally be exploring all avenues for obtaining greater exposure for my work.   With my close proximity to Los Angeles, it may be beneficial to take the bikes around Sunset Strip or down on Melrose or Rodeo Drive !   I'm sure a celebrity client or two could not be bad for street-credibility !    
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One possibility, for your consideration, is the Peterson Automotive Museum, in LA. They've started a bicycle collection. Aaron Bethlenfalvy's fabulous Chupacabra is on long-term loan there. He still owns it, but they have it on display, with considerable spectator traffic to admire it. Not quite so convenient as in your own shop, of course, but one of your machines would look pretty nice in that setting; and there's considerable cachet to be gained:
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"I only have photographs of this one; it's in the Peterson Museum Collection."
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They've also got at least a couple of George Barris bike designs, as well. One could be in worse company, eh?
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James, it's been great seeing your new work. Those machines are just mind-boggling, and I hope to see them in person, eventually. Let's hope that Jay Leno gets a look at them, too, eh? He has a lot more money than I.
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I hadn't realized that the Peterson Museum had a bicycle section.  That is interesting, it certainly would be considered quite prestigious to have something on display there !   I might have to contact them about that ( or do I have to wait to be invited ? ). 

I do hope also, Jim, that one day you will visit our little corner of the country and have opportunity to hang out.  I will personally make sure that you have something appropriate to cruise the boardwalk on !   Actually, Jim, that raises the question " which bike best reflects your personal style or character ?"  I'm curious.

That's difficult to answer, James, as I possess neither style nor character.

As for my favorite, I'm fond of my Kandiru- a triumph of style over substance. My current project requires lots more staring before completion; but if I'm lucky, it will be a triumph of substance over style. I suppose I'd have to say that the one I love the most is the one I haven't yet begun. That probably holds true for most of us, eh?
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I would like to thank you Jim, for taking the time to chat with me.  At this juncture, perhaps you will permit me to add my thanks to the following, for their skills, support and motivation, without which I would have accomplished nothing.
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Chris Parker  CPR Fabrications
Steve Hutchison  Wild Wheel Werks
Gary Silva  3G Bikes
Hector Loya  Albright Finishing
Mike Milano  Team Bike
Endless Sunshine  Southern California !
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It is fascinating to see how this genre of Kustom cycle style has evolved over the last seven or eight years, from a
small cult-like following, to the mainstream popularity which it is currently enjoying.   I'm sure you would agree that it's a real pleasure to have been part of this evolution.  What does the future hold ?   There are limits to how many times, and in what form the wheel can be re-invented so-to-speak.   Inevitably, the Chopper style which is dearest to many of us will fade from mainstream popularity and be replaced by another trend.  Very possibly a re-incarnation from the past !   Not wanting to second-guess the future, but I'm starting to think about exotic custom Penny-Farthings !

Jim, again, it was an enormous pleasure and honor for me to have this opportunity to chat with you.   Good luck in all your future activities.

