Bonneville SpeedWeek 2012 Report
Build Story Here
Thursday, August 16 (evening) Chris on the sixth and last day of racing: 

"Racing finished tonight (Thursday), and Friday is for record runs. The Indian has run flawlessly and never failed to start first kick. I've realised there's no way I can get the record, but I think I've got as much out of the bike as I can. I put on the 21/42 gearing, and went out this morning and did 79.9 mph/128,6 Km/h on a 185 jet. Changed to a 170 and ran it for the last time this afternoon, and it pulled 81.5 mph/131,1 Km/h. Big grins all around, I can't describe how pleased I am. I'm now thinking different gearbox, and definitely a blower, then I can pinch Lars' soft record [a "soft" record is one set in a class where there were no prior records; so speeds don't need to be high for this], I'm only a few miles off it ... oops, did I imply I might be going back?"

Big grins here at IPE HQ too! First, and most important, it is fabulous that Chris actually made it to Bonneville. It has been a long trip, starting in the shed back in England with a dream, a tired engine, a pile of steel tubing and no money.

Second, I am really happy that the engine stood up so well to the hard use. There is nothing special about it; it is the same specification as any other IPE 600cc 741 street engine. So this goes to show how tough these engines are when put together right - and Chris certainly did that.

As for that last run, I am very happy about that too. The fact that speed went up with the lower gearing confirms that the best gearing is around here. According to the gearing table, to go 81.5 mph the engine must have pulled around 4800 rpm in top gear on 21/42. So this gearing allows it to over-rev by 100 rpm, while 22/42 has the engine 200 rpm down on the target of 4700, where max power is developed according to the dyno. 

In this way the racing has been a great success. While I never doubted that the main principle of gearing would be to gear up if the engine revved more than the target in top gear, and gear down if it revved less, it is good to see it confirmed so clearly.

And nice to get confirmation that the 170 main jet is about right too. The bike went slower on the bigger 185 jet. A 185 jet worked best on the dyno at sea level, so the 170 jet is an indication of approximately how much to jet down for Bonneville in general.

And, Chris? - I knew you'd be wanting to go back!

Click to watch video on YouTube. This is a new, longer version of the videos posted here earlier.
So what's a "IPE 600cc 741" engine? 

Basically a stock 741 engine with bigger valves, bigger pistons, IPE electronic ignition and Keihin CV carb on an IPE manifold. Maybe it should be called the "Bonneville 741"? ;-)

Of course it must be put together carefully (and you need machine tools for this, it isn't just bolting on parts). But get in touch if you want to build one of these engines and I will do all I can to help. Even if you are not going to Bonneville with it!

Neil with his 600cc 741 - an engine much like Chris' - will race at the BUB meet at Bonneville, August 25-30. Here is a brief report from Neil at last year's BUB.

Wednesday, August 15 (night) Some of the reporting here happens more or less in real time (if it isn't half a day behind, that is), and Chris just told me that he actually had 22/42 gearing on initially, not the 21/42 reported earlier. Ah, there goes the neatness of the gearing table... So, the 80.370 mph Monday means that the engine only turned something like 4500 rpm in top, down 200 rpm from the target 4700. That still indicates that the initial gearing was pretty close (again assuming that the 4700 rpm power peak on the dyno is correct, but that is all we have to go on). Chris has put on the 21T front sprocket just before closing time (racing ends at 7 in the evening and everybody have to be off the salt at 8), so tomorrow he will be running 21/42 gearing. If predictions are correct, the engine should be able to pull a few more rpm in top and, possibly, go a bit faster than 80.370 mph (gearing table says 80 mph at 4700 with 21/42, but maybe the engine can rev a bit beyond that with the lower gearing). Really looking forward to hearing how that goes!

Chris just posted this fabulous video on YouTube. It gives a great sense of how vast a place Bonneville is, and what it must be like to ride there.

Video by Steve Brown. Click to watch on YouTube.
Wednesday, August 15 (evening) Having spent most of the day thinking about the problem with the bike accelerating great in first and second gear only to fall flat in top, it struck me that for the gearing thing to work (gear down if the bike revs less than peak power rpm in top, gear up if it wants to rev faster), the engine has to run right to begin with. 

