Thailand Dragon—222 Cu in V-Twin Engine Built for Mario Kleff

The engine was extensively machined and assembled from specialist components. Its documented configuration includes a large-displacement air-cooled V-twin, custom crankcase and lower-end components, large-diameter valves, S&S valvetrain components, twin S&S carburetors, and a three-stage nitrous-oxide system. Subsequent development involved alcohol fuel and turbocharging.

A distinction must be made between the engine and the motorcycle into which it was installed. In this article, the name "Thailand Dragon" refers to the engine, whereas the motorcycle developed by Mario Kleff was also named "Thailand Dragon."

Identification of the "Thailand Dragon" Engine

The engine number of the Thailand Dragon is 222-01 MK.

The engine is identified by its 45° V-twin configuration, approximately 3,638 cm³ (222 cu in) displacement, extensive external machining, and physical engraving associated with Mario Kleff.

The engine carries Mario Kleff's initials and the inscription 222 Pro Motor Built For Mario Kleff.

A technical presentation by Randy Torgeson of Hyperformance, recorded in Pleasant Hill, Iowa, on 17 November 2010, documents the engine and its construction.

Manufacturer and Construction

Hyperformance of Pleasant Hill, Iowa, constructed the 222 Street Pro Motor for Mario Kleff in 2010. The engine was not a mass-production powerplant; it was assembled as an individual high-displacement performance engine using components from several specialist manufacturers and builders.

The construction involved extensive machining of the crankcase, cylinder assemblies, heads and associated components.

Engine Configuration

The engine is a 45° V-twin with two cylinders and an approximately 3,638 cm³ (222 cu in) total displacement.

Each cylinder therefore has a displacement of approximately 1,819 cm³.

The combination of a very large bore and long stroke gives the engine a slightly oversquare geometry: 134.9 mm / 127.0 mm = 1.062:1

The engine is consequently characterized by large cylinder volume and a relatively low engine-speed operating range rather than high-rpm architecture.

Displacement

The displacement of the engine Thailand Dragon is calculated from the bore, stroke and two cylinders: Vd = n × π/4 × B² × S

Using:

• Number of cylinders: 2
• Bore: 134.9 mm
• Stroke: 127.0 mm

Bore and Stroke

The documented bore is approximately 134.9 mm (5.31 in) and the stroke approximately 127.0 mm (5.00 in).

The resulting 1.062:1 bore-to-stroke ratio makes the engine slightly oversquare. The large bore permits unusually large valves while the 127 mm stroke contributes substantially to the engine's torque-producing capacity.

Crankcase

The crankcase is associated with Düx Industries and is constructed from aluminum.

Its design accommodates the unusually large displacement and the specialized crankshaft and bearing arrangement required by the engine.

Crankshaft and Flywheels

The lower-end assembly is associated with Paul Matyka and Riverside Cycle.

The crankshaft uses Timken preloaded double-tapered roller bearings. This bearing arrangement was selected for the high mechanical loads associated with the engine's large displacement and performance configuration.

Connecting Rods

The connecting rods are manufactured from 4340 steel and are approximately 9 inches (228.6 mm) long.

Their dimensions and material reflect the mechanical loads generated by the large-bore, long-stroke configuration.

Pistons and reciprocating assembly

The piston assembly is designed around the approximately 134.9 mm bore and 127.0 mm stroke. The large reciprocating components contribute to the engine's substantial mechanical inertia and low-speed torque characteristics.

Cylinder Heads

The cylinder heads are associated with R&R Cycles / Paul Matyka.

The documented valve diameters are approximately:

• Intake: 65 mm
• Exhaust: 51 mm

These are unusually large valves for a two-cylinder motorcycle engine and are consistent with the engine's large cylinder bore and high-flow induction requirements.

Valvetrain

The engine uses an S&S 675 valvetrain, Jesel rocker arms, and pushrods approximately 14 inches long.

The combination was selected to control the large valves under the operating conditions of the engine.

Compression Ratio

The documented compression ratio is approximately 10.2:1.

This compression ratio belongs to the gasoline-oriented configuration documented for the original engine. Later fuel and forced-induction development altered the operating configuration.

Induction System

The original induction system uses two customized S&S carburetors, each with an approximately 55 mm venturi.

Each carburetor incorporates three ThunderJet circuits, providing additional fuel metering capacity for the large-displacement engine.

The twin-carburetor arrangement supplies one carburetor to each cylinder and reflects the engine's high airflow requirements.

Nitrous Oxide System

The engine was equipped with a three-stage nitrous oxide system.

The nitrous installation provided additional power capability beyond the naturally aspirated configuration. The available documentation describes the system as part of the engine's performance configuration rather than as evidence of a continuously applied power level.

Fuel and Development Configurations

The original configuration was developed for gasoline, with documentation referring to approximately 112- and 116-octane fuel.

