New Projects

A quick jot about the trip to Byron Dragway.

Testing of the driveability of the Ducati Turbo was done at Byron Dragway on October 19, 2008. Even after making a new countershaft sprocket and putting on the biggest rear sprocket that wouldn't require modifying the 160 link chain on the bike now, first gear was still over 100 mph. Not a great way to get down the quarter mile.

Driveability still was awful with the motor either in a full bog or going mental at 22 psi of boost and spinning the rear tire at half track in 2nd and through the lights in third.

Ergonomics are still literally a sore point and will give us additional things to work on through the winter. Now the serious adaptation of fuel injection is shown to be the only way to be productive for the assault on the salt in October of 2009. A couple of trips around the block again and a few more trips to the dragstrip should help iron out running and riding issues.

Stay tuned!

10/11/08
World Finals Cancelled
According to SCTA, the World Finals event has been cancelled due to rains that flooded the course at Bonneville.

10/4/08
Progress made in speed record attempts
Jason Herrheim of Madison WI rode his Motorcycle Performance sponsored Hayabusa street bike to a personal best of 217.86189 mph at the September East Coast Timing Association (ECTA) meet at Maxton NC. This is an over 10mph improvement over last year's effort that yielded 206mph. An added bonus was that Jason got to come home with all his pistons this time. Congratulations to Jason and his 354hp street bike!

Knowing the weather was doubtful for any activity on the salt at all, everyone was up and in the truck before daylight. It was still dark as we rolled out to the pits across the salt, but a faint glimmer of the beauty to come could be seen to the east.

We pretty much had our pick of the pits as there were only a quarter at most of the entries there on Thursday.

While unloading we were greeted by a photographer who called himself “Porkpie”. He was an engineer for Porsche living in Germany but coming to the salt for the SCTA Speedweek and the BUB events as well as the World Finals each year. He said he had adopted the name from the British slang for “second chance” as he had been a streamliner pilot and crashed hard a number of years ago. Realizing he had been given a second chance at living, he made it a point to return and enjoy the racing he loved and not “wait until there was enough time”. Using the backdrop of a spectacular sunrise (see the last photo in the gallery) he took photos of both bikes and the crew. We are waiting for him to send the CD of the shots at this time.

Following much the same routine as the previous two days we went to the starting with a jet change to make the first run of the day. The bike’s performance was sluggish again, even though the same jets that had yielded the one good run the day before were in it. The exhaust gas temperature stayed at a sluggish 1400 degrees indicated and the power just wasn’t there. I turned off after the first mile and we went back to try and figure out what to do next.

Realizing the weather was moving in, a slightly desperate course of action was decided on with a timing and a jet change being made. I figured we would at least try to explore the boundaries of good sense before we lost the usable course conditions.

This run caught me by surprise. The bike pulled away cleanly and keeping as much rear brake on it as I could without stalling it started to pull cleanly. Rolling on the throttle I started to see more boost than I had all week. Passing the 1 mile marker and shifting through the gears I was surprised that it was still pulling pretty well. Then the horrible realization hit ma that I didn’t remember how many time I had upshifted! Too fast and the run wouldn’t count for the license. Well the tach read 7,000 rpm and I thought I remembered being in 5^th gear so I just let it stay there and ran through the Quarter. Once through the trap I wanted to see if it would pull any higher mph so I rolled up the throttle and the bike felt sort of strange, almost as if I had a flat tire. I later heard from the guys that the rooster tail went from 2 feet high to obscuring the bike. The tach went to 8,000 rpm and then I shifted into 6^th gear. The bike just started to pull up to 8,000 rpm and then it shut off. Looking at the gauges there wasn’t anything amiss. Fuel pressure, egts and oil pressure were all good. I shut the throttle and then rolled it on again. The motor picked back up and took off. Back up to 8,000 rpms and it shut off again. At this point I decided that a sudden relighting of the power wasn’t a good idea at that speed and turned off.

The license run was valid and after getting the requisite signatures, it was back to the starting line for another try.

Removing all the tape from the front of the fairing and deciding to brave the spray after the run, we got in line but the course at that time was closed due to high winds.

Waiting around until the event was finally called due to the winds and impending snow, we headed back to the pits with the final question unanswered. Loading up, the winds went dead calm and the clouds stopped moving. Oh well, who could know?

The trip back was long and uneventful, returning Saturday afternoon and getting ready to show the bike at the Slimey Crud run the next day.

Fred Weege, motors
Nick Moore, suspension, wheels and tires
WJ (Bill Shields), Trailer and procurement
Jim Haraughty and Team MS, coaching and procurement
Bob Crook, rig driver and mechanics
Chris (Louey) Lamour, mechanics
Ducati (John Paolo Canto) for an awesome, durable motorcycle

Without these and others I hope to have time to thank in the future it couldn’t have happened. Can’t wait to get back in 2008.