But gearing first. I hadn't been able to match Chris' reported rpm to the timed speeds, but he told me today that the initial gearing was 21T front and 42T rear (I didn't know which sprockets he put on at home). The bike went 80.370 mph on this gearing Monday. Looking in the gearing table, that is actually spot-on. For 21/42 sprockets the table says 80 mph at 4700 rpm.

So maybe there is no crazy stuff involved, except perhaps in reading the tach in the rush of a run? Maybe 21/42 was the optimal gearing, and the maximum possible speed of the bike is 80 mph? If so, then it makes sense that it pulls worse and goes slower with Tuesday's 26/42 gearing. 

A test of this could be to go down on the front sprocket. We were optimistic about the speed, and Chris packed lots of big fronts and lots of small rears. He is on the biggest rear now, and there are only 20T and 19T smaller fronts to try, but with the 19 on, the bike should want to rev higher than 4700 in top (we assume that it is safe to at least 5000; it should rev 5010 if it can get to 85 mph on 19/42). I think it is worth a try as it could confirm that 21/42 was the best gearing for the bike with the engine running as it does now.

The reluctance to rev out in top, even on 21/42 gearing, could be nothing more than the big gap between second and top gears causing the engine to lose its breath, only just being able to pull 4700 rpm. It is a big gap, the Indian gearbox being sort of wide-ratio and having only three gears. I think this sounds pretty plausible, actually.

But, coming back to the possiblity that the engine may not be running right, Grizzy (of Sprint Chout fame, who has a long career racing and tuning bikes) mentioned that too advanced ignition would cause the engine to bog down. And Chris advanced the ignition from the dyno test setting on Saturday. I am not sure what the reason for this was, but maybe it should be set back to what the dyno said was best.

Second, on this line of thought, maybe the main jet is too big, causing the engine to run rich at high rpm when pulling hard. A test of this could be to close the throttle a little bit from fully open in top (1/8 of the throttle grip travel, or so) and see if the engine revs a little bit higher. The problem with such tests is that there are so few runs - one or two a day, sometimes - to carry them out, and no opportunity for practice runs.  I am really looking forward to hearing how today went, and if Chris has made any discoveries. I think what I would most like to hear is a confirmation of the gearing theory above. 


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(118F/48C on thermometer in the pit tent)

Wednesday, August 15 (morning) Chris on the fourth day of racing (yesterday): "Following Moen's advice [no, you didn't - see below], I upped the gearbox sprocket from 22 teeth to 26, the rear sprocket is a 42. This is a fairly involved job, I have to remove the 2-piece chainguard and the rear exhaust, then the kickstart assembly. I also fitted new plugs and did the valve clearances, which meant removing the front pipe and pulling the distributor out, and holding three spanners, a bastard job, and also changed the main jet back to a 170. 

I finally had it up and running sweetly by 4 in the afternoon, and by 4:30 we had done the 12 mile run to the start line and I was ready to go. At this point I must mention Jim and Shaun who are my crew, and when I'm not running they're Briz's crew along with David. From a pair of bumbling buffoons a few days ago they have perfected their start-line routine. 

Because of the heat it's not possible to suit up until the last minute and these two are brilliant. As we move down the line one drives the van and the other moves the bike while I soak up some air-con, then (as Shaun says) it's like dressing the King as I get handed leathers, gloves and helmet which Jim has held to the air-con vent. They help me zip up and Jim buckles my helmet, the bike's fired up on the line, Shaun holds the umbrella and removes the sidestand, Jim clips the safety lanyard to my sleeve zip and folds the kickstart pedal in, the starter waves me off and they're in the van, blasting up the recovery road. I'm off the track before them and by the time I have my helmet off with sweat dripping from it, they've shoved a bottle of iced water in my hand. This pair are as important as the rider, without them I couldn't do it.

In fact, without the rest of the teams I couldn't do it as everyone helps each other, be it with tools, advice or spannering. Finally, after all that work, she ran 5mph ... slower."

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Changing sprockets.

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Setting tappet clearance.
So, why did the bike go slower with a bigger front sprocket? Normally, when you want a bike to go faster, you fit a smaller rear sprocket or a bigger front sprocket. This makes the rear wheel turn faster at a given engine rpm, and this is what Chris did, going from a 22T front to a 26T front while keeping the 42T rear. But - as stated in the August 13 morning update below - this only works if the engine can pull max rpm in top gear, and the last I heard was 2700 rpm in top. Max rpm in this context is the rpm where the engine develops the most power - in this case (if dyno data are correct), 4700 rpm. This is the only thing to keep in mind here. I can't get the reported top gear rpm and official timed speeds to match the gearing table (link below), and I am not sure where the problem is (bad math, bad input data, faulty tach or tach reading?), but the basic principles still apply.

