I’ve always found that the best way to predict the future of custom motorcycle culture is to look at who is getting their hands dirty right now. With the upcoming Builders’ Best Custom Show at the National Rally in Essex, Vermont, I needed to see who was currently pushing the envelope. Montreal is a quick 200-mile ride from my front door, making it the perfect weekend scouting mission to identify the trends that may dominate the Vermont show floor.
The venue for this congregation was the Théâtre Paradoxe, a stunning former church repurposed as a performing arts center. It provided a hallowed backdrop for 30 custom motorcycles curated from across Eastern Canada and the United States. Outside, the scene was just as vibrant; several hundred attendees lined the street, with custom machines parked for over a quarter-mile along the sidewalk. Inside, the air was thick with the scent of coffee and tire rubber, punctuated by live bands, a photography show, and on-site tattooing. A standout feature was the historic exhibit by Histoire du Motard, which offered a deep dive into the outlaw motorcycle history of Quebec.
While the show featured a smattering of Triumphs, XS650s, and Hondas, the overwhelming majority of the floor was dedicated to the vintage Harley-Davidson Big Twin. Knuckleheads, Panheads, and Shovelheads were the order of the day. At times, the aesthetic felt a bit formulaic, the classic combination of a Harley motor, four-speed transmission, jockey shift, and a chrome horseshoe oil tank, but there is a reason that specific setup is timeless.
As I look forward to the upcoming Builder’s Best Show, I reflect back on 8 Custom Motorcycles from the Roll the Bones Vintage Chopper Show.
Almost Old School 1963 Panhead
Graham deGraaf of Almost Old School provided one of the most talked-about bikes of the weekend. Graham finished the build on a Thursday night and loaded it into his vintage van for the Friday morning drive to Montreal, a move that proves the man has as much style as he does stamina. The bike was originally built in the 70s by a custom painter, and Graham’s update honored that heritage.
The Panhead frame featured significant molding around the neck, down the seat area, and along the downtubes. The extended Harley-Davidson Springer was incredibly long, dominating the room with a classic long-chopper stance. The front hub was a Shovelhead unit machined down to act as a spool wheel, running an Avon Speedmaster. The cockpit was clean, featuring 8-inch risers and custom Z-bars with several miters, supporting a blue plexiglass windshield and an internal throttle.
The 1963 motor inhaled through an S&S Super B carb with a custom air cleaner and exhaled through chromed upswept units. The paint was arguably the most impressive feature: a deep blue flake base with panels of pinks and silvers on the molded Sportster tank. A custom 2-up leather seat flowed over a Tsunami-style rear fender to a tall, stainless sissy bar. It was long, tall, and perfectly representative of the craftsmanship Graham is known for.
Mike Wenham’s 1978 Ironhead Sportster
Mike Wenham’s (@mwenham) Ironhead was an exercise in the less-is-more philosophy. The visual anchor was undoubtedly the peanut tank, which was left predominantly in raw, bare steel but accented with crisp white scallops and vintage Harley-Davidson badges.
The fabrication focused on refining the silhouette. The triple trees were shaved to remove all unnecessary material, with the headlight now supported by a custom bracket. A pair of riser-less stainless steel bars gave the cockpit a tight, agile feel reminiscent of a vintage BMX bike. Up front was a 21-inch front wheel, running an Avon Speedmaster tire, with no front brake. The mechanical heart is a Sportster motor fed by a Super-E carburetor fitted with a finned air cleaner, exhaling through aggressive slash-cut pipes.
The rear of the bike took an interesting turn with a chrome rear fender, giving off a distinct British Brat bike vibe. Braking was handled by a mechanical drum at the rear, keeping the mechanical aesthetic pure. Perhaps most importantly for the purists, this was a kick-only machine; the presence of the kicker pedal and the lack of an electric starter confirmed its no-nonsense intentions.
Ezra Santocono’s 1952 Panhead
Ezra Santocono (@ezra.santocono) delivered what can only be described as the definitive Bad Boy muscle chopper. Built around a Harley-Davidson straight-leg Panhead frame, the bike featured a Wide Glide front end supporting a rectangular headlight, giving it a broad-shouldered, menacing stance.
The paint was a monochromatic silver across the tank and rear fender, a timeless choice that contrasted sharply with the black frame. The cockpit was exceptionally clean, with wide ape hangers free of clutter, just the throttle and a set of grips. This minimalist approach allowed the rider to focus on the hand shift and foot clutch operation.
The rolling stock choices reinforced the short and stout appearance. Instead of the usual skinny front wheel, Ezra opted for an 18-inch front wheel to match the heavy-duty front end and wide handlebars. Finishing touches included a cobra seat and a pair of rocket-style taillights, a unique feature that avoided the typical cookie-cutter LED solutions found on many modern builds.
Will Surtees’ 1983 Shovelhead
Hailing from Ottawa, Ontario, Will Surtees (@bad_bill_420_69) brought a Shovelhead that played with color and texture in a way few others did. The four-speed ratchet-top transmission and hand-shift/foot-clutch setup were standard chopper fare, but the execution was unique. Despite the Wide Glide front end, Will chose a narrow 21-inch front wheel laced to a mechanical drum hub.
