Everyone knows Honda's six-cylinder Valkyrie power cruiser is one of the biggest rushes on two wheels. But what if you could build a street-legal one, a daily rider, that pumped out around 165 horsepower, one that could set a Bonneville class record? Well, construction worker and HRCA Member Christian Ray of Nashville, Tennessee, wanted to find out, and he found the perfect co-conspirator in Dan Paramore of Dan Paramore Racing Development in Gardena, California. Paramore started porting cylinder heads as a teen-ager, guided by his father, a record-holder at Bonneville himself. He learned his chops on his own, and years working in racing development before starting his own business. Engines with DPR heads have won championships and set records world over, including land speed records set by Kenny Lyon's Gold Wing powered streamliner. Ray contacted Paramore, and the work began. The bike got DPR's Stage VI heads, where the combustion chambers are completely reconfigured, ports enlarged and plished, multi-angle-cut valve seats and milling and lapping deck surfaces. The crowning touches were a Magnacharger supercharger, and two silver bottles of nitrous oxide strapped to the passenger area. Ultimately, they never used the nitrous. In fact, it's amazing the team even made it to Bonneville at all. To say they seemed snake-bit understates the case. To begin with, Paramore and Ray had barely two months to slam the thing together. "And a week before Bonneville, we killed a motor on the dyno," Paramore says. "When we found a spare motor, the guy delivered it three days late. And then when they delivered it, they dropped it off the truck and broke the engine in half." But, like all great racers and tuners, the pair kept going, driven by determination, and by ignoring the effects of prolonged sleep deprivation. But misfortune wasn't done with them yet. After arriving at the salt flats, going through tech inspection on Monday and setting up base camp, Paramore had to make two qualifying runs Tuesday to get licensed. Due to the vast number of entries, waits between runs could be hours long. Another day gone. Finally on Wednesday Paramore made his first qualifying run, 156 mph. Not bad. But at the impound are Paramore and crew found their run had to be pitched because they didn't use the required spec fuel. And things weren't looking up. Two other misunderstandings about Bonneville's ironclad rules meant the team lost two more chances to set a record, while on another run Paramore's knee hit the kill switch. Scratch another. It all came down to the last day. For the qualifier, Paramore finally got a good, clean, legal run, 158.149 mph, in the morning. But there just had to be one more glitch. "Then the final run, the final, final, final run," Paramore says, "It was running good, and I heard the engine miss, and I instantly grabbed the clutch, you know, better than to lock the rear wheel up at 170. And I thought we'd lost a motor. I pulled the clutch in. I still got rpm showing on the tach. I revved the motor and I hammered the clutch, and I slipped it out just to get across the lights." Even with a flawed backup run, the team finally had a class record: 158.149 mph plus 149.763, averaging to 153.956 mph in the 1650cc MPS-BG (Modified Partial Streamlining Super-charged Engine: Gasoline) class. After all of that, does the team plan another attack on the salt in 2002? "Oooohh, yeah," Paramore says. "If we get a little bit of help from some sponsors, especially some aero stuff, we're looking for 200 mph. We want to try to go for the partially streamlined class. We would love to see if we can hit 200 on that. We haven't even run the nitrous yet. There's a lot left. A lot left. If we got 250 horse [with nitrous] and make it a little more slippery, we should be good to go."

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