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Bardahl Special: A ’48 Panhead from Switzerland

Bardahl Special: A 48 Panhead from Switzerland
Where is the line between meticulous and just plain nuts? Because we’re sure Albert ‘Ash’ Aeschlimann crossed it at some point during this astounding build. What started out as a simple ’48 Panhead custom turned into a seven-year project—with hardly any of the original bike remaining.

Doing things ‘the right way’ is an essential part of Ash’s day job. He’s a technician at a major science museum in Switzerland, and before that, he studied architecture and worked as a carpenter. After hours, he makes magic in his workshop under the Ash Kustoms banner.

Bardahl Special: A 48 Panhead from Switzerland
Photographer Marc Schneider tells us that Ash’s obsession began at 20, when he got into vintage Vespas. Then he saw the Indian Larry versus Billy Lane episode of The Great Biker Build Off, and was instantly hooked on custom motorcycles.

These days he draws inspiration from Japanese builders like ACE Motorcycles and Heiwa. He’s self-taught, and handles most tasks himself—outsourcing only specialist stuff like upholstery, paint and casting.

Bardahl Special: A 48 Panhead from Switzerland
This project started off as a total basket case spread over multiple boxes. The more he tore into it, the more Ash realized that many of the parts were beyond repair, or not worth using.

During the build, Ash decided to build himself a new workshop. That ended up taking three years—and by the time he was done, his ideas about custom bike building had shifted. So he binned a whole whack of custom parts he’d already fabricated for his Pan, and started over.

Bardahl Special: A 48 Panhead from Switzerland
The original 48 Panhead wishbone frame is one of the very few original parts now left. Wedged inside it is a 93 ci S&S Knucklehead motor, mated to a six-into-four transmission from Baker.

But even though both the engine and gearbox were new, Ash just couldn’t leave them alone. He’s replaced all the Allen head fasteners with hex or slotted numbers, for a more retro vibe.

Bardahl Special: A 48 Panhead from Switzerland
Then he de-chromed all the shiny bits, matt-finished the polished aluminum bits, and reworked the S&S billet oil pump to look like a cast part. (The motor got a Morris Magneto ignition too.)

The S&S motor is sporting some slick detail work. Ash designed a venturi-style brass insert for the intake, then had a jewelry maker cast it in brass. And the kickstart has been modified with a pedal from an old Swiss military bicycle—Ash machined a new stainless steel axle for it, and replaced the rubbers with knurled aluminum parts.

Bardahl Special: A 48 Panhead from Switzerland
The Panhead now rolls on custom wheels, built up from 18F/16R Akront rims by Special Wheel Company in Ditzingen. With a 36-spoke hub up front and a 40-spoke hub out back, finding a matching pair of rims was quite a job.

The rear hub is a Harley part with a hand-made cover. But at the front, Ash needed a big brake to cope with steep Swiss hills. So he’s used a repro Honda RC-162 system, with a hand-made air intake. According to Special Wheel Company, it’s the biggest drum brake hub they could fit to the 18” wheel.

Bardahl Special: A 48 Panhead from Switzerland
All of the Panhead’s bodywork is custom, hand-shaped by Ash in his workshop. The oil tank’s particularly neat—Ash took inspiration from old hot rods, and decided to cast it out of aluminum himself.

So he built a wood form, sand cast it in two parts, and welded it up. It wasn’t quite perfect, so he then painstakingly filled in any pores with his TIG welder.

Bardahl Special: A 48 Panhead from Switzerland
Almost everything else on the Harley is custom or modified. The front brake lever’s an original Panhead fitment modified for two-cable operation. The foot controls and their linkages were all made from scratch, and even the floorboards are one-offs.

And what you can’t see, is that every pivot point has a brass bushing and washer.

Bardahl Special: A 48 Panhead from Switzerland
The handlebars are custom-made, and incorporate the light and horn switches—the latter taken from a classic Vespa. The speedo’s an old Smith Chronometric unit, and measures the speed at the secondary chain via an old Ford speedo cable. (Ash set it up like this purely so he could tuck the cable away).

