When it came time for the powerplant, Duane already had a good working relationship established with Scott Porges at American Motorcycle Service. He had Scott build him a tricked out 113ci S&S motor. Scott ordered the motor disassembled for two reasons: to get the cases and the cylinders powdercoated, and to make the three Stromberg carburetors work (with a few tricks up his sleeve). The cylinders were decked 0.015-inch and the heads were ported to make the combustion chamber modified to 11.5-to-1 compression. He then used a custom-ground Zippers high-static compression cam with a faster ramp speed. The cam started out with a 0.656-inch lift, and Jim's rocker arm ratio boosts the lift to almost 0.700-inch overall. The valves snap open and shut very quickly so there is not a lot of overlap. That's one of the tricks that Scott used to get the three carbs to work-the other tricks we can't talk about.
Jon Huband machined a set of panhead-style rocker box tops for Duane's S&S, then he headed out to get a set of old hot rod velocity stacks from one of his many old car part sources. He got a set of reconditioned carburetors from Baxter Ford along with the stacks. The Strombergs were designed to run on unleaded fuel but with all the motor work done to them, they run just fine on pump gas and like crap on race gas. The hardest part was fitting the carbs to a manifold that work with an Evo motor. Duane called up Jon Huband once again to work some more magic and hammer and chisel out a manifold to fit the motor specs Scott needed. When he got the manifold it was a prefect fit.
To get the power to the rear wheel, a five-speed Roadmax transmission was installed in the frame. However, Duane took a 5-inch Karata Piranha beltdrive setup, but turned it in to a double beltdrive after seeing a double used with a Scout Blower on some old hot rod. To do this, he built a jig just for this application to split the belt on a table saw to make the two 2-1/4-inch belts.
For the exhaust, Duane made a set of pipes that were 2-inch stepped to a 2-1/8-inch pipe. With the extra space Duane gained by moving the trans up, it allowed him to wrap his funky pipes, called the Blouse Blasters, around back through the frame next to the trans exiting the bike on the left-hand side.
When it came down to the sheetmetal, the rear fender was easy. It started out as a spun blank, cut to fit the frame and give a little bit of a back shielding. The gas tank, however, was work. It started with your basic chopper tank-style but with a custom mounting system and a flush-mount filler cap. To really appreciate all the work done to fit the tank to the frame, you need to get up close and look up under and all around the tank. Of course, we already talked about the color, but the guy who did all the eye-catching work was John Hartnett. Not only did he paint the bike, he also did all the pinstriping as well as lettering along the downtube. When John was told what colors Duane had picked, even he had to ask, "Are you sure?" The answer was, "It takes a crazy F*&^er to ride a pink bike." John knew Duane was just that crazy, so when the paintwork was done even John was happy.
As the paint was drying Duane found an old Schwinn bicycle seat. Liking the shape, he stripped the cover off, widened the pan, and mounted it on the rear fender so that the front of the pan looked as if it was just sitting atop the frame. Like it, love it, or just plain hate it, the bike has definite style. As long as Duane keeps watching cartoons with his little girl Nikki and going to all the hot rod shows, we can expect to see more crazy-ass bikes from DKC.