|The next day there were light winds so we were not in a big hurry to get our new engine set up inspected
but the day was getting hotter, by about eleven oâ€™clock the winds were steady at a little less than
5mph and we were ready for the first 125cc down run.
The high gears on the 125 left Eric struggling with an 80mph first gear; the aluminum components within the
clutch would heat up and grab after the clutch was slipped for a few seconds at 11,500rpm dropping the
engine down to a near idle. After several 11,500rpm and back to idle cycles the engine started to
accelerate into itsâ€™ midrange; once into itsâ€™ power band the 125 accelerated quicker than the
smaller engines despite the higher gears.
At the four mile flag all of the shift lights had come on and Eric was looking for seventh gear (the engine
only has six) the dash was indicating 187mph he had underestimated the gearing slightly and would have to
live with the engine performing at maximum rpm for another minute. With his hand on the clutch he waited
till well past the measured mile before letting off. We would have to return from the 11 mile point so the
best strategy was to drive all the way down there, the five mile drive past the measured mile was uneventful
with the little streamlinerâ€™s suspension soaking up the rough course and only moving around a little in
the ruts. At about a quarter mile before the end of the course at 75mph Eric deployed the parachute
extended the landing gear and rolled to a stop just after the last pop up tent.
It took John over twenty minutes to drive his truck to the opposite end of the course; he arrived tooting the
horn, energized by the performance of the little streamliner. Eric was sitting in a chair under the pop up tent
with a cold bottle of water with the top half of his fire suit pulled down talking to the course workers. We
waited once again for the FIM officials to show up and witness the preparations for the return run.
The turn around drill for the 125 was a repeat of the procedures performed the day before for Johnâ€™s
100cc class record. The water tank was drained and refilled with cool water, the spark plug was replaced,
the tires, landing gear, and parachute deployment reservoir were recharged with compressed nitrogen. The
parachute was repacked and the streamliner and Eric were ready.
The wind had calmed down to less than one mph for Ericâ€™s return run. As he took off Eric noticed that
the speedometer on the dash had stopped working (we later found that the connector was partially
unplugged) the tachometer and shift lights continued to work.
The official mile speed for the 125cc down run was 187.456mph paired with a return run of 185.842mph
for a two way average of over 186mph or just over 300kph in metric units.
Despite calls to Europe and having listed it several years ago on their website our FIM official couldnâ€™t
tell us what the current 125cc World record was and it doesnâ€™t appear to be on the latest version of
the FIM website. The fastest SCTA 125cc Bonneville record was set by Jack Costellaâ€™s little number
5050 streamliner in 2006 at 151.481mph.
In a repeat of the day before it took most of the rest of the day to have the vehicle documented by the
FIM. We decided to spend the remainder of the day cleaning the salt off of the liner and getting packed up
for the drive home to California . One week after the BUB Event we would be driving to El Mirage to
defend our points lead in the 2009 El Mirage Points Championship.
For the second year in a row we left the BUB Event with the Mile per Hour to CC Ratio award and two
FIM World Records (pending FIM ratification).
With the 50cc, 100cc, and 125cc World records I think itâ€™s safe to say that The Buddfab Streamliner
is The Worldâ€™s Fastest Small Displacement Motorcycle.
|BUB SPEED TRIALS SEPT. 2009