Returning to the salt on Thursday morning we all were looking forward to the day. Jim needed to prove the bike capable of accomplishing the mph goal and I hoped to get a chance at the next license level.

Jim’s first run was a success as he was able to run 107.813 mph on a 97.320 record. It was a big lift to everyone and we looked forward to the next one for him until he mentioned that the run had been done in third gear rather than fourth as it wouldn’t shift. The entire 2^nd mile was run at 8,000 rpm. While those of you used to Japanese bikes may not see the significance, the British twins owners and Harley riders know what a mile at those rpms can do. On his next run, even though the bike did shift into 4^th gear, the valve train showed its unhappiness with a rather lot of noise and the bike was parked, but not until having run 10 mph over the existing record.

The Ducati began the show with a missed call on the jetting and an early termination to make the needed changes.

One of the difficulties we were encountering was the difficulty in loading the motor down. Putting a load on the motor is how a turbocharged combination begins to make horsepower. A lack of traction didn’t allow the same techniques used on the dyno. Once under way, the wheelspin on the salt and the resulting closing of the throttle never let the turbo get settled in. Sitting down and trying to think what would be needed to control rear wheel spin, the old Top Fuel dragsters always tugged on the rear brake to control the wheel spin. Closing the throttle and getting back on it again on one of the older nitro systems usually resulted in a giant fireball. Seeing a parallel possibility, applying rear brake was how the next run was to be done. It is a bit of a trick as you need to apply the throttle and clutch gently. As the combination started to twitch the boost gauge and your feet are on the pegs, a judicious use of rear brake until third gear helped build the boost and keep a load on the motor. This seemed to be the ticket as the bike started to pull in second gear and I had to watch out as the target was 8,000 rpm in fourth gear. Going through the target trap area between the 2 mile and the 2 ¼ mile marker (known as the “quarter”) at 8200 rpm the c license was earned. After getting the requisite starting line and tech signatures, over to the registration trailer and a license was issued.

Now it was back to the starting line and try for the next level, a “C” license that is rated for 155 to 174mph.

Well evidently I didn’t do some mysterious ritual correctly as the bike never got under way, and that resulted in an early exit of the course. The next run started normally and the bike began to make a move when one cylinder started to misfire. A quick check of the gauges didn’t show anything amiss. A bit more wasted time puttering on through, hoping to get feel for what was wrong or hoping the cylinder would clear out. After the turnout the bike died and wouldn’t restart on both cylinders. A quick check showed the rear cylinder was out. Pulling the plug, there was only a spark when the ignition was activated, and not very strong even then. A new coil and wire was no help, so it must have been the trigger coil. Well diving into the spares box produced a pair of triggers, but they needed to be mounted and the timing reset. Time was a wasting, so it was put the generator in the trailer to recharge the battery, close the doors and down the staging lanes we went. The last of the screws were being tightened as we reached the starting line. It was a bit of trick to not drop too many of the #4 screws as we were bouncing across the salt. A quick check to be certain the possibility of melting an errant wire was minimized and back out to the short course we went. It did start on both cylinders, but all we got for our efforts this time was a rerun of the last two runs the day before, with sluggish response and no full throttle power.

That was all the time there was that day. I was getting a bit bagged out after five runs down the salt anyways.

There was talk of rain or snow the next day, so everything needed to be packed up and ready to roll as the salt can quickly be 6 inches deep in water we were told by our neighbor David Pilgrim. He had a pretty darned good event result having run his A/BGT Corvette to a 236.664mph record. I would like to congratulate him here and now and thank him for the help he offered (and electricity). I was hoping he would have his 1937 Harley Knucklehead salt bike out, but you can only have one vehicle in record impound at a time and I guess he opted for the 236mph ‘Vette. Go figure.

Having packed the 8 lbs of stuff in the 6 lb bag we came out there with it was into town, unhook the trailer and molest the casino buffet again. It was my turn to buy this time as I had asked a lot of the guys and they stood and delivered.

Friday was in doubt weather wise, but the guys had no doubts as to whether we were going to be on the salt at first light or not. Hell yeah!

Occasionally I was asked if we had gone out and gambled while were there. I figured that the likelihood of the same bike showing up on the starting line two runs in a row was enough of a gamble. Which personality was I to be greeted with? The fully sedated, slurred speech one or the psychotic machete wielding virago?

The trip to the SCTA World Finals at Bonneville Speedway October 2-6, 2007 provided mixed results for the Team MS/Motorcycle Performance racing effort. I did surprise myself with the speed I answered “yes” to the question of coming back next year.

I want to thank the Home Team for their efforts: Fred Weege (motors and electronics), Nick Moore (wheels, tires and suspension), Steve Dale (paint and bodywork), Bill Shields (trailer and procurement) and my wife Patty (patience and sense of humor).