Keep Cruising !
( And a fabulous Holiday Season, both to you and your readership )
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same thing with a cycle.  Having bought my first brand-new black Roadster ( I have a particular liking for black, incidentally) it was stripped completely to parts within two hours of getting it home!
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There were several lowered stretched cruisers in the area around the beach, which I came to learn had all been built by a guy called Robert, under the name 'HB Cruisers'.  I've been told that his concept was spotted by GT who then developed the Dyno Roadster and subsequently killed off the 'HB Cruiser'.
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There seemed to be many small custom bike guys from inland as well, who had some creative ideas and would bring their creations to ride the boardwalk at Newport or HB on the weekends.  I remember often seeing a couple of
'Trouble' bikes ( from Upland ) back then . . . .they were quite impressive in their styling and attention to detail and I remember thinking back then " I can do that ! "
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There appeared to be quite a common link between the custom cycle guys and the Hot-Rod, custom car/classic car fraternity.  Most listened to rockabilly sounds, sported extensive tattooing, wore VANS or Converse sneakers and WB vests.  Car shows would always attract the custom bikes, and visa-versa.
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It certainly did seem that this area was prominent in the development of Kustom Bike Kulture.  Although I've not traveled enough to say that it really is the epicenter, it sure did feel like it!
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B I K E R O D & K U S T O M   I N T E R V I E W :
J A M E S   B A K E R
James Baker was born in Cambridgeshire, England in 1963. His father, a police officer, restored old bikes as a sideline. Like many of his nationality and age group, the Raleigh Chopper was an important part of James' youth. He received his, a blue one, for his seventh birthday. Later, his father helped him do his first bike makeover, based upon an old bike carcass the lad had found in a ditch.
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In his teens, he acquired a couple of Benelli motorcycles, and discovered the urge to kustomize, using the Benellis as the basis for personalized projects.
In his thirties, he came to the US, ending up in California's Orange County in 1997, where he quickly became immersed in kustom-bike culture. He received important assistance and companionship in the activity from long-time BR&K pal, Gary Silva, now head of 3G Bikes, who had just gone into the kustom-style bike business with his Rott Industries, the pre-cursor to Phat Cycles. Since then, James has built some truly amazing bikes.
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Recently, he's turned his creative activity into a business, with the founding of his own company: Rogue Bikes Inc, to make limited-production individually-created high-ticket bikes based upon a frame of his own design.
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As James is doing something a lot of our readers would also like to be doing, we thought it would be good to interview him on the subject of his past and current work and his new business. We hope you find it informative.  
James, from your background information, I see that you arrived in Orange County California in 1997. My perception has always been that the area around Huntington and Newport Beaches was sort of the epicenter of "Beach Cruiser Bike Culture". Is that fairly accurate? If so, what was it like then? As a native of England, California itself must have seemed rather alien to your sensibilities.
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Actually Jim, by the time I arrived in So Cal I was already something of an ex-patriot; my employer had already been good enough to arrange for my Green Card, and I felt very confident that my future would remain here in the US.   The two preceding years spent in St Louis MO had provided enough of an 'American' orientation that the move to Newport Beach in '97 didn't faze me at all.  Sure SoCal is a little different from the Midwest . . . . . . . . . . Well very different, actually !
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The climatic difference was quite astonishing, suddenly I live in an environment where it's warm and sunny almost all year 'round and outdoor activities were much more prolific than the Midwest with it's 'Four Seasons'.  Cycling, in just boardshorts and thong sandals over Christmas and New Years' holidays is a wonderfully simple pleasure in life, which I would be loath to ever give up.
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The area of Orange County between Newport and Huntington Beach (and further north ) enjoys a very flat open shoreline with miles of beaches and boardwalks.  Naturally these attract locals and visitors alike, to engage in blading, walking, and cycling alongside the Pacific Ocean beaches.
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I remember seeing so many 'Surfer Dudes' (and Girls) cycling barefoot on old rusty beach cruisers with a surfboard under their arm.   There was a significant 'Day-glow Spandex' community here who would cycle a quick 100 miles every Saturday morning, but
it was the kustom group which caught my attention. 
I had always had a thing for custom motorcycles (which were also popular here)  Jesse James' West Coast Choppers is 20 miles away in Long Beach, and
Russell Mitchell of Exile Cycles is even closer.  I suspect, partly influenced by these guys, who exhibited such creativity in what could be done with a motorcycle, I purchased my first Dyno Roadster (which, at the time was a revelation in the cycle industry) with the intention of endeavoring to do the
same thing with a cycle.  Having bought my first brand-new black Roadster ( I have a particular liking for black, incidentally) it was stripped completely to parts within two hours of getting it home!
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There were several lowered stretched cruisers in the area around the beach, which I came to learn had all been built by a guy called Robert, under the name 'HB Cruisers'.  I've been told that his concept was spotted by GT who then developed the Dyno Roadster and subsequently killed off the 'HB Cruiser'.
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There seemed to be many small custom bike guys from inland as well, who had some creative ideas and would bring their creations to ride the boardwalk at Newport or HB on the weekends.  I remember often seeing a couple of
'Trouble' bikes ( from Upland ) back then . . . .they were quite impressive in their styling and attention to detail and I remember thinking back then " I can do that ! "
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There appeared to be quite a common link between the custom cycle guys and the Hot-Rod, custom car/classic car fraternity.  Most listened to rockabilly sounds, sported extensive tattooing, wore VANS or Converse sneakers and WB vests.  Car shows would always attract the custom bikes, and visa-versa.
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It certainly did seem that this area was prominent in the development of Kustom Bike Kulture.  Although I've not traveled enough to say that it really is the epicenter, it sure did feel like it!
Baker "HERITAGE"
Dyno Roadster-Based
(Click For Gallery Page)
The HB Cruiser is one of the principal reasons behind my perception that your area was such a hotbed of kustom-bike culture. That and the knowledge that Gary Silva chose that area to set up Phat Cycles.