1) If the bike can pull max HP rpm (4700 in this case) in top gear - and won't rev higher -  it is going as fast is it can. 

2) If it can't rev this high in top gear, gear it down - fit a smaller front sprocket, or bigger rear (even if it may be counter intuitive to gear down to go faster). 

3) If it revs higher than this, it can pull a higher gear, so gear it up. I hope Chris gets to trying a more realistic gearing today. Stay tuned...

Tuesday, August 14 (morning) The reporting here is being pieced together from what Chris gets through to me plus whatever I can glean from other sources, so sometimes there are delays in getting the whole picture together. The racers are pretty exhausted by now. Sleeping in tents in Wendover (nearest town), getting up early for the drive to the salt, getting the bikes ready, waiting in line for the runs - in full leathers in 110 degree F (43 degrees C) - lots of working on the bikes in the pit and lots of commuting back and forth. Just getting from the pits to the start line, and from the finish line back to the pits, is a trip of 24 miles/38 Km in heavy traffic. 

Anyway, I found out this morning that the misfire was due to low battery voltage. Chris has spare batteres and a charger, and there is a speedshop/hardware store in Wendover if more batteries are needed, so it could have been much worse.

Here are Chris' words on the third day of racing: "Got to our track and queued for nearly two hours. Everything was perfect, not too hot and a nice tail wind. Dumped the clutch and powered off the line, into second and she started missing then cut out, so I had to cruise into the rough salt. The digital rev-counter had cut out so I knew the problem, the battery, whilst not flat, had gone below 12 volts, bollocks! Another 12 mile drive to the pits (did I mention the whole 12 miles is chok-a-block with vehicles) and bung in one of the two spare batteries. The BBC descended like a pack of vultures and bolted three mini-HD cameras on the bike, and one on me... not literally, I wore a pair of glasses with a tiny HD camera between my eyes. The temperature was now 110 degrees with no shade and a pretty good cross-wind. The old girl pulled away nice but started farting and missing, but eventually ran smooth, the cross-wind kept blowing me to the left, and when I hit the 2 mile marker it felt much slower than yesterday [but was actually a bit faster; see below]. I pulled into the exit lane to wait for Jim and Shaun to collect me."

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Electronic rev counter serves as (sort of) voltage monitor, too. I.e. when it stops working the battery voltage is below 12 volts. Tiny-Tach has its own built-in battery, so it isn't connected to the rest of the wiring, and just keeps on working. 

The electrical system is simple. Battery, IPE electronic ignition, rev counter, kill switch + lanyard to go around riders' wrist so ignition is cut if he falls off (red string on the right in the picture). Note BBC cameras, too.

Monday, August 13 (evening) Third day of racing. Now on a 170 main jet, with plugs looking good, still on the same gearing, the bike ran 80.370 mph/129.32 Km/h in a bad cross-wind. It developed a misfire at 3800 rpm. Gearing changes tomorrow.

Chris took a snapshot of the course layout in the program, so you can get an idea of the geography. Course 4 (far right) is where the slower vehices run (and "slow" is relative here! The Poteet & Main Speed Demon streamliner went 427 mph/687 Km/h today - on the long course). Anyway, the T's on the map shows timing points - at mile 1, 2 and 2-1/4 on the short course. The curved lines are the return roads. These are taken if a run goes well. If something goes wrong, racers are to turn out to the other side. This way it is clear to rescue crews (at the "fire" stations on the map) if everything is OK or if someone needs help. 

Results from Saturday's runs are now on the SCTA website (yes, they are a bit behind, but all this is being done by unpaid volunteers).

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Race course layout at SpeedWeek 2012
Monday, August 13 (morning) I suggested to Chris last night that he lowered the overall gearing in an attempt to let the engine pull higher rpm in top gear. The 741 was actually dyno tested back in England, but I have been wanting to save writing about that until there was a good context for it (like the final speed here on the salt, for example), so a full discussion of that will have to wait a bit. There were basically three objectives with the test. 