There’s also a Smith oil gauge, with a modified dial to match the speedo.

Bardahl Special: A 48 Panhead from Switzerland
The bike’s kill switch is from a B-17 Flying Fortress heavy bomber, and sits on top of the fuel tank. Ash used it as a homage to early bobber culture—when GIs returning from World War II started modding and racing motorcycles.

A lot of Ash’s inspiration comes from airplanes and old race cars. In this case, it was the ‘Bardahl Special’ Indy 500 racecars from the late 40s. So he sought to replicate the deep, glass-like paint job sported by machines from that era.

Bardahl Special: A 48 Panhead from Switzerland
It took ten coats of black nitrocellulose lacquer to do the trick. Ash gave the job to the only company in Switzerland still allowed to use that type of paint: the Italian vintage car specialist Autolackiererei René Sahli.

Other nods to the original Bardahl Specials include the gold rims, white exhausts, and the custom-made oil catch can.

Bardahl Special: A 48 Panhead from Switzerland
The saddle upholstery is just as exquisite as the livery. It has a hole in the center for quick access to the oil tank, which almost gave upholsterer Rene Wenger a heart attack.

There are probably hundreds of details that we’ve missed—like the cloth-wrapped electrical cabling, the safety wiring, and the subtle drillium.

But whether you’re far away or up close, Ash’s Panhead is a stunner like no other.

Ash Kustoms | Instagram | Images by Marc Schneider

Bardahl Special: A 48 Panhead from Switzerland

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Mooneyes Star: A hardtail knucklehead from Asterisk

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
The next Yokohama Hot Rod Custom Show is over ten months away, but many top-flight builders are already plotting their next entries. After all, ‘Mooneyes’ is the top custom show in Japan. It’s jam-packed with supreme craftsmanship—so if you’re bringing a bike, it had better be good.

Here’s a closer look at a gem we uncovered at the most recent show: a magnificent hardtail with a knucklehead engine, created by Hideki Hoshikawa and his team at Asterisk Custom Works. Hoshikawa-san built it just for the show, and it took him almost a year.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
If you’re wondering why it took so long, here’s a clue: We asked Hideki what the donor bike was, and he simply replied, “there is no base bike…we made it from scratch.” That’s right—this is no weekend special.

Hideki named the project in honor of the Swedish opera singer Jenny Lind, after watching the film The Greatest Showman. “I tried to recreate the real diva from the movie, in our custom bike,” he explains.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
Hideki chose a S&S Cycle Type E Knucklehead motor for the project. He then decided to take the theme further, going full retro on not only the style of the build, but also the techniques.

So there’s no fancy CNC work going on here; all the custom bits were hand-made using basic tools.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
The hardtail frame, for starters, is a one-off. Hideki took the steering neck, seat mount, rear motor mount and transmission mount from a shovelhead frame, but built the rest using chromoly steel. He then had it all chrome plated, before scuffing it up with a Scotch Brite pad.

It isn’t a simple design either. Hideki wanted a single down tube design, so he modded the neck to accommodate this. Then he manipulated the down tube with a unique bend at the base, mimicking the shape of the crankcase.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
That little swoosh is repeated elsewhere too—including the hand-made side stand. The rear lower frame tubes also follow a definite kink, before joining with a pair of V-Twin manufacturing axle plates.

The perfect hardtail stance is equally impressive. The front suspension is a modified leaf spring setup from Cannonball, held in place by triples from Cro Customs.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
The wheels are a F23/R19, wrapped in Firestone rubber: a Clincher at the front and a Deluxe Champion at the back.

Hideki’s only running one brake; a full KustomTech setup in the rear. He’s also installed a foot clutch and hand shifter, and an internally routed throttle. That’s left the swoopy custom handlebars (and the entire cockpit) super sano.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
Then there’s that gorgeous fuel tank. It started out as a slightly modified shovelhead unit, but then Hideki decided to add some extra trim. While trawling the web for inspiration, he fell in love with the tail section of the 1957 Chevrolet Bel Air.

