will go to the British Heart Foundation and Lymphoma Research Trust,
in memory of Barry.
donations by cheque can be sent to: In memory of Barry Eastman, Lodge
Brothers, 7 Green Lane, Shepperton, TW17 8DP, and there will be a
collection box on the day should anyone prefer to donate then.
With the Festival of Power at Easter being rained off the Main Event was the first chance for many teams, including us, to try their machines and dial in any changes made over the off season. It would also be our first runs on the all-new concrete surface laid by Santa pod over the winter.
Changes for us included the longtail seat (suggested by UWTSD as an interim measure while they work on the scans they took of the bike in the winter) and new high-friction clutch plates. A Thursday test run showed we weren’t too far off:
A 60′ test later on Thursday gave a better 1.17, but Friday was rained out, giving us a chance to test the new parachute system on Storm, the results of which were inconclusive 😉
Saturday qualifying gave us a 10.4 and a 7.4, only good enough for 9th spot. Meanwhile, Fast Fil stunned everyone with his first passes on what was Ian King’s bike – 6.0 and 5.7 @ 236mph! This was on a “soft” setup with less nitro and ignition to let Fil get a grip on his new ride. He certainly did that, congrats Fil!!
For reasons I can’t remember we didn’t make first session on Sunday, which left the final session at 6.30pm. As Eurodragster put it “Lorcan in the Last Chance Saloon stood up and started shooting the glasses behind the bar”, as we ran 6.85 @ 205mph to qualify 5th. We were back in the game!
Round 1 and Glenn Borg didn’t make it to the line with an engine issue, which was lucky for us as he had run 6.57 in qualifying. Storm moved towards the centre line for a poor 8.02 but was through to the next round against #1 qualifier Fil.
Fil left late, 0.37 to 0.14 but by 330′ he was past us and there would be no doubt about the winner from then on. We put on a good show though, running a PB 6.74 @218mph. Fil went on to win the event against Rikard in an epic battle, 6.01 to 6.02.
After missing the National finals the team worked hard to make new primary drive gears and get us to the Straightliners event in mid-October 2017. The effort was rewarded with a PB 6.74 @ 210mph, and then the bike immediately torched the head on the next run when one of the power rings let go. Even so, it was a good note to end the year on and we had 5 months or so to come up with a new plan.
After repairing the boost hose and the broken chain we’re good to go at the last meeting of the year, the Extreme Bike Weekend at Santa Pod. A bikes-only event with around 80 entered, but late in the year so no chance of a warm track.
Q3 6.89 rolled off at 1000′ as moving towards the centre line, with this run keeping us at #1 qualifier, 0.6 seconds ahead of second place with the rest of the field struggling for grip.
Julian Hunt pics:
In Q4 the bike clutch didn’t disengage after the burnout, stalling the engine. The team stripped the clutch and gearbox overnight, and re-seated a bearing in the gearbox that could have been the problem, but in the first elimination round Sunday morning the bike did the same thing, putting us out. Despite the cold weather though the bike took 6 men to unstick it from the track after the burnout!
The Storm team thrashed to get the engine and turbo repaired in time for the National Finals, including skulling the damaged head:
But it was not to be. On the first qualifying run the big turbo again popped its connector hose off. And on the second run the launch was very aggressive, snapping the drive chain.
Sarah White photo.
Fans of Barry’s “Tokyo Express” CBX funnybike might remember a similar incident where the chain broke and almost sawed the frame (and Barry’s leg) in half. Thanks to Barry’s experience Storm has the chainguard integrated with the frame which is very strong and minimises the chance of the chain hitting the rider’s leg.
We had another drive chain but unfortunately the broken one went through the alternator and we didn’t have another one of those, so once again we were out! The overboost was later traced to the fire which had melted the braided hose to the wastegate on the inside, blocking it and preventing the boost controller from working.
Set up, scrutineered, everything good to go, right? Nearly…
On the first run the large turbo came off its exhaust connector on the launch. The turbo dropped about an inch and touched a wire, which caught fire. 7.39 with a PB 60′ of 1.087 though qualified us 5th after the first round even though most of the run was on minimal boost. The small fire was extinguished in the waiting area at the finish after a brief “FIRE…FIRE” moment.
It was a tad busy on the banking…
Unfortunately on our second run just edging forward to the burnout box there were some unpleasant noises from the motor before it stalled and locked up. Three valve heads in cylinder number 2 had come off, one lodging itself in its port and the other two damaging the piston and head so we were out of the competition.
One theory is that a valve was slightly bent at the previous meeting when we popped the manifold. Valve spring pressure can mean that a slightly bent valve will straighten up and seal properly when it closes, only to return to being bent again when it opens, This repeated flexing ultimately causes the valve to fail some time later.
We’ll need to get the head skulled or welded and fit all new valves but hope to be out again either at the National Finals or the Extreme bike weekend. In the meantime good luck to our fellow competitors in Top Fuel Bike, see you next time!
PS congrats to Rene van den Berg on a storming 6.15 @ 229mph!
July and August 2016 were a bit difficult for us. We went to the Summernationals with the turbo repaired and some new EGT sensors in the hope of gathering some more accurate data but a loud pop on the burnout of the first run again killed the small turbo. The carbon seal hadn’t worked.