For those reasons, when the photo of your "Heritage" bike, based on the Dyno Roadster, showed up in my in-box, it made perfect sense to me that you were located in Newport Beach. Was that your first kustom build?
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Occasionally I still see an 'HB Cruiser'.  But with the mass production of the Dyno, they are more prolific obviously.  The 'HB Cruiser' was more angular and still quite sought after.   I did meet Robert on one occasion back in the late 90's.  He came by to visit Gary Silva at his
workshop on Beach Blvd one day while I was there.  I don't remember what we talked about though.
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When I think back, I was so very fortunate in that, when I was looking for some workshop space to play with my bikes, I frequently visited Gary to chat about bikes, and girls, and life!
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He allowed me to use some space in his workshop (which, in those days was still 'Rott Industries'). Before the change of name to Phat, and the partnership he formed.  I can remember him asking me about the concept of the new logo with the arms stretched upwards.  We would constantly share ideas, and although we were both firmly centered in the kustom bike genre, we both had different directions for our work.  Gary was such an incredible innovator, and I salute him as being a pioneer in the development of our particular culture.
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As we all know, Phat had some difficult times, which ultimately was instrumental in Gary moving out to Taiwan to continue his work, and subsequently leave Phat to set up his current company- 3G Cycles.
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We had a good time together back in those days, always listening to cool music whilst we worked and chatted;  bounced ideas off each other; chatted to regular visitors and even made time to ride together!
During that time, I had three Dyno Roadsters which were in varying states of disassembly.  It was one of these that ultimately became the 'Heritage'. The other two evolved into the Black and White bikes, which you have pictured. 
When I look back at those early days, I admit to feeling more than a little ashamed of my earlier work which wouldn't stand up to close scrutiny.  Instead of fabricating everything as I do now, I would adapt any piece of metal that might do the job! 
The 'Heritage' took forever to build (come to think of it, they all did ! )   I didn't have the luxury of being able to work on them full time, as I was gainfully employed during this period.  Evenings and weekends were devoted to the bikes at the workshop.
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When I sold the 'Heritage' in 2000, my focus shifted to the other two bikes which I worked on simultaneously until they were completed.
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When your photo of 'Heritage' showed up, out of the blue, I felt that a new benchmark had just been established.

"This guy is a very serious player!" was my initial reaction. And that hasn't changed a bit.  At the time, I knew nothing about you, except for that bike.
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I realize that it's an old project, and we all know that the next one is the greatest one. But that bike made some serious waves at the time, and it continues to resonate.  For one thing it was so exhaustively detailed and finished that it was almost shocking, at a time when those aspects weren't quite so universally practiced as they are now.
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Would you please tell us about the creative and logistical processes which went into the making of that one?
(Laughs)  I recall that so much of my time was spent simply staring at the bike as it evolved, with my mind focused on solving the numerous little mechanical/technical problems which arose.  Sometimes it felt like days elapsed without any physical progress at all !
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Conceptually, I intended from the outset to try and emulate the 'Heritage' look with the three front lights, deep fenders, saddle and saddle-bags.  Initially I had thought to make it a black bike (no surprise there ! ) but during the build process, I felt that the somewhat-retro two-tone Turquoise/Cream would suit the bike better.
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Whilst the Dyno Roadster frame is obviously geometrically somewhat unique and aesthetically pleasing to look at, it is nonetheless far from ideal for any hardcore customization.  Over and over again, I ran into complications in achieving what I envisioned.  The steering head-tube was too low and at the wrong angle, the curvature of the crossbar; the seat-mount position and angle; the rear wheel mounts etc. etc.  Everyway I turned, I ran into more problems!
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For several years now, I've been going to a monthly Swap-Meet in Long Beach at Veterans Stadium.  This monthly goody-fest is for motorcycle and bicycle stuff only, and is a treasure chest of bits and pieces and parts.  Every month I would arrive early before the gates opened and join a 100-yard-long line of people waiting before me to get in.   Armed with a shopping list of part items or problems to be overcome, and as much cash as I could reasonably carry,  I cruised the stalls and assortment of parts laid out on blankets in search of 'useful' items.
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Even now, my workshop is full of miscellaneous bits and pieces, Old prism gas tanks, fenders, wheel-sets, headlights, billet grips etc. etc-  many of which I bought years ago but haven't got round to using yet.  The Veterans Stadium Swap Meet was the source of many of the parts used for the earlier bikes I built.
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I remember that I had a lot of fun with the tank for the 'Heritage': problems mounting it to the frame, and especially fitting the speedometer into the top of the tank.  It took several weeks to get the tank alone right.

