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BRIDGES

A COMMENTARY BY DOUG MEYER

Monday August 21st, 2006
Bonneville Field Trip
I haven't been to Bonneville since Speedweek of 2001 when we set the Modified/Partial streamlined 1350cc record with the ZX-12, so when I found myself in Salt Lake City last Monday with nothing to do, I drove over to Wendover and stopped by the opening day of Speedweek to see what was shakin'. I took a few pics for you and came away rejuvenated and still convinced that there is nothing like that place..

Of course, this readership is interested in what was up with the ZX-14's, as was I, so I have to tell you first that I was a bit disappointed. I guess it's understandable because the bike is so new to the party and preparing a serious bike, even a production bike, takes a lot of effort. I'm pretty sure right now that next year there will be at least ONE serious 14 there, however.

The two 14's on The Salt were both entered in the P-P 1650 class (that's Production Chassis, Production Engine, between 1351 and 1650 cc's on approved race gasoline).
Since the 14 is a 1352, it falls at the bottom edge of the class. It would be legal to make it bigger up to the class limit, (this is what was done to the Muzzy built 1340cc ZX-12 that gathered the record in the 1350 class in '01) but there was no time to do that, so both bikes were stock bore/stroke.

A black one was brought out by Dale Pestes from Gresham, Oregon. It was his first time on The Salt, but after speaking with him for a few minutes I realized he was a committed gearhead- 2 wheel, 4 wheel and, like me, in the air. The gearhead world is small- we had met last January at the Barrett-Jackson when I was there marketing the Columbia aircraft and hadn't realized each other's areas of interest. Dale's bike was absolutely box stock, except for safety items. He had to work his way up through the licensing process and ultimately ran 181 and change on the long course (5 miles). This is certainly credible for a first time out, especially since the salt was somewhat soft (soft salt can provide some rather new, interesting sensations on a bike moving over 180mph, but you get used to it.....)

Dale Pestes' new toy



Dale heads out on a licensing run

The other 14, a red one, was a little more prepared and entered by Falkner-Livingston racing and sponsored by Cycle Barn in Seattle. It was equipped with a Power Commander, and "modified" stock mufflers (mufflers must appear stock in the production class). If they did what I did, the mufflers had a hole through their length matching the size of the stock exit hole and the cats were removed. It didn't look to me like the head had been off and they verified that it had not. They have some salt experience and rider Mark Briant set a new 1650 PP record of 191.802 mph. The fastest mile they recorded during the week (according to the unofficial results) was a 192.198 avg through mile 4 on one of their qualifying runs. Gearing? Dunno. Even without making it bigger, or working the head, there are things that can be done and, like I say, they've been there before.

If they go back they'll be fast. 92 is fast for a proddy on soft salt.

The Falkner Livingston entry. Note the insulating blanket to keep fuel temps down.



Practicing The Tuck



On the opposite side of the motorcycle spectrum, Jon and Nancy Wennerburg, known around Maxton as Seldom Seen Slim racing, brought their Altered, Blown Fuel- Uh, 250 Ninja. Hey! They set a record! This little 250 (hp target-80 rwhp) features a tiny IHI turbo pumping 9.5 pounds of cold water intercooled boost. Nancy rode it 117.86 mph, I think.


Nancy's Ninja

Scott Guthrie Racing fielded Jason McVicar on one of Scott's turbo Busa's, which Jason rode without the fairing to 193 mph for an "open" class 1650 record. Both Jason and Scott among the most experienced riders on the salt.

I know some of you not schooled in the special requirements of Bonneville have a hard time with what may appear to be speeds that are lower than you might expect, so I'll try and explain just a bit. It's all about the AIR. Rick Gold of ERC Fuels, who supplies all the various grades of official Bonneville gasoline (and alky / nitro), aids the racers by posting the current atmospherics throughout the day to aid in tuning.
Here are the stats for Monday MORNING at 9:45 am.

Elevation: 4214 feet (actual ground level above sea level)
Barometer: 25.15 in hg
Relative Humidity: 23%
Air Temp: 84 F
Vapor pressure .215
Pressure Altitude: 4050 (actual altitude corrected for current baro up or down)
Density Altitude: 5139 feet (The effective altitude the engine "feels" as a result of all the atmospheric corrections added together)

Fuel Flow Correction -17.2% (this is how much LESS fuel you need to have flowing to give the same mixture as you would have at sea level on a standard day)
Air Factor: 82.8% (this means that you have only 82.8% of the air you would have at sea level.)

And finally, HP Correction: 1.218 (divide your dyno hp by this number to see what you're getting on this day under these atmospheric conditions.) For example, if you left home at the sea shore on a 59F day with a 29.92 baro and with 200 hp in the trailer, you now have 164.2 hp to work with on that morning, and by three in the afternoon when its 95F and The Salt is real slippery, you'll have even less.

Makes you wonder why we do this, doesn't it? Well, mostly because it's the only place you can. But also because it IS such a tough place, because it takes a real commitment and because it's a bitch and it's an accomplishment just to go there and come home with everything in one piece, body and machine.

Here are a few more images......
If I had built a Bonneville car it would be this: A 53 Studebaker, a timeless design before it's time.


Check the push car. These guys used to have a red '62 (?) Pontiac wagon push car that finaly turned to red rust dust.


This is Andy Green, the only man to go supersonic in the air AND on the earth..


For you Diesel Freaks- This is a 1472 C.I. V-16 16-92 Detroit Diesel (maybe it's bigger -bored and stroked, I don't know). It makes about 6000 pounds of torque at 3600 RPM. You'll notice is turbo'ed, intercooled, supercharged, and aftercooled. That's 4 rather large turbos blowing through 2 intercoolers into 2 8-92 roots type blowers then they blow through 2 aftercoolers. I'm guessing about 60-70 pounds of boost total. It pushes a Freightliner into the high two's. Nice.



See that mountain range way over on the left in the haze? Aim for that, it's 20 miles away.


Posted by Doug @ 23:14  -  Permalink  -  1 Comments  -  0 Trackbacks

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Thanks for the pics and writeup Doug. -Dean
From zrxdean on 2006-08-22 15:03  -  Permalink



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THE AUTHOR


Doug Meyer has been working with race engines professionally and as a hobby for the past 45 years. He has built engines for everything from dragbikes and cars to outboard race boats, from the famous Can-Am sports cars and an F-1 car to motorcycle streamliners. He spent many years as a professional race team member and engine builder. Everything from nitrous to nitro, Doug's had his hands in it. He has set 16 Bonneville speed records...
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