“I kept the 1978 XLH
engine standard and fitted
an S&S Cycle Super E Shorty
carburettor and manifold with a
4-inch velocity stack—my knee
fits snugly behind it while the
two-inch version would have been
a problem. I also used laboratory
grade stainless steel mesh as a
filter between the carb and the
velocity stack.
“Rather than a stock Harley
wheel, the front wheel is a one-off
made up of a new 21-inch rim with
stainless spokes and a 1960s Norton
Dominator hub/brake, which I
used for no other reason than it
was for sale and I liked it! A new
spindle and adaptor had to be made
as the Norton axle has a smaller
diameter than that of the Harley.
“The forks were dropped by
45mm to get the stance that I
wanted (which is far preferable
to the original) and I swapped
the forks, left for right, so that I
could then use the original disc
brake lug to attach a handmade
“THE FRAME I STARTED WITH COULD BE DESCRIBED AS
AGRICULTURAL AND THAT WOULD BE BEING KIND”
torque arm for the Norton brake.
The fork brace was also a one-off
handmade item. I did use off the
shelf aftermarket footrests, but
only after I had turned them down
to a reasonable size—why is it
everything for Harleys seems to
be big and ugly?
“The frame had started life as a
1977 Ironhead chassis but had had
a hardtail conversion along the
way. The frame I started with could
be described as agricultural and
that would be being kind. In fact,
welding and modifying the frame,
along with rubbing down the tank
and mudguard were the jobs that
consumed the vast majority of
work hours on this project.
“At the rear is a 16-inch Harley
wheel with a handmade stainless
steel brake rod and perched
above it is the aforementioned
mudguard. I bought a generic
’guard and made it into what I
wanted. It was the same story
with the seat; I found a cheap
seat with a vinyl finish and had ithttp://www.100-biker.co.uk | issue 250 | 100% Biker | 17