As anyone who has mounted a faux gas tank onto a bicycle will have learned, steering stops are critical, and again pose a challenge to fit.  The electrical system was surprisingly easy to install. The only clever bit here was to reduce the bulb power so that the little 12 V battery would last for more than 2 minutes.  I've since discovered that LED's are the way to go due to their very low power consumption in relation to their output.
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Adaptation was a word that became synonymous with my earlier work.  For example, although they cannot be seen, the rear fender support struts were the curved front fork legs from an old Schwinn sprung front end!

Mounting the big comfy Harley saddle posed more problems.  It would have been easier but for the significant lateral movement caused by the pedaling process.  I actually used the center section of a set of old BMX handlebars to achieve the strength needed to hold the seat firmly whilst being ridden.  I remember that it was soooo comfortable to ride.  On several occasions I cycled along the boardwalk between Newport and HB, which is only about six or seven miles, and inevitably received numerous comments and compliments.
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Again, Jim, I was sorry to see that bike sold.  Someone from Sacramento, I think, came down to Gary's workshop to buy the bike and trailered it away.
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I hope the purchaser paid a tidy sum for it, since it's such a landmark bike. Do you have any idea what he was planning to do with it? Sacramento isn't exactly noted as a hot spot for Kustom Cruising. Although, it occurs to me that Boss Bikes was located there; so I could be wrong.

As long as we're on the topic of your early Roadster-based builds, let's talk about builds #2 and #3.  How about telling us about the Black Roadster-based one?

I think, to be absolutely fair, the most significant aspect of both the Black bike, and its White sibling, resulted from the close working relationship which had developed between the me and "Billet Wheel King"  Mr Steve Hutchison of Wild Wheel Werks .  After my introduction to Steve in 2001 (by you, Jim, actually!) we rapidly began working together and sharing ideas.  In fact the 'Trifecta' wheels (shown on the black bike ) which became so popular with Steve's customers, came about because I faxed my hand-drawn image of them to Steve as a suggestion!

