Kris’ ideas for the bike couldn’t be realized by any off-the-shelf rigid frame, and he’d recently come across an unusual suspension application that he figured out how to adapt to a motorcycle. “There are no conventional shocks on this bike, but it does have adjustable suspension. We used Dual Elastamerick Suspension (the initials are where the bike gets its name) at both ends so it appears hidden. I borrowed the technology from the torsion suspension on certain trailers and modified it. It’s basically a one-inch-square tube surrounded by a rubber material inside of another square tube measuring two-and-a-half inches on each side. We’ve thoroughly tested our D.E.S. and found that it is about 50-times stronger than a standard telescopic front end, it doesn’t require any fluids, and it’ll bolt right onto a Harley steering neck,” Kris said. But Kris didn’t bolt the D.E.S. to a traditional frame; he designed and fabricated a single-loop downtube frame with an aluminum swing arm and an aluminum girder-style front end attached to a 38-degree-raked neck. Southern Motor Works (S.M.W.) Spike wheels were secured to the bike with a 21” in the front and an 18” in the rear, sporting Avon rubber at both ends with the width of the rear measuring 200mm. Jaybrake calipers, a 6-piston in the front and a 4-piston in the rear, clamp down on stainless rotors mounted on the hub of each wheel.
With his many talents shaping metal, Kris formed a one-off gas tank that flows from the backbone of the frame, around the steering neck, and inches onto the downtube. He made sure that the tank was unmistakable as a custom fabrication and accented the motor without covering it up. The traditional oil-bag location under the seat was nixed; the new tank holds approximately four-and-a- half quarts of lubricating fluid and is held in the rear lower portion of the frame just in front of the swing arm. Attached to the rear section of the backbone is the seat and pseudo-fender area that houses the relays, computer, battery, all the wiring and a pair of round LED taillights.
As a fabricator, Kris was happy to have one of the industry’s leading race motor builders put together his S&S mill. “The motor I received came in a raw finish, so I had it polished by our polishing guy in Arizona, and then sent it to Kendall Johnson and his son, Zach, for the final assembly. They turned it around in about two days and promised it would start the first try,” Kris said. The massive motor measures about two-and-a-half inches taller than an Evo motor, has larger fins on the heads, comes with an almost race ready S&S D carburetor and a special VIN number. The Johnson’s estimated the motor would put out around 186 horsepower, so Kris had to make sure to use beefier drive-line components. BAKER Drivetrain received a call from Kris, who ordered their Function Formed primary coupled with their 20-plate King Kong Klutch and 6-speed Torque Box transmission. “A lesser brand of drive train components probably wouldn’t be able to handle the power generated by this V-Series motor,” Kris said.
He had built the bike to ride, but time was short as the deadline arrived. “I finished the bike the night before we had to leave for the show at about 3 AM. I couldn’t load it into the trailer without firing it up once; I didn’t want to show up at the event with an untested machine, so I gave it a go. S&S and the Johnson’s know what they’re doing. The first time I cranked the motor it fired right up,” Kris said. The bike did well at the S&S bike show once it arrived, it placed second in the V-Series class.