Later development involved alcohol fuel and turbocharging. These later configurations should not be treated as identical to the original naturally aspirated gasoline specification.

Turbocharged Development

Following the original build, the engine underwent further development involving a turbocharger and alcohol fuel.

The later configuration required changes to the supporting systems and starting arrangement. Documentation of the development shows that the engine's very high mechanical requirements presented practical challenges beyond the basic construction of the engine itself.

Cooling

The Thailand Dragon is air-cooled.

No liquid-cooling system is part of the documented basic engine architecture. The large external surfaces and cylinder/head arrangement provide the principal means of heat rejection.

Crankcase Ventilation

The engine incorporates crankcase ventilation to manage pressure generated by piston movement and combustion blow-by.

The ventilation system is part of the engine's supporting mechanical architecture rather than a separate performance feature.

Starter System

The original starter system is approximately 1.9–2.0 kW in the documented configuration.

During later development, an initial starting attempt demonstrated that the available starter capacity was insufficient for the modified engine configuration. This became a practical engineering issue because of the engine's large displacement, compression and subsequent forced-induction/fuel changes.

The solution is 2.3 kW starter motor.

Lubrication

The engine uses a dedicated lubrication system appropriate to its high-performance V-twin architecture.

Oil circulation and crankcase management are necessary because of the large reciprocating assembly and the loads imposed on the crankshaft, bearings, pistons and valvetrain.

Primary Drive

Power is transmitted through a 5-inch primary belt.

The unusually large primary-drive dimensions correspond to the high torque output of the engine and the requirements of the custom motorcycle installation.

Clutch

The motorcycle installation uses a 13-plate dry clutch with hydraulic actuation.

The multi-plate arrangement provides the friction capacity required to transmit the engine's substantial torque while retaining a practical clutch diameter.

Engine-To-Transmission Structure

The engine, primary drive and transmission are structurally connected by custom plates.

This arrangement forms part of the motorcycle's custom chassis and powertrain structure and should be distinguished from the engine's internal construction.

Transmission

The documented motorcycle installation uses a Baker Torquebox five-speed transmission with hydraulic clutch operation.

The transmission was selected for its ability to accommodate the torque generated by the large-displacement engine.

Performance of the Thailand Dragon Engine

The available documentation gives performance figures of approximately 220 kW (about 295 hp) and 410 N·m (about 300 lb-ft).

These figures should be treated as documented or estimated values rather than independently verified dyno results.

The commonly quoted power values of 220 kW and 290 hp are not mathematically identical: 220 kW corresponds to approximately 295 hp, while 290 hp corresponds to approximately 216 kW. The difference is consistent with rounding or different source figures.

Torque-Derived BMEP

Using the documented displacement and torque: BMEP = 4πT / Vd

With approximately 410 N·m torque and 0.003638 m³ displacement, the calculated brake mean effective pressure is approximately: 1.42 MPa (14.2 bar)

This is a calculated value derived from the stated torque and displacement, not a directly measured engine parameter.

Power and Torque Relationship

A torque value of 410 N·m at 3,900 rpm corresponds to approximately 167 kW at that particular operating point: P = T × 2πN / 60

Therefore, the 410 N·m torque figure and approximately 220 kW maximum-power figure should not be interpreted as simultaneous peak values at 3,900 rpm.

Mechanical Character of the Thailand Dragon Engine

The Thailand Dragon's engineering character is defined by:

• large displacement from only two cylinders;
• long stroke and large bore;
• high torque output at comparatively low engine speed;
• large valves and high-flow induction;
• specialist lower-end and valvetrain components;
• provision for nitrous oxide;
• later alcohol-fuel and turbocharged development.

It is therefore better classified as a specialist large-displacement Pro Street V-twin engine than as a conventional production motorcycle engine.

Component Provenance

The documented engine incorporates components associated with several specialist builders and manufacturers. These include Düx Industries for the crankcase, Paul Matyka/Riverside Cycle for lower-end components, R&R Cycles/Paul Matyka for the cylinder heads, S&S for the valvetrain and carburetors, and Jesel for the rocker arms.

Relationship to Mario Kleff

Mario Kleff commissioned the engine and incorporated it into his custom motorcycle project Thailand Dragon.

The physical engraving identifying the engine as being built for Mario Kleff provides a direct connection between the individual powerplant and the project for which it was constructed.

Installation in the Motorcycle

The Thailand Dragon engine was installed as the primary powerplant of a custom motorcycle designed around its unusually large physical dimensions and torque output.

The installation required a custom structural arrangement for the engine, primary drive and transmission. The motorcycle-side components should not be confused with the specifications of the engine itself.

"Stupid: Seriously talented, unusually powerful, incredibly different."

