That would be the same reaction you’d have after encountering the seemingly stock 2009 Screamin’ Eagle Road Glide belonging to Wayne Stamey. Yeah, a CVO has a 110” engine, but there’s also a lot of weight to move around so pulling out to pass him (unwritten motorcycle law ― if there’s a motorcycle ahead of you it must be passed) shouldn’t be a problem. Just as you close in for the kill, Wayne drops the hammer on the fancy lad dresser and explodes away to the horizon and all you can think is, “What the . . .?”

As you’re well aware, a CVO Road Glide comes with every available option one could imagine except killer power. Oh it’s got decent power, just not killer power. For that über-desirable non-factory option, Wayne turned to Stan Houfek and Rick Bentley of Flatline Customs in Castle Hayne, North Carolina. “Wayne rode it for a while and decided he wanted to put a supercharger on it against my suggestion just for the simple fact that there wasn’t anybody in the area familiar enough with them. He didn’t want to hear any of that and he just got the itch and said, ‘How big can we push this thing?’” said Stan. “We ended up taking it to a 124 and it just snowballed.” Along with added cubes courtesy of S&S’ rods, pistons, and cylinders, Stan also seriously reworked the heads, raised compression (9.75:1), added a T-Man .650 cam, Horsepower Inc. bored out the stock injectors to 54mm, and tuned it on a dyno via a Power Commander V module until it was registering, get ready for this, 202 horses and 165 lbs-ft of torque at the rear wheel. That’s some serious ass-kicking power, even if it’s trapped in a Road Glide façade. For comparison, the Glide’s power to weight ratio is 15% better than a 638hp Corvette ZR1! Imagine the poor bastard getting smoked by a Road Glide in his $107,000 supercar. “It’s hard to comprehend this power in such a heavy machine, you don’t realize just rolling into it how quick it is,” said Stan laughing.

Previously mentioned was Stan’s initial reluctance to delve into supercharging, but no more. “With this ProCharger supercharger, because of its design with a wastegate, you’re not running any boost at cruising speeds ― just straight on the motor and the heat issues of a built motor isn’t there. You don’t have to worry about getting stuck in traffic or fuel quality issues with the ProCharger,” said Stan. “One thing I will say is that the guys at ProCharger were definitely phenomenal as far as their tech support.”

One key piece of Stan’s work that helped keep the look of a stock FLTR was his tasteful modification to the dual Screamin’ Eagle mufflers. “The reason we did that is that we wanted to fill up the saddlebags. Harley did a good job with the saddlebag extensions and fillers and I didn’t want to put really small exhausts in there,” he said. “The whole goal was that if somebody looked at the bike, other than the supercharger, it looks stock.” Those “stock” pipes are far from stock as Stan explained, “We needed to get enough air through those mufflers as there’s a tremendous amount of back pressure. We took a two-inch headpipe and the SE mufflers and cut the inlets off and on the inside we used a 6” x 2.25” perforated baffle and built a reducer on the inside down to a two-incher all the way to the very end. It’s a quick removal to change baffles.”

Subtle customization is the theme of this bike beginning with the seat section courtesy of a neat Fat Baggers Inc. bolt-on drop seat kit now covered with what appears to be a small alligator (the eyes kinda freak me out). The rider now sits quite a bit lower behind the Klock Werks flare screen while the complete package of Dakota Digital gauges sit more line-of-sight than stock.

Wayne’s bike is no in-town showboat as Stan told me Wayne picked up the bike and called him from the Florida Keys a couple of days later and when he brought it back after his little break-in trip he had 5,200 miles more on the odo. You can only wonder how many people during that trip are still shell-shocked from getting their ass kicked by a damn Road Glide of all things.