yes im well aware of the factors involved in achieving and maintaining a high top end, the busa I'm building will have an aftermarket fuel management system either an accell or motec and a dyna 4000 ign system so I can set the rev limit to what I wish .
here is some aerodynamic information for you speed freaks which places the busa at the top of the aero heap for production cycles
CdA = 3.037 feet 2
Cd = 0.561
A = 6.01 feet 2
these are from windtunnel testing with race crouched rider with the exception of frontal area which was the bike only I still need to do rolling resistance tests but from previous bikes 10% more HP is required to overcome this parasitic drag
what affects top end is mostly drag about 90% of the HP produced is needed to overcome wind resistance and about 10 % rolling resistance ( this is RWHP ) provided you have the power to pull top gear at redline the gear ratios mainly affect acceleration, so from these figures I will need around 300-310 RWHP to achieve 225 mph but remember that this is with a stock body hayabusa with aerodynamic improvements which are allowed in landspeed racing top speed will increase Im hoping for around 480 - 500 RWHP and will be making aerodynamic improvements and am hoping for 240mph I will try it out next meeting future improvements will be a change to methanol and ice intercooler and nitrous oxide direct port injection along with a one off fairing and vortex generators
yes you are correct that salt has a lower coefficient of friction than tarmac its about 70% of tarmac also the salt in Australia is of greater quallity than that at bonneville ,is harder and has greater traction than at bonneville that is why I try and gear as high as i can less tendancy to wheel spin