After the ordeal of adapting things to fit for the 'Heritage', I decided to implement a more creative approach and started to fabricate some parts specifically for a purpose.  This was necessary, again, due to the design 'flaws' of the Dyno frame..
I wanted the Black bike to appear very clean and simplistic (which is an underlying theme on all my work).  Personally, I'm NOT into flames or murals, or screaming graphics or furry-dice or anything which would be covered by today's popular term 'Bling-Bling' !  I find it REALLY Hokey !  I love subtle custom stuff  . . . you know, kind of 'understated'.
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Anyhow, I wanted to have the Black and White bikes very distinct in style.  One was intended along the 'Pro-street' custom style, whilst the other would be a little more old-school 'Sportster' style.  Naturally Steve's wheels would be an important part of the overall look. The Black bike had 24' front and rear to accommodate the fat tires, which had just become available.  I wanted to always use manual disc brakes rather than mess with hydraulics, and always use the Avid system.  As far as I'm able to, I do endeavor to 'Match' the disc rotors and drive sprockets with the wheels to try and achieve some 'continuity' of theme or style for each bike. Not always easy as, unfortunately neither chainring or disc rotor manufacturers are keeping up to speed with Steve's designs! (Laughs)
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Both the Black and White bikes were attacked with a welding torch . . . but in a good way!  It was necessary to add steering-stops, rear caliper mounts, seat frame/battery holder, tank mounts, side-stand mount, etc.    But despite this, the frame geometry still caused me all sorts of problems and whilst finishing these two bikes, I started to sketch a new frame, which would be much better suited to my purposes.
Baker "White" Dyno Roadster-Based
Baker "BLACK" Dyno Roadster-Based
Baker
"WHITE"
Dyno Roadster-
Based
Baker ROGUE Frame-Based Chopper
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Again, work on the Black and White bikes took forever, and I experienced many technical difficulties along the way. The narrow black rear fender, for example, was complex to mount and only barely allowed clearance for the fat rear tire, so alignment was critical. The lower fork legs were taken from a stripped-down set of mountain bike forks!  Instead of the small conventional battery used on the 'Heritage' I now used smaller and lighter 12 V Gel-cell batteries and again reduced the lighting wattage output dramatically. Both the Black and White bikes rode exceptionally well, and I remember Steve and I had a blast one holiday weekend riding around the Hermosa Beach/Manhattan Beach area, being stopped every few yards by someone who wanted to look at the bikes and chat to us about them.  The only problem I recall was stopping Steve from attempting 'wheelies'!  (laughs)
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I seem to recall seeing a photo of you in the saddle of a blue bike based upon one of Gary's Phat Chopper frames, with Steve's wheels on it. Was that one of yours, or someone else's?
Every month or so, Steve Hutchison comes out to SoCal from Arizona for a few days.  Invariably he brings with him a truck-load of wheels and parts and a couple of bikes sporting 'Wild Wheel Werks' wheels (naturally).   Steve is a hardcore rider . . . He simply loves to cycle in the areas around the beach at Huntington or Newport, and is always ready and willing to chat with other cyclists/pedestrians/tourists/locals/etc etc. (laugh) I strongly suspect that the picture you refer to was taken on one of 'Hurricane' Hutch's  'Whirlwind Weekend' assaults on Southern California! (laugh)
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So, you went directly from working with Dyno Roadster frames to your own ROGUE frame design, with no other platforms as the build basis, in between?
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Exactly.   Whilst still completing the Black and White bikes, I felt the need for a frame which would be a little more agreeable to work with.  In the absence of any other real commercially-available frames similar to the Dyno Roadster, it became apparent that I would have to design and build my own.  From the initial design sketches through the CAD blueprints to the final first prototype frame, I worked closely with an expert fabrication shop locally.  Some relatively minor revisions were made from the initial frame, and the fixture was constructed around the second one.  This now enabled uniformity of construction (for the frame at least).
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The new frame geometry excited me and continued to fuel the ideas I had already begun to develop.  As I mentioned earlier, Jim, underlying everything I do, is a preference for subtle, understated kustom work. Acknowledging that I was wandering off down a road which would inevitably result in some wild-looking cycles, I, again, endeavored to retain some degree of subtlety.
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Working with the new frame was gratifying as it enabled me to implement, with significantly less frustration, many of the design elements which had caused so many problems earlier.  It also enabled me to run most of the brake cabling and electrical wiring through the frame to keep the aesthetic appearance less cluttered.

I anticipate that there will inevitably be modifications to the frame in future as client requirements dictate.  Say for example an NBA player wants one ! !

I presume that this bike is based upon your new ROGUE frame design, from the jig?

I notice the double down-tube, which is obviously a big difference, and the jackshaft mount. And, unless the photo got accidentally flipped, you have left-hand primary drive. How about talking about those aspects, and the other features you built into this design?

Actually Jim, the picture doesn't really show it, but the primary drive is central down the bike.  I designed it to utilize two sets of bottom brackets, one mounted to each of the downtubes. 
Alignment is critical because I need to insert the custom made shaft through, not only the drive sprocket and adapters, but through both pairs of bearings.  Everything has to be either modified from original, or fabricated specifically in order for everything to work smoothly.
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The transmission is simply a Nexus 4 or 7-speed rear hub (modified, naturally) which sits in an adjustable mount to provide primary-drive chain tensioning.   This configuration enables me to run a left-side final drive to the back wheel.  The rear chain is also tensioned via an adjustable roller, which sits behind the transmission.   I always liked the 'suicide-shift' idea, so I positioned the (modified) click-shifter off the left side of the frame beneath the gas tank.  
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The wheels on this bike are particularly special. By the time they were finished Steve (Hutchison) didn't know whether to give them to me, or frame them and hang them on his wall (Laugh). They are very 'one-off' Wild Wheel Werks' and the rear is actually a three-piece setup.  The chrome studs around the rear wheel are not just decorative!   I added similar studs to the front simply so that the wheels would appear to match.  I had Steve make some oversized disc rotors to match the wheel pattern and had them powder-coated black to match the bike's coloring.

