Team UnorthoDUX Ducati based land-speed racers New pic pg 19!

[Speeddog]

In the final analysis, I don't think it matters much whether it's, blown, bottle, or juice.

We chose the bottle.
Juice seemed to be a difficult path, as all of the mechanical fuel injection stuff was made for much larger motors.
And turbos and blowers seemed to be more suited to more cylinders than we had.
The plumbing for a turbo is obnoxious for a v-twin, and a drive for a blower really isn't so easy either.
Packaging is a major dilemma on a bike, the only aggro with the bottle was finding a spot for it.
Procedures to get the bottle consistent were a bit of a puzzle, but we got it sorted.

With any of the three, you can dial the 'boost' up to whatever the motor can handle.
You just learn different techniques to get it to cooperate, and learn which stuff it wants to break.

With the current tech of electronic fuel injection, juice may be a more attractive choice than what it was for us in the early 90's.

My dad and I were 'The Team', and we're both degreed Mechanical Engineers.
So there was some solid tech thinking brought to bear on the task.

You're not likely to make much difference on rolling resistance and driveline efficiency, everyone is pretty much on a level playing field there.

So, power and Aero drag are the areas that you can attack in pursuit of speed.

The fundamental important equation: Velocity = cube root of (2*P/(rho*Cd*A))

Rho is air density, out of your control.

For example, if you DOUBLE P, the power, speed only goes up by cube root of 2, which is ~1.26.
So, all else being the same, doubling the power gets you from 100mph to 126mph.
Power is difficult, time consuming, and expensive to get, and difficult, time consuming, and expensive to maintain for long enough to get a record.

Cd is drag coefficient, and A is frontal area.
Low Cd and low A can be a bit difficult to get, and at some expense.
But once you've got them, maintaining them is very very low cost and very very low effort.
If you focus on those, it reduces the demand for P.

[Dirty Duc]

So it is entirely possibly that the interaction between the fuel tank and the fuel killed the fuel pump slowly, leading to at least part of our troubles. The fuel pump is locked up.

The plan is to build a new tank out of steel and apply a new fuel pump to the equation.

I borrowed the fuel pump for the LeMons car, and it ignored me and got warm... without any pumping action.

[Dirty Duc]

In the final analysis, I don't think it matters much whether it's, blown, bottle, or juice.

We chose the bottle.
Juice seemed to be a difficult path, as all of the mechanical fuel injection stuff was made for much larger motors.
And turbos and blowers seemed to be more suited to more cylinders than we had.
The plumbing for a turbo is obnoxious for a v-twin, and a drive for a blower really isn't so easy either.
Packaging is a major dilemma on a bike, the only aggro with the bottle was finding a spot for it.
Procedures to get the bottle consistent were a bit of a puzzle, but we got it sorted.

With any of the three, you can dial the 'boost' up to whatever the motor can handle.
You just learn different techniques to get it to cooperate, and learn which stuff it wants to break.

With the current tech of electronic fuel injection, juice may be a more attractive choice than what it was for us in the early 90's.

My dad and I were 'The Team', and we're both degreed Mechanical Engineers.
So there was some solid tech thinking brought to bear on the task.

You're not likely to make much difference on rolling resistance and driveline efficiency, everyone is pretty much on a level playing field there.

So, power and Aero drag are the areas that you can attack in pursuit of speed.

The fundamental important equation: Velocity = cube root of (2*P/(rho*Cd*A))

Rho is air density, out of your control.

For example, if you DOUBLE P, the power, speed only goes up by cube root of 2, which is ~1.26.
So, all else being the same, doubling the power gets you from 100mph to 126mph.
Power is difficult, time consuming, and expensive to get, and difficult, time consuming, and expensive to maintain for long enough to get a record.

Cd is drag coefficient, and A is frontal area.
Low Cd and low A can be a bit difficult to get, and at some expense.
But once you've got them, maintaining them is very very low cost and very very low effort.
If you focus on those, it reduces the demand for P.

Roger all.

The bike is a system, and I have to apply my rudimentary project management skills to making it go fast... I've decided that running usefully is more important than aero.

Next year I'm going naked, not because of any perceived competitive advantage (although the record is way lower) but to simplify the build.

[Speeddog]

Totally logical conclusion.

Running the bike effectively for nearly a whole week at Bonneville is difficult, but it's a necessary skill to master.
Before that, you need to at least arrive on the salt ready to run effectively for at least a day.

We used the 6 events per year at El Mirage to develop a machine and infrastructure capable of running more or less consistently straight off the trailer at El Mirage.
That got us close enough that we could adapt to the differences of running at Bonneville.
It took us 6 years to exceed a 185-ish record and push it to over 200 at Bonneville.
If we had only run Bonneville, that approach would have taken ~36 years, from 1991.... to 2027.
That would be the textbook definition a herculean effort, my dad and I never would have made it.

[Dirty Duc]

So, the plan is this.

Buy a new fuel pump. https://www.summitracing.com/parts/avm-50-1005

Make a stainless steel fuel tank.

Use 2-valve fuel injection hats as opposed to the long 4v "dead-heads."

Use new-found knowledge (thanks Pepeducat!) to fix ignition problems.

Tune on dyno.

Take to salt.

License up again.

Go fast.

[Speeddog]

That sounds like a good plan.

That Summit link is FUBAR.

[Dirty Duc]

That sounds like a good plan.

That Summit link is FUBAR.

Whatever the hell viglink is has hijacked it and redirects to broken. I don't know enough about that to fix it.

It looks like this

and says it is good for alcohol.

[Dirty Duc]

Space for this project continues to be good... but I am attempting to transition careers again. I don't think I will have a coordinated vacation spot for anything useful to race on the salt this year.

[Dirty Duc]

And it's a fact. No Salt for me this year. New job starts next month.

[Monsterlover]

You guys all have terrible priorities

[Dirty Duc]

Well, I'm open to sponsorships 😁...

I just don't have the inclination for marketing hustle it takes to turn pro team manager guy or whatever the job title is that gets to go race for a job... Then I would have to have a team on payroll... That's all work, and takes away from building and racing :-D

So, on second thought, maybe not so open.

[Dirty Duc]

The new to me race rig...

[Speeddog]

It's so ........... *small*

[Dirty Duc]

I'm compensating for something?

Actually, I think I suffer from requirements creep. But it's diesel, has 10 speeds, five beds (two queens), can fit a racecar and tools or as many bikes as I want to take to the salt, and doubles as vacation lodging/transport.

[Monsterlover]

Tell me more about that truck..