Marc Austin Designs in lovely Dallas, Texas, is the designer of this hell-bent-for-leather pro streeter. Exactly what and how is not easy to find out about as M.A.D. has somehow sidestepped Google. I didn’t think that was possible anymore, but I’ve been proven wrong. What I do know is that the build was centered around one of Kendall’s proven 124-inch performance engines with a claimed 222hp (probably on race gas, but still). Whether that’s at the rear wheel or at the flywheel is moot because even with the expected drive train losses, it’s still going to be way more than a bunch. Probably still close to what your stock Harley 103 and two of your buddies’ stock 103s make total. Yup, like three stock engines in your Street Glide, but with the weight of one.

 

   Now you’re probably thinking, “What do I have to back that up? Dyno sheets? Quarter mile times? What?” All I can tell you is that I’ve got nothing. Nothing other than the personal knowledge of Kendall’s work and the reputation he has built over the years for engines that never take prisoners. Plus whenever Mark Barnett buys some crazy-ass horsepower Harley (usually just because it is crazy-ass powerful), the first thing he does is ship it off to Kendall’s shop in Winston-Salem, North Carolina,  to make sure he’s getting every single horsepower possible and then some. Kendall always has quite a few more tricks up his sleeve it seems. And, they actually run reliably day in and day out. Who’da thunk?

 

  What I do know about the motor build is a quick list of some of the performance goodies added to the basic S&S 124 called Phase III.  Things like the high-performance S&S B2 Big fin heads that I’m sure Kendall mucked with for even more flow and a set of S&S dual carbs mounted on one of their manifolds made especially for the B2 heads. To paraphrase Mr. Jerry Lee Lewis, “There’s a whole lot of flowin’ going on” and that’s where the big numbers start from. If there was ever an exhaust pipe that looked like it was born with a single purpose, the exquisitely tatty, header wrapped 2-into-1 looks the part. It just dominates the right side view and the view down from the cockpit as it tries to find a place to let it all hang out. Very hot rod cool.

 

   Power is transferred to the BAKER Drivetrain 5-speed Torquebox tranny (with this kind of ridiculous power on board, three would have probably been sufficient) via a modified Independent (comes with frame kit) primary to a Bandit Machine Works Pro Stock lock-up clutch. In case you didn’t notice, there’s a dual chain drive setup turning the rear wheel. No sense making all that hp if you can’t get the rear wheel lit up whenever you feel like it and don’t have to go back and pick up your chain when you do. Plus it’s a conversation starter if there ever was one. When was the last (or even the first) time you saw a dual chain final drive in this age of gigundous belts on every Harley-Davidson? Even if it’s not needed, that’s about as much street cred as you could get parked.

 

   Independent Cycle East furnished one of their Low Life Air Ride frames which gives a curvaceously sleek pro street base to build the bike on. One thing I always appreciated was that pro streets were always built around not-too-radical frame dimensions, full suspension, and good brakes to compliment the big power engines. I don’t know if the pro street crowd put a million miles on them or not, but I do believe the claims of every one I’ve interviewed that they ride the piss out of it whenever they got the chance. The pro street requirements of full suspension, good brakes, and a bounty of excess power makes me believe them just because I want to.  

 

  Up front is a beefy inverted fork from an unknown manufacturer, but suffice to say, it should be good to go whenever the throttle’s wicked up. After a good wicking, disc brakes front and rear work on the road hugging chunky tires front and rear. No skinny Minnie up front like a chopper, but real tread hitting the ground. Obviously the fat rear tire can hold its own whether on the go or on the slow. The nine-spoke, muti-piece mags look the business without trying hard at all. When something’s right, it’s right and these wheels are a perfect choice for a performance bike.

 

   The bodywork consists of two pieces ─ a fuel tank and a fender. Nice stuff and all, but nothing earthshaking. What is striking is the Chad McCreary of Copperhead Graphics in Cana, Virginia, white base with red and black graphics paintjob. “When white’s done right it’s outtasight” is something Barnett’s Magazine Online’s photographer, the always dapper Jack Cofano is fond of reminding me. Needless to say, he let me know this was right so I’m going with it. I’m sure you’re digging it too.  

 

  Probably one of the more interesting aspects of this build was its birth date. The Pro Street style is dying to make a comeback s the latest trend as far as I’m concerned, but this is not one of them. I was a bit surprised to see it’s been around since 2009 without any updating, yet it still looks fresh as a daisy and hip as hell. Richard Perkin’s bike could set some new parameters of current hot rod good looks all wrapped up in a pro street format. Maybe it’s time to freshen up all those pro streeters holding up garages everywhere with a few modern updates like wheels and paintjobs and head out into the world again with a big smile of pro street satisfaction on your mug. Or, you could just let it sit and continue to corrode. The choice is up to you and Barnett’s Magazine Online is hoping you make the right choice. Freshen ‘em up, take some photos, and get it featured right here.