The initial plan was to just carry some of the Chevy’s trim concepts to the fender, but the idea morphed into a pair of full-on Bel Air style side panels. The paint’s by Yossy; a single hue of green, complemented by a gold pin stripe.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
Jimmy Dope handled the seat upholstery for the build. The rear fender’s a modified Russ Wernimont Designs part, mounted on a pair of custom-made stainless steel brackets. Other custom stainless steel bits include the hand-shifter, carb mount and side stand.

The Asterisk crew also fabricated a stubby two-into-one exhaust system, designed to avoid visually obstructing the frame in any way. A sand-cast aluminum air cleaner cover, made by Fork, adds an extra touch of class.

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk
With perfect proportions, top finishes and a plethora of neat little details, ‘Jenny Lind’ sure is a showstopper. The bike’s for sale too. Tempted?

Asterisk Custom Works | Facebook | Instagram | Images by Satoru Ise of Vibes Magazine

Custom knucklehead hardtail built for the Mooneyes Japan show by Asterisk

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WTF: Turning a tank-shift Harley WLA into a flat tracker

Bill Bryant's Harley WLA flat track racer
The great thing about flat track racing is that anyone can have a crack. You don’t need a rocket scientist crew chief, or clever throttle body setups to have fun: there’s a series for every man and every budget.

The bug has even bitten Bill Bryant, the man behind the Biltwell Inc aftermarket empire. And since Bill knows a thing or two about building V-twins, he’s selected a very unusual steed for his dirt track excursions: a venerable Harley-Davidson WLA.

Bill Bryant's Harley WLA flat track racer
Like most of Bill’s older bikes, the WLA has a low-key, off-kilter vibe that we’re finding irresistible. So we pinged him for a little information.

The engine is from a 1941 Harley WLA—the ‘A’ meaning ‘Army’. It’s a flathead that was produced in small numbers from 1940 onwards, and this one is a little rare—since it’s technically a pre-war bike.

Bill Bryant's Harley WLA flat track racer
It’s also most unusual for a flat track racer to have a tank shift and a foot-operated rocker clutch, so we give Bill ten out of ten for dedication to the Milwaukee cause.

“I found the engine as a ‘mostly there’ Craigslist basket case, about five miles from my house,” Bill says. “I have no way to date the frame, though. It was in pretty good shape but the neck casting had been pie-cut and raked at some point.”

Bill Bryant's Harley WLA flat track racer
Mike at 47Industries put it back to stock geometry, and added the ‘WR-style’ lightening holes and the upright braces between the seat and chainstays. “I have to say he did a fantastic job, and the bike tracks straight as an arrow.”

Bill has been modifying old V-twin engines for years, so you can bet this one is solid. “I’m not gonna give away any engine-build secrets,” he says, “but it’s built more for durability and reliability than outright performance. After a year or so of riding and racing it, I’ll consider hotter cams—but for now it’s good to go, as-is.”

Bill Bryant's Harley WLA flat track racer
In the end, it was Rico Fodrey of Hi-Bond Modified in Pomona who spun the spanners on the engine rebuild: Biltwell’s bonkers ‘Frijole’ Sportster race bike consumed most of Bill’s spare time over the winter.

“The WLA sat lonely in the shop, mocking my poor time management skills. I dropped it off at Rico’s shop and asked him if he could get it wrapped up in time for Born Free.”

Bill Bryant's Harley WLA flat track racer
W&W in Germany are one of the best-kept secrets in the classic Harley game, and they delivered big time for the WLA—supplying the wheels, the gas and oil tanks, and the rear fender.

“Wow,” Bill enthuses. “These parts are of the highest quality. They work perfectly and look great. There’s no way I was gonna pay a fortune for real WR tanks and then go beat them up racing!”

