|
On Friday morning, my team and I arrived early at the
airfield and set up our pit area. That was when we discovered an interesting
fact about racing: it doesn't matter how early you THINK you are, there are
always 10 other people who camped at the track and were up at dawn staking a
claim. The tent went up and we spent a few hours getting settled and meeting
the other racers before tech inspection opened. The variety of machinery
present was staggering. Everything from heavily modified Studebaker Hawks to
vintage Honda cubs was being rolled out, tweaked, and coaxed to life. The
ingenuity extended to the support vehicles as well. Right beside the massive
campers attached to two-story car trailers were school buses converted to motor
homes. The racers were just as diverse!
Tech inspection opened before lunch and my bike went through
without too many problems. Besides having to redo the lock-wires on all the
screws, it passed with flying colors. I spent the afternoon performing final
touch-ups and attended the drivers meeting and track inspection at 5:00 p.m. It
wasn't until we all drove the length of the runway that I gained an
appreciation for its sheer size. I never imagined that an area so large, flat,
and empty could exist. You cannot understand it unless you see it in person;
however, I'm sure it doesn't compare to the Bonneville Salt Flats.
Saturday was the
first race day, and once again we learned that it is impossible to be first in
line unless you spend the night. Arriving at 7:30AM, there were at least 40
vehicles ahead of us. Unfortunately, there was a persistent headwind all day that
impacted the times.
The first run was a disappointment. No matter what I did or
how small I made myself against the wind, it could only manage a 42 mph pass.
The headwind clearly played a significant role because I could hit 50 mph in
the return lane with the wind to my back. However, according to the math, the
bike should have been able to attain 55 mph with its current gearing. I
returned to the pit to find the problem and try to squeeze the extra speed out.
It wasn't until the bike was up on the lift that we discovered that the front
disc brakes were severely dragging, so I decided to put the machine on a major
diet and try again.
Within an hour, I had removed the brakes, master cylinder,
front fender, taillights, and whatever other small parts weren't required by
the rules. As a result, the top speed on the next run immediately improved to
50.2 mph. By increasing the throttle stop and altering my riding position I was
able to incrementally increase the top speed during every subsequent run. The
final top speed, recorded during the last pass, was 56.535 mph. As of now, that
speed stands as the official record for a 350cc non-streamlined motorcycle. I've
already begun the modifications to improve on it next year.
Photo Credits: Daniel Falkenstrom
Editor's Note: Just joining this series? Then check out:
Setting a Land Speed Record
Setting a Land Speed Record: Preparation (Part 1) - Electrical
Setting a Land Speed Record: Preparation (Part 2) - Engine and Drivetrain
Setting a Land Speed Record: Preparation (Part 3) - Preparation
| 
