Woollatt Racing 2007 Season Review
2006 had been an awful year with the team only managing 3 complete laps over
the entire season. Steve expended massive efforts, in time and cash, to
repair the cylinder head that we kept torching, leaving him emotionally
drained at the end of the season.
Thankfully, and to our immense gratitude, Pete Davies of PUMA Engineering
stepped in over the closed season to replace all of the cylinder head
ally-bronze skulls and incorporate a revised cylinder sealing arrangement.
Therefore, we approached the Easter Thunderball at Santa Pod with some
confidence – of at least getting down the track with the engine in one
piece!
Steve ran 6.54/201.9 “off the trailer”, but didn’t get everything quite
right on the pass – we also destroyed all of the spark plugs. Second pass
Steve really got it right – returning our best ever ET – 6.318 at 216.5 (our
highest terminal at Santa Pod) – also our best 330’ – 2.76 and 1/8th mile -
4.128. Examining the data logger showed that Steve shut down at 6.0 seconds
dead. We lost all the spark plugs again.
Third pass was going well, but lost power after the 330’ and slowed to 6.49
at the ¼. Back at the pits we found that some debris had caught behind #4
exhaust valve on the previous pass and we’d burnt a hole through the valve
and seat. We could only repair this by fitting a larger valve – hence our
meeting was over.
Thanks to G&S valves we got some larger diameter exhaust valves and I cut
back #4 seat to suit in time to race at the Springspeed Festival at
Shakespeare County. Steve qualified #1 with a 6.42, but struggled to cope
with tyre shake throughout the event. The ongoing problem with burnt out
spark plugs persisted.
We knew we had a problem with the fuel pump, but didn’t want to change such
a major item for the Main Event – a UEM championship meeting. Therefore, the
team took the decision to race with the existing fuel pump, but shut down at
1000’ on each run. Steve still qualified #1 during a rain affected
qualifying with a 6.48/189 pass. Unfortunately, the meeting was cancelled
due to adverse weather.
On to the SPRC Summernationals with a new fuel pump fitted. First pass and
the motor wouldn’t run over 8000rpm – but still returned our PB times at
330’ -2.73 and 1/8th – 4.121 – slowing to 6.62/165 at the ¼ mile, enough for
#1 qualifier. Examination of the data logger showed that the new pump was
delivering around 30% more fuel than the old pump at the same discharge
pressure.
The motor revved higher as the fuel mixture was leaned out – but the bike
ran slower over the 1/8th mile. The computer showed that this was actually
caused by increased tyre shake and wheelspin during the first 1/8th. The
crew also noticed that the bike sounded as though it was dropping a cylinder
at the launch – this was confirmed by the data logger.
Off to the European Finals with the intention of running quick and fast. A
“banker” qualifier 6.37/217.3 off a soft 60’ (1.11) put us at #1 after the
first season - this was eclipsed later in qualifying by Eric Teboul
6.20/229. Bravo, Eric. We were clearly easily qualified top 4 and decided to
take advantage of the excellent track conditions to try and run a good
number – maybe even challenge Eric.
A bit more nitro and see how we go – really bad tyre shake off the line – so
bad that we damaged the sprag in the gearbox. Undeterred, we fitted a new
tyre with the higher nitro load; again we blew the tyre away off the line.
Next step was to drop the nitro back to the previous percentage (back to the
first qualifying pass settings) – next qualifying pass we blew the tyre away
again.
For the first round of eliminations we softened the clutch – and guess what
– we blew the tyre away again. Back on the trailer and the journey home,
really disappointed – the trophy for this European Finals should have had
our name on it. Congratulations to King Racing for winning the meeting and
the European Championship.
The cause of the traction problems was uncertain – some people suggested
that the gearbox sprag had been slipping for some time and we had been
adjusting the clutch to suit; Steve was convinced it was the tyre.
We refitted the old tyre and left the clutch in the softened state for the
UK National Finals. When we fired the motor in the pits it was smoking from
#4. We took the motor down to find that the high revs during the European
Finals traction problems had resulted in us nipping the oil ring in #4
piston. New piston and rings fitted, but missed the first day qualifying.
Steve took #1 qualifying spot in the third qualifying sessions 6.37/211.3
(2.74 at 330’ and 4.13 at the 1/8th) – no clutch (two of the stages were set
to engage very late, one of the operating stages had no weights on it) and
borderline track conditions – Steve actually had to roll the throttle closed
when the rear tyre started to spin at around 200mph. Guess it was a rogue
tyre. To me this was the most impressive run of the entire season.
It the next qualifier Steve lost drive a little off the line – inspection
showed that the bike had sheared the 8 3/8” allen bolts securing the
sprocket to the hub! Back on the trailer for another season.
Overall we’re pretty happy with the 2007 season – we’ve improved our PB ET
by 0.1 seconds while running a couple of percent less nitro. Bearing in mind
we couldn’t take advantage the two meetings that normally provide the best
track conditions – the Main Event and the European Finals – due to rain and
a rogue tyre, respectively – this was pretty good going. It was especially
pleasing to be able to replace a worn out fuel pump and not lose the fuel
curve.
We would like to take this opportunity to thank our sponsors for their
continuing support – Motorcycles Unlimited, G&S Valves, G-Max Racing Fuels,
Mickey Thompson Tyres, PreTech Engineering, ACL Bearings, NGK Europe, Bikes
of Brighton, Richa, Shoei, Rebore Rod …and, of course, me!
There’s not been much to do during the closed season, apart from a standard
rebuild and replenish the spares box, as we haven’t use anywhere near the
potential the bike has already demonstrated, especially as the nitro
percentage is still relatively low.
We’ve designed and manufactured (thanks to Rebore Rod) a new rear hub drive
side bearing/sprocket carrier – much greater lateral strength and 40% more
sprocket securing bolt cross-sectional area - and have bought a range of
gearbox and rear wheel sprockets. Not being able to use all the clutch
stages and wheelspin at the top of low gear and in top gear suggest we need
a taller overall gear ratio. Extending first gear should also help improve
1/8th mile speed.
Smaller supercharger drive pullies have also been manufactured, in case they
are required to help pull the taller gearing.
Finally, Steve has got a larger capacity Enderle barrel valve, as the
existing -6 Hilborn item is getting a bit restrictive. This will be fitted
later in the season.
Phil B