Bill Bryant's Harley WLA flat track racer
The foot controls came from Jeff Leighton of SLC in Utah. “They tuck up nice and tidy, and are way less vulnerable than stock controls. The bars were custom bent to my specs by Jason Ball at S&M in Santa Ana, CA.”

Bill’s flat tracker is no show pony, but the paint still looks sublime. The main color is VW’s iconic 1966 ‘Sea Blue,’ normally seen on Beetles.

Bill Bryant's Harley WLA flat track racer
It was shot by Pete at Hot Dog Kustoms in Temecula, and it’s offset by a big, bright white stripe and gold pinstriping and lettering “It looks even better than I imagined, and I’ll probably cry when I lay it down for the first time,” says Bill.

So far, Bill’s managed to keep his WLA upright. Rico finished the bike in time for the Born Free ‘Stampede’ race, and Bill survived the experience—tank shift and all.

Bill Bryant's Harley WLA flat track racer
“I sucked, but didn’t crash and wasn’t last place, so I was satisfied,” says Bill. “I’ve got plenty of miles on foot clutch bikes, but this was my first tank shift and I found it fairly easy.”

“I’ll get better with practice, and I’ve got a few mods to make now that I’ve ridden it a little.” Those include adding some sweep to the next set of handlebars, and replacing the K&N filter on the Mikuni carb with a more authentic old J-slot air cleaner.

Bill Bryant's Harley WLA flat track racer
“And maybe even a leather flap or something to keep the rear head from roasting my junk,” Bill adds wryly.

Biltwell Inc. | Facebook | Instagram

Bill Bryant's Harley WLA flat track racer

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Superunknown: A first-time builder hits the big time

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Purists will say that a full nuts-n-bolts restoration is the only way to treat a rare classic. But when all you have is a motor and a head full of inspiration, things tend to escalate.

That’s how this intriguing and beautiful vintage Harley came into existence. It’s the work of Jackson Burrows, a young furniture designer and artist based in Calgary, Canada. And, believe it or not, it’s Jackson’s first attempt at building a bike.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
The project kicked off four years ago, when Jackson was still in design school. “I found an old Lucas brass taillight in Spain,” he tells us. “A month later, I stumbled upon an unusual power plant: a 1960 Harley-Davidson Super 10. It wasn’t running, but it was ‘all there’ and had a unique AMA race history.”

“I’d met a guy who had bought out Lewis Puckett’s shop inventory years before, and this was one of the last engines to come out of the shop.” Jackson drafted out an idea and made a deal to buy the engine.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
The tiny 165 cc single-cylinder two stroke had been set up for racing, with a high compression Webco Racing head, an enlarged and ported cylinder, and match-ported cases. It also had stiffer plates and a hand-made seven-spring clutch.

“Lewis Puckett and Dick O’Brien made so many modifications to these engines to get everything possible out of them,” says Jackson. “This engine is what would separate it from yet another restoration of a vintage Harley Hummer—but I wanted to take it a bit further.”

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Working under the moniker ‘&Sons Atelier,’ Jackson started piecing his freshman build together in the kitchen of his downtown apartment. He could only work on it after hours—and was acquiring skills as he went.

There was a lot to do. For starters, even though the engine was upgraded, it needed a full rebuild to bring it back to life. Jackson also installed a Lodge race spark plug, and a Linkert M18 Carb with a Falcon velocity stack, set up for racing by Charles ‘Mutt’ Hallam.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Then he had to pick a frame to mount it into. He managed to source a 1964 Harley-Davidson Scat frame, which he extensively modified. That included trimming off excess metal, cleaning up factory welds, and stretching and refining the swing arm.

The front end is an original 1948 Harley-Davidson pressed steel girder, equipped with a five elastic band shock system. It too was heavily altered, to suit the bike’s stance and to hold a set of modern LED turn signals discreetly. It also supports a vintage Ducati headlight, with an embedded Harley Hummer speedo.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Jackson then reworked the triple tree so how could mount the one-off handlebars. Those feature a custom internal throttle, with no less than 13 parts in operation. The grips and switches came from POSH Japan, and the levers are custom cast BSA M20 items.