1) Get a baseline jetting for the carb. With the "thinner air" at Bonneville, no doubt a smaller main jet would be needed, but it is a huge help to know what jet makes the most power at seal level. 
2) Determine the best ignition timing. This, again, might need changing at Bonneville (not least to match the race fuel), but a baseline is hugely helpful. 
3) Find out at what rpm the engine develops maximum power. And, almost secondarily, what max power actually is. The reason the rpm is more important than the power is for gearing decisions. Max HP - together with an estimate of frontal area (bike + rider) and aerodynamical drag - gives an indication of the potential top speed which, of course, is useful as a guide. But you have to tweak things to actually get close to this.

It turned out that the engine developed max power at 4700 rpm, so I based the gearing table (.pdf) on this. Obviously the bike will go the fastest - if gearing is optimal - at the max HP engine rpm. So, the way to go with this is to first get the engine to pull 4700 rpm in top gear, and then adjust the gearing in small steps. If the engine wants to rev more, higher gearing should be tried. If it won't quite pull 4700 in top gear, lower gearing until it does. As can be seen on page 6 of the table, speeds from 80 mph/129 Km/h to 124 mph/200 Km/h can be adjusted in steps of 1 or 2 mph with different sprocket combinations. Bigger steps can be tried until things are closing in. Sorry if this sounds complicated. It really isn't. The final goal is clear, it may just take a bit of work to get there. The bike will go as fast as it can with a gearing that allows it to pull peak power rpm in top gear.

Another benefit (apart from making it easier to pull max rpm) of lower gearing is that the "gaps" between gears get smaller with lower gearing, making the rpm drop at shift points smaller, and making it easier to stay in the power band. This is particularly a problem with a relatively low-power bike with a three speed gearbox. Revving a little beyond 4700 rpm in second (maybe 5200 or a bit more) may help land the engine near its max power rpm after the shift to top. Or at least closer to this, the lower the overall gearing is. Looking forward to seeing what gearing changes Chris decides to make today, and what the outcome might be. 

If you are looking at the gearing table, Chris has front sprockets from 19T to 28T (so fields for smaller sprockets in the table have grey text) and these rears: 34T, 35T, 36T, 39T and 42T. The fields with grey background are for those sprocket combinations that lie outside realistic limits. The green fields are for the target rpm of 4700. I hope it makes sense - and I hope I got the math right!

Sunday, August 12 (evening) On the second day of racing, Chris and the 741 ran 78.814 mph/126,81 Km/h, so speeds are starting to creep upwards. "After doing a plug chop it looks like the jetting's sorted as they're a nice light grey, but it wouldn't pull over 2,700rpm in top. I'm not alone with this problem, but tomorrow I'm going to thrash its bollocks off in first and second, and see if it'll hold the revs in top. It felt shit-hot, pulled like a train until I hit top (third) but got a bit twitchy as the side winds blew me to the left."
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The starter officials who direct proceedings at the start line, and everybody else working at SpeedWeek, are all SCTA volunteers who are spending their holidays in the best way I can think of. Today Chris' starter was Jill Iversen from California, who is racing a 741 of her own, though not here this time. Jill holds the SCTA record in the A-VF 350 class (F = fuel other than gasoline, 350 since her engine is 500cc and gets the SCTA side valve discount on engine size, see bottom of page for more on this) at 106.001 mph/170,56 Km/h and has gone 92 mph/148 Km/h on gasoline after 5 years of tweaking and tuning. More about Jill's super neat 741 racer here. I wonder if Chris told Jill that he is also from California - albeit in Norfolk, England!
Saturday, August 11 (evening) Chris on the first day of racing: "The rookie orientation took a couple of hours and we got our first glimpse of the track while being taught start-line procedures for both the rider and the support vehicle, then it was time to get leathered up. I would be running on the "short course", one mile run up and another timed every 1/4 mile, then shut down and peel off to the right, and wait for Shaun and Jim to collect me.

I was expecting severe nerves but for some reason they stayed away, but my hands were shaking uncontrollably. I have never worn full leathers and I have never worn a full face helmet. Anyway, the old girl fired up first kick. The starter walks over to you, snaps your visor down and points to infinity (and beyond). 

My revised clutch worked a treat and it fairly roared off the line, but just wouldn't pull full revs. I went through the traps at 71.110 mph/114.42 Km/h which aint much until you take into account we are 4500 feet above sea level [actually the equivalent of 7500 ft or 2200 m when you factor in the temperature] and my engine is 70 years old.