Again, in an attempt to retain continuity of appearance, I used sprockets  which matched the wheels, and even used oversized black/silver chains.  The Old-school theme of this one prompted me to add the sissy-bar and sprung pan-seat together with hand made 'Chopper' handlebars and risers, and retro-style 'Jackhammer' rubber grips. The only real anomaly here, is the small bullet-shaped 'Headwinds' headlamp.  Even though it is inconsistent with the overall style of the bike, I had to leave it on, as it looked so cool!
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I deliberated at length as to whether some subtle red pin-striping might work, but finally decided against it.  I particularly liked the old 'Vincent' style Stop Lamp on the rear fender.
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Although I have several prism and coffin-style gas tanks in my workshop, the one for this bike was actually hand made, due to the length required.  Luckily I had one black side stand in the workshop, which saved another visit to the anodizing shop.  You might have noticed, Jim,  that I have the stand mounted on the right-hand side of the bike.    This is simply due to the pivot mechanism on the stand itself and the location in which it needed to be mounted.
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A split bottom bracket? Dude, you have muy cojones! That's the most outrageously Kustom thing I've ever heard of, on a bicycle.

While the rest of the bike's tech detailing is conservative in comparison to the BB scheme, it's still pretty technorotic. You must be one serious gear-head!

That swoopy, sculptural rear fender is pretty interesting, also. Is that something you found at the swap-meet, or was it made just for this bike?

"Muy cojones" ! . . . . . . Is that like Hispanic for 'Many bottom brackets' ! ( Laugh )

Actually, Jim, the double bottom bracket is a result of another of my pet fixations- symmetry and balance !   I felt that, not only would this arrangement work well with the mid-mounted transmission, but it would also look cool!   I also have some slightly more radical ideas that I intend to implement, utilizing this double BB set up!   They will remain 'under wraps' until I have them completed and I promise you that you will be the first to see them.
I like the term 'conservative' which you used.  Whilst I do use the term 'Exotic' to describe my stuff, nonetheless, as I mentioned before, I always try and retain some degree of conservative subtlety.
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The rear fender actually came from Ebay.   Occasionally I have found interesting bit and pieces there, and sometimes I will find specific items I need.
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The rear fender wasn't a random thing.  I specifically wanted that one for this bike, to contribute to the old-school 'Bobber' chopper feel.   The rear 'Bob' tail is needed to accommodate the retro style tail light.
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"Conservative" is a pretty relative term. Compared to a two-piece bottom bracket, anything would seem that way. On the whole, your bikes do seem exotic to me.  I have a feeling that the jigging for that BB set must be fairly interesting. I can imagine the shells on some sort of snugly-fitting cross tube rigidly clamped into place against the down-tubes. Close, or wrong?
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Very, very close!  Precision is essential for this to work smoothly.  My jig needs to be modified now, to accommodate mounting the bottom-brackets in the inside of the downtubes for clients with shorter legs.  The 'Custom built to order' approach obviously needs to take into account the physical dimensions of every client, so the fixture will need to be adjustable to accommodate that.

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That would seem to be a pretty robust frame; and with the double-cradle downtube design, it would seem very suitable for motorization. Maybe not a V-twin Harley, but something fairly substantial in the way of a powerplant looks like it would fit in there. Keeping the existing pedal drive-train functioning would be an interesting technical challenge, of course. Have any of your clients expressed an interest in such an option? And if they did, would you be willing to accommodate their desire?
Honestly Jim, I can't ride more than 25 yards without someone asking "where's the engine?"     
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Although I have a passion for the custom motorcycles, Somewhat ironically, I consider myself a bit of a purist when it comes to bicycles and I have never been tempted to put a small engine into a bicycle to create a 'Whizzer' or whatever they are called. 
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All the Rogue bikes that I build are, naturally, significantly heavier than your average cruiser cycle, and would certainly benefit from having additional power for inclines or extended distances, but I have a problem in my head which screams " but then it's not a true bicycle is it ! "   Several friends over the years have suggested that I should start building actual custom motorbikes, and whilst I subscribe to the 'Never say Never' rule, I have always dismissed this, possibly logical, progression.
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Inevitably, I will be asked to drop an engine into one sooner or later (probably sooner!) and undoubtedly (if somewhat reluctantly) I will rise to the challenge and do the very best job I can, not only to accomplish the mechanical task, but also, and equally importantly, make it look good!
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As you are well aware, recent years have seen the emergence of the 'mini-chopper' cult, with its golf cart rear wheel and lawn-mower engines.  There has been such a vast plethora of these, and their use is severely restricted by law, that I felt strongly about not wanting to compete in this particular  (over-saturated) market.  Consequently, if a potential client expresses a strong desire for a motorized cycle, I will probably recommend that they consider one of these first.