With the seal replaced with a stronger version we went to a RWYB at the Japshow but the same thing happened again, only this time on the first run and it blew the inlet manifold apart for good measure. The team decided to bit the bullet and move the throttle body from in between the large and small turbos to after the small turbo. Lots of time and fabrication, but it would mean the turbo wouldn’t need a carbon seal.
The Main Event 2016 was our first ever venture with Storm into European competition and the FIM Top Fuel Bike class. As no Funnybike class exists under FIM rules turbo bikes (and any other non-nitro bikes) are allowed to enter but can only qualify if they have previously run in the sixes.
We left the bike largely unchanged from the Festival of Power with the exception of asking sponsors Owen Developments to fit a carbon seal to the small turbo to prevent oil getting sucked through it. A more complex procedure than it sounds as it required a new turbine shaft! Lorcan had a bit of running around to do to obtain his FIM European licence but it all got done in plenty of time.
The first day of the four day event was set aside for the Sportsman classes so we spent the day setting up our pit and getting scrutineered.
We got a nice mention in the event programme too.
Main Event programme
Saturday dawned cloudy but dry with a tailwind. Scheduled to run around 11.30am a big Pro Mod crash at the top end delayed proceedings for everyone and we ran at around 3pm. After a strong burnout the engine revs weren’t steady at idle and tried to pull the bike forward as Graham was pushing back. David Warren signalled a bye-run but after a solid 1.10 sixty foot the engine went flat and once again popped a cam cover bung out.
Santa Pod photo
Julian Hunt photo
Holding on to get a qualifier in the bag a rather mild 7.2 @ 177mph was the result which qualified us around 4th after the first session. With the bung glued in place and the oil mess cleaned up we went out for session two a couple of hours later but the bike wouldn’t burn out.
Investigation showed the plug on cylinder 3 had lost its electrode and there were burns into the head and sealing rings on 1 & 3. We were out of the event.
Yvona Kneblova photo
We finished up qualifying 6th, pleased to qualify but so disappointed not to have done better. Ian King dominated the class with 6 out of 7 runs in the fives and the event win. Well done Ian! Rikard Gustaffson also ran an excellent 6.0 on only his fourth ever quarter mile pass on his new Top Fuel bike, shutting off at 1000′ and only using first gear!
We now have to get the head repaired and correct whatever caused the damage. See you at the Summer Nationals.
Extreme Bike Weekend in October 2015 didn’t go that well for us, the combination of trying a weaker fuel map and low temperatures made the bike too aggressive, creating wheelspin, tyre shake and clutch slip and we didn’t make a single good pass. But with everything otherwise working well, and still on a high from our 6 second, 200+mph passes from the National Finals, it was still a good end to the year and left us with unusually little work to do over the winter.
The weather forecast was not good for the early Easter meeting, with Friday being the only likely good day. We set up our pit and scrutineered on Thursday so we were ready to make the most of it on Friday. Unfortunately several track incidents delayed proceedings in the morning and, despite the best efforts of the excellent Pod crew, we were running late by lunchtime.
Our first run at around 2pm was set to use the “safe” fuel map from the National Finals coupled with our new anti-lag strategy which Mark from Owen Developments had installed over the winter. A wheel-up launch was swiftly followed by tyre shake from 20′ to around 150′ out at which point Lorcan shut off, followed by a quick squirt in second gear to pass Thomas Joswig in the left lane. An 8.36 @ 161 was the result but with a PB 60′ time of 1.11 which was encouraging, considering the tyre shake. At about half track one of the right side cam cover rubbers came loose and gave Lorcan a shiny leg but no damage was done.
Tim Felce photo
Tim Felce photo
Callum Pudge photo
Mick made some adjustments to the clutch but our next run, scheduled for around 5pm didn’t happen til nearly 7.30pm, by which time it was dark and the track temperature had fallen from the mid 20s to just 7.5 degrees C. Not expecting too much, we were surprised to see the bike hook up and launch with a 1.09 sixty foot. On course for a certain 6 second pass Lorcan thought he felt the power drop off in third gear so shut off at around 900 feet and 5.5 seconds into the run to give a 7.07 pass at 160mph, making us #1 qualifier.
We were delighted by this progress as getting an 800lb (+ rider) turbo bike to launch was always going to be a challenge and critical to the success of the bike. Unlike Top Fuel bikes we can’t launch from idle, but still have nearly as much weight to move, so the specific clutch and boost management required took some time to arrive at.
Saturday dawned windy, as predicted, with a 20mph+ crosswind. With our qualifying time looking safe we elected not to run another qualifier if called and to keep an eye on the weather. We were surprised to see Top Fuel bike run around lunchtime and poor Nick Milburn get blown across the track in front of Steve Woollatt and come off at the finish line. Hope the shoulder heals soon Nick and glad you’re otherwise ok. Bikes were cancelled for the rest of the day and with rain forecast for Sunday we packed up and came home. This turned out to be the right decision as the meeting was later cancelled.
Here’s Sarah’s video of both runs, see you at the Main Event, May Bank Holiday!