The details on this build were particularly tactile, including the exhaust pipes, accentuated with ‘slinky’ covers. The bike utilized a Sportster tank and a tuck-and-roll cobra seat, while a cat taillight added a bit of vintage flair. Will ran a stock teardrop air cleaner over the Super E carburetor.
The paint job was the real conversation starter, featuring a transition from a dark rose to a light pink throughout the frame and tins. This gave the bike a sense of depth, highlighted by the chrome horseshoe oil tank. For stopping power, the bike relied solely on a juice drum rear brake, keeping the front end as clean as the Ontario laws would allow.
Marshall Zaborski’s 2000 Sportster
Marshall Zaborski (@zarshasty) provided a prime example of what can be accomplished with a Throttle Addiction tail kit on a modern Evo Sportster. The stance was defined by an extended, narrow springer front end and a 21-inch spool front wheel. The cockpit featured stainless-steel T-bars, while the engine used a CV carburetor and a traditional hand clutch with a foot shift, aided by mid-controls from Prism Supply Company.
The pièce de résistance was the fuel tank, a Sportster-style unit with a three-dimensional coffin shape extruded directly from the metal. It was a stunning example of precision metal fabrication. A chromed square-stock sissy bar provided the verticality needed to balance the extended front end, while the orange hues of the weathered cobra seat pulled the whole look together.
The paint was a monochromatic blue, but the single rose graphic on the tank’s coffin stole the show. The orange highlights in the graphic perfectly complemented the seat, creating a cohesive color story. It was a build that felt both traditional and innovative, proving that the Evo Sportster is still a viable platform for high-end customization.
Matt Landman’s 1947 Knucklehead
Matt Landman (@oldepro) from Rhode Island brought one of the oldest machines to the theater, a 1947 Knucklehead that leaned heavily into a beach racer aesthetic. It featured a period-correct Knucklehead springer and ran 19-inch front and 18-inch rear wheels. Both ends were fitted with mechanical drum brakes and wrapped in 4-inch wide Firestone vintage-style tires with significant knobs.
The engine setup was purely traditional, featuring a Linkert carburetor and a finned bird deflector to keep the intake clear. The silhouette was defined by traditional split tanks and a chrome horseshoe-style oil tank, a configuration that has remained unchanged in the custom world for decades for a very good reason.
The bike’s overall vibe was rugged and functional, looking as though it could be ridden straight off the show floor and onto a sand track. While most choppers at the show were focused on the long and lean look, Matt’s Knucklehead was a reminder of the shorter, wider, and more aggressive roots of the custom movement.
Therry Pelletier’s 1977 Shovelhead
Therry Pelletier (@therrydicule) from Sept-Îles, Quebec, showcased the epitome of a muscle chopper. The frame was slightly molded, with a windowed neck, a modification that showcased the builder’s skill despite local regulations. It featured a slightly extended Wide Glide front end and, in a departure from the show’s brakeless trend, dual disc brakes on the front wheel.
The bike rolled on Harley-Davidson mag wheels, which matched the aggressive, performance-oriented aesthetic. The cockpit featured narrowed drag handlebars on 6-inch risers, while the powertrain consisted of a 1977 Shovelhead and a four-speed ratchet-top transmission. A Sportster tank was mated to the backbone, featuring a vintage-style flame-and-skull combination.
The flame job continued onto the rear fender, which was supported by custom chrome struts. A sprung solo Bates-style seat provided the rider’s perch, and the exhaust was a simple pair of shotgun headers that exited straight back. Therry’s goal was clear: every part on the bike had to have a reason for being there, resulting in a machine that was both purposeful and powerful.
Vicious Cycles’ 2000 Sportster
The crew at Vicious Cycles from Toronto brought another Evo Sportster that showcased the platform’s versatility. The frame was significantly modified, featuring a hardtail conversion and a heavily updated neck area. The front end was extended, leading to a pair of shaved lowers with the fender mounts removed, while retaining the brake mounts.
This build could serve as a rolling catalog for Prism Supply Company, featuring their mid-controls, Quick Stick starter, carburetor support bracket, and rear taillight. The engine breathed through a CV carburetor and exhaled through upswept chrome pipes. The ergonomics were traditional, utilizing a hand clutch and foot shift on a stock 21-inch front wheel wrapped in an Avon Speedmaster.
Visually, the bike was classic Sportster, utilizing a traditional tank and a cobra-style seat. Instead of the low Z-bars that have become common, this build sat atop 4-inch risers, giving it a taller, more commanding presence. It was a clean, well-executed build that prioritized functional, high-quality components.
The high level of craftsmanship on display in Montreal has only heightened the anticipation for what we’ll see in Vermont. If these builds are any indication of the current state of the scene, the Builders’ Best Custom Show at the upcoming National Rally is going to be a heavy-hitting showcase of ingenuity and style. It is the perfect opportunity to see machines of this caliber up close and meet the builders who are keeping the culture alive. If you can’t make it to Essex for the festivities from June 11–13, make sure you are following the BMW MOA Instagram and have signed up for the e-newsletter. We’ll be bringing you the latest coverage, winner announcements, and behind-the-scenes looks directly from the Rally floor.