Certainly there would be significant technical challenges arising from integrating a small motor and the conventional propulsion system.   As we're talking about this now, my mind can't readily apply itself to this task, but I suspect in the weeks ahead I shall begin to ponder over and analyze this (future) problem.
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I've said that I will have Tee-shirts printed up with the following on the front. "You're talking to it! "   This of course being the answer that I always give verbally in response to the "Where's your engine" comment.
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I can certainly understand not wishing to swim in that particular pool (minichoppers), and to be merely one of many people trying to succeed in the big-bore V-twin chopper market would be a bit daunting, as well.
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But I'm still drawn to the early Californias, Harleys, and Indians, with their maybe-not-so-vestigial-at-the-time pedal drives. But there's a lot to be said for the elegance of a pure human-powered machine. Especially, I might add, if it's done at such a level as you practice it. Your drive-trains are as interesting as many people's engines.
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On the subject of potential clients- these are obviously exquisitely-designed-and-constructed machines with luxo-detailing, and therefore rather expensive; for bicycles anyway. Is there some sort of profile which your typical clientele fits? Or are none of them "typical"?
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Jim, Let me quickly address your comment about the drive-trains. Whilst the central primary and left-side final drive might be a little unorthodox for a bicycle, I just wanted to mention that I have several other cunning schemes for drive-line variations which should make my current setup look a little simplistic !   Just wanted to throw that in quickly.
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With regard to clientele, I have a reasonably good idea as to the groups to which my work may have some appeal.  For example, for several months earlier this year, I had two bikes on display at a very prestigious sports car showroom on Pacific Coast Highway (PCH) in Newport.   Naturally it is quite flattering to have ones work alongside Ferraris and Lamborghinis, However . . . . . .The sports car enthusiasts are interested in sports bikes and sports bicycles, and consequently there was very little interest generated by that particular display.   Obviously this is not a target demographic
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As I'd mentioned earlier, my work is not intended to appeal to everyone and certainly will not do so. Somewhat ironically, the group that seems to have least interest is the majority of cyclists.   The preponderance of road-racing or mountain bike cyclists appear to have little or no interest whatsoever.
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However building 'one-off' bicycles to a client's physical dimensions and specific custom requirements should prove to be a niche market of a small percentage of people who can indulge themselves in 'Luxury Toys'. 

It is the kustom car, classic car, Harley, custom bike, Hot Rod, etc. demographic which expresses the keenest interest in my work.  Although I suspect that potentially, they may appeal to anyone who is prepared to pay a premium for having something built for them personally, something completely unique and reflecting their specific personality or character.


There has up to this point, been very little public exposure, and, as we speak, my website is yet to be finalized. I anticipate that I shall be able to get this accomplished very early in the new year.
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I'm currently waiting for a call back from one of the senior editors at 'Hot Bike' / 'Street Chopper' magazines which are part of the Primedia Publishing group.  I hope to have opportunity to take a couple of bikes up to Anaheim to show the editors and perhaps solicit some support and media coverage.
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I was mostly just curious. My personal take on it would be, if there is a "typical" client for your machines, it would be someone with money and taste, who could afford as many motorcycles, or whatever, as he wanted, but would like the coolness and novelty of a one-off bicycle built with the same craftsmanship and attention to style and luxo detail as any fine automobile or motorcycle. A gearhead with money, in other words.
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Hey, I just realized that I'm describing Jay Leno!  Think you could ride one up to Burbank to show him? I think I could guarantee a sale.
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Maybe that blue one? How about telling us, and Jay, about it?
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Well Jim, I would happily exhibit my stuff to Jay but I suspect that he would not want an existing model.  Perhaps he may be tempted into commissioning a 'Jay Leno' special !   As you may know, Jay is quite the bike enthusiast and is often seen at 'The Rock Store' which is an isolated bar up in the Malibu Hills.  This place is a regular weekend hangout for the sports-bike guys.  There are many other bike events locally and Jay is reported to often attend on one of his collection of bikes. ( as is Peter Fonda, apparently )
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