Blasting up the track is hard to describe, all you can see are the rows of 1/4 mile markers disappearing over the horizon. During the run I felt no emotion, I just fixed my eyes between the markers and listened to what the engine was telling me. After the run I was out of breath and my heart rate had definately gone up, but boy, what a buzz! We had a short drive back to the pits, a mere 12 miles/19 Km. The crowds had grown to thousands and spectators lined the whole run back.

After a plug chop I fitted a smaller main jet, going from a 185 to a 165, and advanced the ignition. She is running on 110 octane race fuel, and hopefully I will get her to pull more revs, so it was 12 miles back to the pits, or a 24 mile drive for each run. This time the bike was fitted with two cameras and the BBC had one on the start line and another halfway down.

It pulled like a train off the line, with a super-neat shift into second and a bit of a fluff into third, but bear in mind this is only the second time I've ridden her [no real testing opportunities in England, and at SW the racing vehicles can only ride on the course, during official runs; no test riding allowed, unlike at the BUB event at Bonneville later this month]. It was pulling well to the first mile marker, but still wouldn't pull maximum revs, so tomorrow I am going to start trying different sprockets and a smaller main jet. Speed for second run was 72.322 mph/116,37 Km/h."

Chris has main jets for the Keihin CV carb from 140 to 200 with him, as well as five rear sprockets and 10 fronts - and a gearing table to show speeds compared to engine rpm with various combinations of front/rear sprockets - so there is lots of adjustability available; he test fitted the most likely sprocket combinations at home and noted chain lengths for each.

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Firing up first kick.
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Infinity lies thataway...
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If you wonder about the cameras etc, BBC is doing a two-part documentary on the British racers, first part was the preparations at home, and part 2 the actual racing at Bonneville. I think it will be shown sometime in the fall, and there will probably later be DVDs for sale.
Saturday, August 11 (morning) Weather was a lot better Saturday morning, and most of the rain water had dried up. Waiting for a report from Chris on how the first day of racing went, but here is a shot from the drivers/crew meeting in the morning. Photo by Ray The Rat, from
www.landracing.com - which is a great place to follow the racing in general, both cars and bikes. The link here is to the 2012 SW photo and news page, but there is a ton of other land speed racing info elsewhere on the site, including build diaries and tech discussions.

Chris told me last night that the Scout started first kick out of the crate on the 110 octane racing petrol/gasoline it now has in its tank. I can't wait to hear how the engine runs when it gets going for real. 

The official fuel supplier at SpeedWeek is ERC, by the way. 

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Friday, August 10 (evening) Latest from Chris: "After a day off we're back on the salt again, and we could see PJ’s flag from miles away. Let me tell you a little about “The Salt”. In parts it’s about 4”/10 cm thick, dwindling to 2” and under the salt is mud. I don’t know how you imagine the surface, but I thought it would be hard with a powdery layer on top, but it’s actually as hard as concrete, and seasoned racers bring hammer-drills to put their tent pegs in. We used a sledge hammer to knock in 12” spikes and it was hard work. The actual measured raceways (there are four this year, from 3 mile/5 Km short to 10 mile/16 Km long ones, with run-offs) are dragged by the organisers several times leading up to Speed Week when the conditions are right.

Thousands arrive to watch it and one popular spot to camp is at “The Bend In The Road” which has no facilities but is free, and actually on the salt, about 3 miles from the track. The nearest town, Wendover, boasts one street and is full of casinos, every room and every campsite pitch is full to overflowing and you have to book months in advance to get in. The streets are littered with radical hot rods.

Geography lesson done, back to today. We spent most of it shooting the shit with fellow racers, and I decided to photograph a few machines, but with the pits being 2 miles long and 4 lanes deep [that's 14 Km of pits...], I only got about 200 yards, so tomorrow me and David are going to drive it with the video camera running and put it on YouTube.

About 3pm the weather got bad with huge black clouds, thunder and lightning. The wind got up to maybe 25 mph/40 Km/h/11 m/s, and everyone struggled to get their sun shelters down, but several got trashed including Team Page's [one of the Triumphs]. The lightning got really bad as it pissed down and we suddenly realized PJ had put up the tallest lightning conductor at Bonneville. The place was awash, but should dry out by tomorrow. Tomorrow, it's "Rookie Orientation" [see link to this info below in the morning update] where we have to sit down and learn stuff, followed by our "Rookie Run" to get our licence to race."