Also the Away Team: Jim Haraughty (coaching and procurement), Bob Crook (rig driver, gear and mechanicals), and Chris (Louie) Lamour (mechanicals). Without both of these groups’ efforts, the project never would have gotten off the ground.

The first day there was designated as Tech Inspection. We arrived at the speedway at 2 a.m. their time and spent the night in a parking lot at the truckstop occupying that exit on I-80. Needless to say, everyone was a bit slow on the uptake, but soon the anticipation of getting on the salt restored the vigor lost in a cramped, cold truck.

Approaching the entrance onto the salt itself you became aware of the expanse covered by the salt flats themselves. Once we were waved onto the flats, the drive to the racetrack was another 8 to 10 miles. As the sun came up we were joined by more racers heading out, sometimes 4 wide going 60 to 70 mph towards the pits.

Once we entered the pits, the next decision was where to park. We looked around to determine the distances to Tech and Registration. Opting for the closest we set up next to a trailer from Texas with a red Corvette parked alongside and a Harley knucklehead salt bike inside.

After parking and unloading we looked farther down the salt and could barely see the other end of the pits over a mile and a half away. A group of streamliner guys gathered there, evidently for privacy.

Unloading the bikes, and beginning the basic process of tech inspection we realized how far tech actually was and loaded the bikes back up as nobody was in a hurry to push the bikes the ½ mile or so to the end of the line. In the SCTA there are actually two techs. The first is for your riding gear and the second is for the bike and any questions arising about your gear. Working through the line we were able to get everything except my boots through on the first go. The boots were how we discovered the second stage of tech.

Both bikes passed the safety aspects of the second tech stage, but displacement numbers needed to be added to conform to the sprit of the numbering rule and an overflow bottle needed to be removed from the Triumph. After a quick session with the sign vinyl and a razor blade we were good to go.

Rolling back into the pits, we then had to load all the gear up and unhook the trailer, lock it up, and then into town we went.

Wendover is a different kind of town. The Utah side is the staid, conservative, Mormon derived enclave. Continuing up the road to the Nevada side you are inundated with neon and flashing lights. I can guess where the aliens landed around here.

A quick gorging at the Rainbow Casino buffet (I recommend it) then back to the motel to try to get some rest.

Sunup on the salt is its own experience and needs to be seen to be believed. In October it starts to remind you of Wisconsin as it is 39 degrees or so until the sun gets going.

Unloading the gear, the announcement of the Rookie Driver Meeting follows the rider/driver’s meeting and since Jim’s bike was due for some attention, I said I would ride to the meeting on the pit bike, taking the CB radio to listen to the explanations and suggestions offered. Did I mention it was 39 degrees? Did I also mention that the meeting was on the starting line 3 ½ miles away? An extremely long dragstrip staging lane is 1/4 of a mile long. The staging lanes at Bonneville are 3 ½ miles long. Screaming across the salt at a whopping 36mph on the spree provided a close-up look at a surprisingly rough surface that had occasional patches of loose salt on it. It also served well to lower my core temperature substantially. I was barely able to hold onto the radio by the time I arrived on the starting line, which after a minute or so it was announced that we were going to go down the short course for the other part of the orientation in the shut-down area. The only thing good about this was the fact that I got a closer look at the course than anyone else in a car, including the loose salt at the ¼, ¾ and 1 ¼ mile areas.

Once in the shut-down area all I wanted was to be sure my hearing was still working after listening to the CB radio noise and figure out how to not look like an exotic dancer with all the shaking going on. When the final explanations of where to turn off and various speeds on the return roads and pit areas were finished I turned to look in the pits for the truck and trailer only to discover they had decided to go on down to the starting line to get ready to run. Well now the staring line was 4 miles away and the temperature had gotten up to a balmy 40 degrees and there wasn’t a warm way to get to the bikes. All you could do was tuck it in and suck it up and go for it. All that excitement necessitated a pit stop of my own.

Suiting up and watching the runs in front of us the nerves were definitely jangling. New bike never ridden out of first gear, new surface that wasn’t at all like pavement, and a roadster looping it out and going around a few times right in front of me. Now that’s a confidence builder.

The starter, Bill Taylor, came over as calm as could be and checked my tether lanyard meant to shut off the bike if I vacated the premises, helmet strap and cautioned me about the course being a little loose everywhere but the left five feet of it. His demeanor made it sound like a lunch run, and was calming in its effect. Well here goes. Letting the clutch out a bit at a time, the bike moved forward and about 50 feet out started to spin the rear tire. The five gallons of water in the tank up in the tail made its presence known at this point in time, acting like the top of a metronome, swinging to the right. I rolled off the throttle a bit (mindful of the possibilities of a high side) and as the rear came back vertical, rolled it on again. This time it swung to the left, and corrected a bit more quickly as there was a bit more speed. The thought was if it was this exciting in first gear, how much fun might we have farther along? Not wanting to waste a run and feeling a bit more confident I turned it up a bit more and shifted to second and then third. The straight line behavior was acceptable and the bike wanted to stay on the left side of the course as suggested by the starter. I went past the three-mile marker and turned off.

