UK Land Speed Racing Association

gallery
Welcome and updates.
About us, our passion for speed.
2013 Events.
Venues
What do I need.
How to Join and pay plus forms required for entry.
gallery and results table plus a riders tale.
Contacts.

Some pictures and video footage from our last event.
Kindly provided by Charlotte.
http://uklsra.co.uk/gallery/

Results Table provided by Barry Miller and Charlottes combined efforts.
http://www.uklsra.co.uk/results/results.html

An excellent description of a "flyer"at Woodbridge kindly provided by Dave "MrC" Carter.

Let’s kill the myth straight from the off. Anyone can go fast in a
straight line, right? Well yes of course they can, anyone with a bit
of bike riding experience can change up through the gears, open the
throttle and hang on. And they can all eventually get to 185-190mph on
a class 2 busa or zx12r. But (and it’s a big but) in a mile and a
half, to get any more than 190mph takes skill, practise and absolute
commitment.
Sitting at the start waiting to go, you have to be prepared for what
you are about to do. Visor down waiting for the signal. Right foot on
the floor, left foot under the gearlever ready for that short shift
into second. Right hand shifted more in than normal gripping over the
inboard end of the throttle, only last three fingers wrapped around
the throttle barrel and an exaggerated roll over the top – just to
make sure that when my hand is horizontal the throttle is hard against
the stop.
Then it’s the “all clear” thumb up from the start marshal and it’s
your turn to go. Take a second, compose yourself, build some rpm –
6,000 is a good launch rpm on the 12, lean forward, get some weight
over the front – but remember you don’t want to be too far forward as
there is 55 psi in the rear tyre and the runway isn’t that grippy
anyway.
Clutch to the bite and feeeeeed it out, no need for huge wheelies from
the start and spinning the rear isn’t going to help anything but you
really do still need a hard launch. Pin the throttle and short shift
into second as the wheel comes up. I use the clutch for this gear
change.
Redline in second and now you are really tucked in tight, elbows in,
shoulders hunched, ducked right behind the screen and looking through
it, not over it (although for me at this point I tend to try and save
my neck muscles a bit so I still have a couple of inches left to go
down).
Clutchless upshift into third and maybe you are passing the pits now,
already going well over a ton, fourth, fifth and you are half way down
the track doing 170 odd mph but still with no sign of the chequer
boards. Glance (yes I said glance, don’t stare) at the rev counter for
the all important shift up into 6th and then concentrate on body
position for the last quarter of a mile or so. – and make sure the
throttle is absolutely pinned.
You are now travelling at 190mph, nearly 320 feet per second and it is
reasonably quiet in the bubble of air behind the screen, you can hear
the engine working… 10,500rpm, 10,600, 10, 700 – the rpm is building
slowly now as the thrust from the engine matches the aerodynamic drag,
you are getting close to terminal velocity and even with another 10
miles of track wouldn’t go any faster – it’s an almost surreal
feeling.
But the rider’s work is far from over - it’s all about aerodynamics
now. About 300 yards back I have rested the chinpiece of my helmet on
the tank, pushing back to get as much visibility as possible, but it
still isn’t much as my eyes are tipped as far back into my head as
they will go and still stay open – I’m looking past the thickness of
the helmet shell, staring out through the middle of the screen,
searching for the chequer boards – often the first indication is the
timing marshal’s car or van, this is usually easier to spot from a
distance, then you know you are close.
So, aerodynamics - my arse is out of the seat, a lot of weight on the
footrests – pushing back against the bump stop on the pillion pad
cover, arching my back to make the most aerodynamic shape. As soon as
I get into top gear, my left toe comes out from under the gearlever
and is now pointing slightly in to match the right – absolutely on
tippy toes on the footrests.
Last year I tried a few runs with my left hand tucked into the
cockpit, other people like to run with their left hand behind them
filling the gap between bum and seat. Either way is possibly dubious
from a safety (and aero perspective). What I like to do now is move my
left hand in so that it’s still on the bar but resting on the inboard
switchgear, I find this helps to get my shoulders down a bit.
And so, the chequerboards, come into view, I make sure I’m in the
middle of them and as I pass count “ONE” just to be sure I’m not
shutting off early and then roll the throttle shut, the deceleration
is enormous as the power drops off. Now stay tucked in just for a
couple of seconds, the windblast against your exposed throat is quite
painful and a bumblebee at that speed doesn’t bear thinking about.
Brush the front brake and the speed just falls off 180-160-140-120,
pulling harder on the brake now and shifting down at the same time as
fully sitting up to use the airbrake effect of my (rather large)
torso.
Easily scrubbing off speed down to 40 to tip into the right hander
onto the return track and going back to do it all again
Oh, and remember to breathe too…

If you have any photos of our events we can put them in here.