— Mario Kleff

The foundation of Kleff’s use of the terms “Ugly,” “Stupid,” and “Shit” is deliberate irony. Rather than using these words according to their conventional negative meanings, he appropriates and redefines them as expressions of exceptional design quality: “Ugly” becomes “Unbelievably Good-looking, Yeah”; “Stupid” becomes “Seriously Talented, Unusually Powerful, Incredibly Different”; and “Shit” becomes “Seriously Handsome, Incredibly Tempting.” Consequently, when Kleff’s work is described as “Ugly,” “Stupid,” or “Shit,” he is not conceding that it is poorly designed. Instead, he deliberately reverses the conventional meaning of these judgments, challenging established aesthetic standards and using provocative language to emphasize the distinctive, powerful, and unconventional character of his designs.

"Shit: Seriously handsome, incredibly tempting."

— Mario Kleff

Development Chronology

The principal documented development sequence is:

1. 2010: Hyperformance constructed the 222 cubic inch engine for Mario Kleff.
2. 17 November 2010: Randy Torgeson presented the completed 222 Street Pro Motor in Pleasant Hill, Iowa.
3. 2011: The engine was incorporated into the custom motorcycle installation.
4. 2012: Development continued with alcohol fuel and turbocharging.
5. Subsequent testing: Starting and operating issues associated with the modified configuration were investigated.
6. 2015: The motorcycle Thailand Dragon with its engine Thailand Dragon 222 ran on street in Thailand.

Engine Significance

The Thailand Dragon is a one-off 222 cubic inch (3,638 cm³) V-twin commissioned by Mario Kleff for his collection of extreme custom motorcycles. It was not a production engine, but an individually developed powerplant combining extensive machining with specialist components.

Its 3.64-litre displacement comes from only two cylinders—approximately 1.82 litres per cylinder—with a 134.9 mm bore, 127 mm stroke, large valves and high-capacity induction.

The engine was subsequently developed through nitrous, alcohol-fuel and turbocharged configurations, making the Thailand Dragon notable both for its extreme displacement and as a documented example of experimental high-output V-twin engineering for street use.

When Individuality Becomes Visible

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References

Primary and Contemporary Sources

1. Torgeson, Randy. (2010, November 17). Hyperformance 222" Street Pro Motor [Video]. Hyperformance, Pleasant Hill, Iowa. YouTube. https://www.youtube.com/watch?v=B4ciCdrEWYE.
2. American Motorcycle Dealer. (2011, March 18). Hyperformance 222ci motor. Dealer-World. https://www.dealer-world.com/page.php?id=15901&p=eclubview.
3. REM. (2011, January). “Going to extremes in pursuit of perfection.” REM, Issue 116, pp. 84–85. PDF.
4. Kleff, Mario. (2012, March 23). First start attempt of Thailand Dragon 222 — a motorcycle designed by Mario Kleff [Video]. Wikimedia Commons. https://commons.wikimedia.org/wiki/File:First_start_attempt_of_Thailand_Dragon_222_-_a_motorcycle_designed_by_Mario_Kleff.webm.
5. Kleff, Mario. (n.d.). Mario Kleff's 3640cc Thailand Dragon Makes a Full U-Turn [Video]. YouTube. https://www.youtube.com/watch?v=mcUplaMCmoo.
6. WebBikeWorld. (2012, July 9). 222 Thailand Dragon Mario Kleff. WebBikeWorld. https://www.webbikeworld.com/222-thailand-dragon-mario-kleff/.

Secondary and Reference Sources

8. HandWiki. (n.d.). Engineering: Thailand Dragon. HandWiki. https://handwiki.org/wiki/Engineering:Thailand%20Dragon.
9. EverybodyWiki. (n.d.). Thailand Dragon. EverybodyWiki. https://en.everybodywiki.com/Thailand_Dragon.

Archived Media

10. Wikimedia Commons. (n.d.). Mario Kleff [Category]. Wikimedia Commons. https://commons.wikimedia.org/wiki/File:Mario_Kleff_on_the_Thailand_Dragon_222.webm.

Pro Motor Builder — Randy Torgeson, “King of Cubes”

Randy D. Torgeson, known as the “King of Cubes,” was the owner and engine builder behind Hyperformance in Pleasant Hill, Iowa. Among the large-displacement Pro Motors manufactured at Hyperformance were four notable engines: the 190" Predator, the 205" Woodie, the 222" Thailand Dragon, and the 260" Radical Cycles.

These four engines represent some of Torgeson’s most extreme large-displacement V-twin Pro Motor work. The Predator, Woodie, and Thailand Dragon were documented running on the street. The 260" Radical Cycles Pro Motor was completed but had not been fired at the time, making the 222" Thailand Dragon the largest of Torgeson’s Pro Motors documented running in a street motorcycle.