For wheels, Jackson sourced a 1961 Scat rear hub, along with a 48 Harley front. They’re laced up to 18” rims with polished stainless steel spokes from Buchanan’s.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Jackson clearly has an eye for matching up classic pieces. The fuel tank looks like it belongs here, but it’s actually a heavily modified vintage Wassell ‘banana’ tank.

It was split and reshaped, with custom filler necks and petcock bungs, and a unique single-bolt mounting system for easy removal. The gas caps are from British Trophy, and there’s a chunky Knucklehead ignition switch tunneled into the left side.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
Even the seat became a complex process. Jackson shaped the pan from some leftover sheet metal, and Ace at Back Drop Leather executed the killer upholstery. The mounting system is a pair of antique Farmal leaf springs, and a modified Harley VL seat T-bar.

The front mount meets the frame where the rear tank supports are, and there’s even space for a spare spark plug. There’s also a basic hand-made barrel hinge under the seat itself, to allow the pan and leaf spring to move independently.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
By this stage in the build, the Super 10 had already strayed far from original spec—but Jackson wasn’t fazed. “I went with my gut and I did what I wanted to do,” he says.

“Of course, I have haters over it. But finding the original frame, tank and parts it originally raced with wasn’t going to happen. And I believe that gave me the allowance I needed to make this bike truly look unique.”

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
As the project progressed, Jackson serendipitously met ‘The Night Crew’: Uncle Tim, Dan and Max. Each had his own custom projects on the go, all from Uncle Tim’s shop. Jackson moved his Harley in and kept slogging away—now with support.

“We talked out ideas and traded materials, learning from one another and working together,” Jackson says. “It was the first time I ever had anyone who could appreciate what I was trying to do with this bike.”

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
“A lot of people told me I was going to completely ruin it, that I didn’t know what I was doing and that the bike was never going to get done. It’s hard to admit but I was starting to believe it myself.”

“I’d become obsessed and meticulous with every part of the bike. Simplicity takes time, and creative function was the focus for this build.”

Obsessed and meticulous is right. Not an inch of this classic bobber has gone untouched. Out back, you’ll find a Wassell front fender, adapted for rear wheel duty. Lower down there’s a leather bag, mounted to an elegant hand-crafted strut.

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
The taillight that originally inspired the design is now on a side-mount license plate bracket. The exhaust muffler is a modded H-D Pacer item, capped with a heat shield made from a French WW2 artillery shell. Even the exhaust clamp is a borrowed item; it’s off a Royal Enfield.

The paint scheme is timeless: Dove Grey with cream striping. It was shot by Warren at Sportscar Coachworks, who let Jackson mask out the design himself beforehand. After a dozen misses with other pin stripers, Shawn Long of Imperial House 71 nailed the highlights.

As the ‘Icarus’ project progressed, Jackson caught wind of the boom in the alternative custom scene. “Guys like Ian Barry, Shinya Kimura and Chicara Nagata are doing amazing things. Seeing their possibilities helped jump start a lot of my own ideas.”

Jackson Burrows' award-winning vintage Harley-Davidson Super 10
“I started conversing with a lot of them for advice and parts. I got the velocity stack from Ian, Shinya and Ayu turned me on to Ace from Back Drop Leather, and Mutt Hallam always gave me well needed advice, and his mechanical expertise.”

Jackson was flying close to the sun, but his four-year slog has paid off big time. Icarus is flawless—and we’re not the only ones that think that. It snagged the coveted 1 Moto Show Award, along with ‘Best Modified/Custom’ and the ‘Industry Award’ at the prestigious Quail Motorcycle Gathering.

And now that his first project is done, Jackson is already aching to get cracking on the next—which he reckons may even be something electric.

We’re expecting great things.