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Friday, August 10 (morning) With SpeedWeek (yes, this is the official spelling) to officially open Saturday August 11, here is the first update from the salt. The Indian - together with 5 other British race bikes - went by boat, and the riders and crew flew out to pick up the bikes in LA. All that went smoothly, likewise the trip over Las Vegas and the mountains  to Wendover, Utah. The salt is in very good condition this year - thanks both to nature and to the volunteer team that spends a lot of time and effort grading and compacting the salt for the four race courses, pit areas, access roads etc. As usual with racing, there would be no racing without volunteers, but here the task is bigger than at most other race courses. The weather looks like it is going to be good too! Here is the official SpeedWeek schedule (.pdf document).
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Bella passed tech inspection, except for missing lockwiring of the front wheel axle nut. 

It doesn't matter if the axle is screwed into the forks, clamped, and has a castle nut with a split pin. If the rule books says lockwiring, it has to be lockwired. 

But don't get the impression from this that the tech inspectors are some kind of nazis. They are really friendly and helpful, and will work with the racers in finding solutions to any problems that may turn up.

The inspectors are both volunteers and racers/racing enthusiasts and understand your situation. They are just not going to cut any corners on rules and safety.

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Leathers, boots, gloves and helmets must also pass inspection. Two-piece leathers are allowed if they can be zipped together. Chris' leathers failed on account of the zipper being sewn to the fabric lining of the suit and not to the leather. The tech inspectors suggested that if the zipper was sewn to the leather with stainless lockwire, they would pass it. So here's a bit of needlework going on in the pits!

If you are thinking of going land speed racing, the first thing you should do is to get a rule book for each of the venues/organisations you are thinking of going to. Then read them. And then read them again.
SpeedWeek runs under SCTA rules.

Here is the rookie (beginner) orientation for SpeedWeek (.pdf) with lots of useful info for anyone thinking of going - or just wanting to make sense of what is happening.

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The "Brit Chopper" pits, that Chris shares with Briz and his fabulous 1000cc Weslake V-twin. The other Brit teams (two Triumphs, a big air cooled Suzuki and a special construction Honda CBR1000) are nearby. Photos of all the bikes and team members here.

For SpeedWeek you must have a support vehicle to tow the bikes to the starting line (which can be several miles from the pits), and to retrieve them from the end of the track (which can be more than 20 miles, or 30 Km, away). Bonneville is a BIG place. 

At the bikes-only BUB meet (SpeedWeek is for both cars and bikes), which has a different set of rules, you can ride your bike to the start, and back to the pits from the finish.

Chris is racing in the A-VG 500 class (A = special construction chassis. V = vintage; before 1957 to keep them pesky Sportsters in the modern classes. G = Gasoline; meaning that fuel must come from the official fuel truck and the tank sealed by officials after filling; fuel will be checked again if the bike qualifies for a record). 

The engine is 600cc - actually this is a standard IPE 600cc 741 engine, apart from bigger exhaust valves - but runs in a 500 class, because the SCTA has a "discount" for side valve engines, allowing them to run in the next lower class - e.g. up to 650cc side valve engines run in the 500 class. Other ruling bodies, such as the AMA which governs the BUB meet, have no such discount on displacement.

Remember, when looking at the speeds here, that the combined temperature and altitude at Bonneville is the equivalent of an altitude of ~7250 feet, or 2200 meters, above sea level. This "thinner air" means that engines make less power here than they would at sea level - around 23% less, actually, if the equivalent density altitude above of ~7250 ft is correct, as standard air pressure at sea level is 14.7 psi, and air pressure at 7000 ft around 11.3 psi.

Here is the story of how Bella became a race bike.

Chris sends a big Thankyou! to his kind sponsors. Apart from IPE, they are:
Click to go to the Aerocoat website
Click to go to the Billet Bike Bits website
Billet Bike Bits
Click to go to Earl's website
Earl's UK
Click for more Rock Oil info
Rock Oil
Click to go to the Shawn Taylor Racing website
Shawn Taylor
Click to go to the Tiny Tach UK website
Tiny Tach UK
For more information, or offers of help or sponsorship, 
contact Chris on desperate@britchopper.co.uk