These next posts are about using the wind tunnel data. The main reference is "The Racing Motorcycle" by John Bradley, Volume 1. The first task is to calibrate the rolling resistance curve based on the wind tunnel drag coefficient.
Page 1) The bike with me on it was weighed in 2017 and it was a hefty 755 pounds. A diet and some shop work reduces this 57 pounds, to 698 pounds, total. This weight and the tire pressure are put into a rolling resistance equation refined by Kevin Cooper in the early 1970's. A 125cc Can-Am was used on the Bonneville Salt Flats to collect data. The equations were originally developed by a fellow named Hoerner in the 1960's. The Goldenrod streamliner used the original Hoerner work during its development. Bradley discusses this and includes references to the older research papers.
Page 2) The rolling resistances directly from the equations are listed. Both are on pages 172 and 173 of Bradley's book. These equations are what I used for the table in yesterday's post. Experience has shown they are an overestimate of rolling loss. The Triumph has a very efficient drive system and uses radial tires, rather than the bias ply ones used in the 1970's. That might be the reason for the high calculated values.
A run was made in 2018 with streamlining similar to Run 2 on the wind tunnel spreadsheet, the "Baseline" run. Scooter Grubb took a picture of it and I had my head up high just like in the wind tunnel photos. The speed was 149.61 mph. No big problems happened during that run so it will be used for curve calibration.
The 2018 dyno horsepower is converted to atmospheric conditions during that run. The aero drag for 150 on the spreadsheet is converted, too.