&Sons Atelier Instagram | Images by Bookstrucker | Spotter: Paulo Rosas of Speed Machines Design

Jackson Burrows' award-winning vintage Harley-Davidson Super 10

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Grey Matter: An ingenious Sportster hardtail from 2LOUD

An ingenious Harley Sportster hardtail from 2LOUD
We always love featuring the latest builds from the big names in the custom world, but there are a few lesser-known workshops that we keep a very close eye on too.

One of those shops is 2LOUD of Taiwan, run by Max Ma. He’s an esoteric kind of guy who can turn his hand to any style, but his bikes all have one thing in common: the build quality and levels of finish are right up there with the very best in the US and Japanese scenes.

An ingenious Harley Sportster hardtail from 2LOUD
Max first caught our eyes with a tiny, jewel-like Suzuki TU250, and his last build was an R nineT that looked like no other oilhead. This time, he’s tackled one of the most familiar platforms in the bobber scene: the Harley-Davidson Sportster XL1200.

Max built this sublime hardtail for the wife of one of his best customers, the Taiwanese musician Zhang Zhenyue. It’s configured to suit her physique, with a low-riding seat and decent pullback on the bars.

An ingenious Harley Sportster hardtail from 2LOUD
This time, there’s nothing radical about the styling. The peanut tank, short sissy bar and backswept bars are staples of the bobber scene. But few custom Sportsters can boast such perfect stance and style.

Ms. Zhenyue may be compact in stature, but this Sportster is not short on power. Max has swapped out the EFI for a chunky Mikuni HSR carb that delivers smooth fueling and an extra 15 (or so) horses to the back wheel.

An ingenious Harley Sportster hardtail from 2LOUD
Custom timing and clutch covers clean up the side of the engine, and the low-key air filter is also a one-off. Exhaust gases now exit via a pair of almost symmetrical straight-shot shorty pipes: Max says that they sound quieter than they look, thanks to hidden baffles.

Adding a hardtail to a custom bike in the US or Europe is a well-trodden path. But in Taiwan, things get tricky—the inspection regulations are amongst the strictest in the world.

An ingenious Harley Sportster hardtail from 2LOUD
Max made the hardtail assembly himself, configuring it so that he can remove the upper struts and install shock absorbers before going to the testing station. Despite this complication, the setup is as clean as they come.

At the front, Max has lowered the forks a little and polished the stanchions until they gleam. The wheels gleam too: they’re actually the standard rims, but given a fresh coat of glossy metallic paint and fitted with new stainless spokes.

An ingenious Harley Sportster hardtail from 2LOUD
The rubber is Duro Adlert, with a modern bias ply construction hidden under a vintage-style sawtooth pattern.

This is one of those bikes where there’s a place for everything, and everything is in the right place. Max has created all the bodywork himself, from the tiny tank to the bobbed rear fender and the side panels.

An ingenious Harley Sportster hardtail from 2LOUD
The righthand side panel conceals a Shorai lithium ion battery, and right above is a beautifully crafted black leather seat—complete with curved accent stitching for a feminine effect.

On the left, the side panel is part of the new handmade oil tank, with access granted after lifting up the seat cushion.

An ingenious Harley Sportster hardtail from 2LOUD
Max bent the sissy bar from 16mm stainless steel tubing, and machined up a set of new brackets to flush-fit the old school headlight nice and tight between the fork stanchions.

An ingenious Harley Sportster hardtail from 2LOUD
The paint is the best we’ve seen on a custom for a long time. Max describes it as a ‘cement grey,’ with a mix of deep and light silver tones. At the base of the tank is the word ‘AMISAWU’—the name of Zhang Zhenyue’s wife, and the lucky new owner of this machine.

An ingenious Harley Sportster hardtail from 2LOUD
The whole vibe is monochrome without being too stark or masculine. The chain provides the only flash of color: Max has converted the Sportster to conventional drive, and fitted a beautiful gold RK 530 chain.

An ingenious Harley Sportster hardtail from 2LOUD
The Sportster is probably the most customized motorcycle model in the world, so it takes a lot to stand out from the crowd. But 2LOUD has delivered a subtle and stylish machine that speaks softly and carries a big stick.