One of the things that weren’t mentioned at the orientation or by my coach was the presence of loose salt called “fluff”. This immediately came up off the front wheel in prodigious amounts through the open chassis tubes and immediately coated my face shield. It was at this time that the water tank in the tail made its presence felt again, wanting to tip to the left. I simply quit the turn and looked out the sides of the shield to hopefully get close enough to the return road to not look like a complete prat and hold up the event. I did clear the course and once the boys arrived we were back to the pits to lose the water tank. It pained me that two solid days of fabrication work in the shop were for nothing, but the ill-handling behavior I felt was not something I could feel comfortable with. Putting on the original radiator was a bit of a challenge as was stopping up as much of the salt spray as possible. Next came cleaning the bike and scooping out the bellypan. Less than an hour later we were back in the truck headed for the starting line.

To add to the interest, Jim had run over the existing record on his Triumph and had to be at impound within an hour of clearing the last time trap. So off to impound we went to deposit his bike.

We arrived at the starting line with a bike that Bob mentioned even pushed much more responsively. It was on this run that we were to experience one of the multiple personalities this bike would show us. It wouldn’t run at full throttle and we were able to just barely make the first license level nursing it through. Once again the salt bath at the end of the pass and more changes were the order of the day. The one good thing was that now that the bike wasn’t making overtly threatening gestures I could complain about the running.

Returning to the pits a jet change was decided on but which direction? The meters said one thing (lean it out) and our neighbor David said another (richen it up). Well I had known the meters longer than I had known David so leaner it was. Same behavior only a bit worse. It was at this time that Jim got a phone call and after a few seconds looked at the phone sort of strangely and handed it to me. “It’s Ducati North America”. Great. Nothing like ramping up looking like a potato head at the regional level and going nationwide. After a brief but enjoyable conversation with John Paolo Canton I was saved by the phone dying just before I got my name spelled. I learned later that he was calling from the factory in Bologne Italy so it was now global. They did do a very nice page on Ducati.com. I suspect it was a slow news day as Casey Stoner had won the MotoGP title the week before and we would be the novelty of the moment (those crazy Americans!).

In all seriousness I am honored by their interest and they do make an incredible motor. Thank you John Paolo for your encouragement!

Well after the slogging up and down the salt a bit of preventative maintenance, mostly corrosion-abatement related, and back to the hotel to gird ourselves for the next day.

As we began this expedition it appeared to be the attempt at the Production Pushrod Gas record. The project soon took on a life of its own.

Jim Haraughty of Team MS www.teamms.org ran last season at Bonneville during the SCTA event known as Speed Week. We were peripherally involved with the preparation of the bike, a 1967 Triumph TR6 he previously raced in AHRMA, a vintage roadracing organization. Due to a few issues with the bike on the salt, a full-power run wasn’t possible. This led to the comment “If you want to go next year I’ll come along to help”. Little did I realize.....

During the course of the following year work progressed on the Triumph to improve the power delivery. While working on the motor the thought occurred that this would be a possibility of sitting around out there for days with nothing to do. The next thought that went fleetingly through was “why not build a bike?” Little did I realize......

Having undertaken quite a number of ventures in the past that I had no initial experience in I suffered no delusions of ease or simplicity. Drawing upon experience in diverse fields of endeavor such as roadracing at Daytona, Top Fuel Motorcycles at Gainesville, TranAm cars, Top Fuel Dragsters at Indy, Funny Cars, and cylinder head porting, helped but there were still many unanswered and unasked questions. Anybody who thought they were going to go out there and be successful the first time combined the two unpleasant qualities of arrogance and ignorance. The best to be hoped for was attaining realistic goals, licensing to the capabilities of your equipment, and not damaging yourself and whatever you were in (or on).

Deciding on a power plant platform was narrowed to two. The Suzuki Hayabusa is a phenomenal unit with sturdy construction and good power output right out of the box. Ducati offered the 999 platform that we really didn’t have as much experience with, but after seeing the movie the possibility of a reduced frontal area and vehicle height held possibilities. It would also be the only one of its kind in the world, a feature that held appeal for its individuality but obstacles due to its being untraveled ground.

In the end the Ducati won out and its durability and package size proved to be two distinct benefits. There is also a certain snobbish cachet to the marque that helped mitigate the humble origins of the project.

Having a 200mph plus goal in mind and not a lot of time to do it required the use of a boosted motor package. Naturally aspirated required too much skill, time and knowledge to accomplish the goal.