We reckon it’s time Max Ma took his place in the upper echelon of custom builders—and we can’t wait to see what style he tackles next.

2LOUD Facebook | Instagram

An ingenious Harley Sportster hardtail from 2LOUD

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Going out with a bang: Jamesville’s last custom Harley

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
I’ve always had a soft spot for the machines built by James Roper-Caldbeck. Back in 2009, when Bike EXIF was only a few months old and still a casual side project, we started featuring Jamesville bikes—which were a breath of fresh air compared to the blinged-out choppers that still dominated the western Harley scene at the time.

James and I have kept in touch over the years. So I had mixed feelings when he dropped me a line the other day to say he was closing the custom side of his business, and was going to focus on restorations and traditional bob-jobs only.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
Fortunately, the Denmark-based Englishman has built one last custom to sign off with, and he’s going out with a bang.

“This ’42 flathead came to me as an engine and transmission stuffed into a frame, rolling around on an old wooden dolly,” James says. “It was followed by ten boxes full of crappy old parts. I guess it was some kind of chopper back in the day.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
James’ client wanted something very different—a custom bobber. “He was in love with the first bike I built under the Jamesville name, a 1942 WLC flathead.”

James is coming up to his tenth anniversary in the motorcycle business, and this would be his 25th complete build. So he figured it would be fitting if he built a WLA flathead using the first Jamesville creation as a muse.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“Out of the ten boxes, I gave nine of them back to the client,” he says. “All I’ve used from the original basket case are the frame, forks, engine, transmission, wheel hubs and primary cover.”

Those components have all been completely rebuilt, and everything else is new.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“The client wanted a bike with a Harley WR feel,” James reveals. “Light, sporty and slim. It was important to him that there was no battery box, which is not needed on a WR because they use a magneto.”

But James won’t use a magneto on a customer’s bike—they’re way too trying for someone with little mechanical knowledge.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
Instead, he found a small Antigravity battery. “WR-style gas tanks leave a perfect space in the frame between the tanks for the battery. The tanks are built in Poland I believe, which I am very happy about—as I don’t have to make them any more!”

James has finished the split tanks with a custom aluminum strip, which also houses an oil pressure light sat on a small piece of sculpted brass.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
The handlebars are Speedster bars with six inches chopped out of the width, two from the rise and an inch from ends. Like many other parts on this flathead, they’ve been Parkerized—treated with a phosphate coating, similar to the process used on firearms.

The rear fender was made by Cooper Smithing Co., and James has welded the fender strut directly onto it—so there’s no need for fussy nuts and bolts. “I have to say his fenders are the best in the business. Just a beautiful piece of metalwork.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
James has kept the original hubs, but laced them to new 18’’ rims with Parkerized spokes. They’re wrapped in Shinko 270 Super Classic tires, with a vintage-style sawtooth tread pattern to match the looks of the WLA.

“Other than that, and the chopped down seat and the custom exhaust—which sounds awesome—the WLA is pretty much stock,” says James.

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
And that’s the way the Harley business is going right now in Europe. “People want to keep their bikes original,” James notes.

“So this is as much a restoration as it is a custom build. ‘Investment’ is a word often used in the Harley world today.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
The striking paint is most definitely not stock though, and we love it. “For the anniversary bike I wanted something that said POW! but still had class,” says James.

“Unfortunately the client was not crazy about the red, and said it looked too retro. So the bike is now hidden somewhere in Copenhagen, waiting until the lawyers have sorted out their shit.”

Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.
“Building custom bikes is always fun. It’s like playing Russian Roulette: you never know if you’re going to get the pay, or the bullet.”

We’re sad to see James leave the custom business, but glad to hear he’s going to carry old restoring old Milwaukee metal. If you live in northern Europe and have a barn find gathering dust in your garage, Mr Roper-Caldbeck is your man.

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Going out with a bang: the last custom Harley from Jamesville, a WLA bobber.