My first time at Bonneville was in the P-PP 1000, M-PG 1650 and A-PG 1650 classes. Did that for 2 seasons unfaired. Hanging on, while the wind you are creating is trying to rip you off, caused a lot of instability at speed. I set records at 143.1, 176.6 and 167.4 mph respectively. No clue what the HP was...just went for it.
MPS-PG 1350 class. I had 170 RWHP at the time. The best I could get (both passes averaged) was 177 mph. A little more tweaking before the meet a month later netted me 183 mph.
The next year, I played with nitrous (MPS-PF 1350) and did quite well. I was fairly conservative so as not to leave parts and fluid all over the salt. The dyno before the meet was almost 200 RWHP. The bike was lowered to 1" off the ground and the suspension travel mechanically limited. The best I could get was 196 mph.
Season 5, I got a little more radical (1650) and had gotten up to 240 RWHP. With some body work mods done by a friend in CA with some serious CF experience, I was able to slice through a little better. The new shapes were based on "feel" of how the bike was reacting at speed. You can tell where the pressure is and where the turbulence is. Not scientific analysis by any means but you can really tell when the bike flows better. The 2 bottles of juice were now in a custom cage underneath the tail section this time. I netted passes at 3 meets between 205 and 217 mph. The average of my sequential passes came out to 213.989 mph.
Regardless of having a 2 mile run up to the 3 timed miles and better aerodynamics, about 30% of my power is lost to wheel slippage, but it is up there with the big boys in motoGP. With their 240 RWHP, 990 cc machines, 219 mph was the best they could do on the longest of straights during qualifying.
Now, regarding the lady going to ride the Busa, when you are already at 140+ mph, hitting the juice will not pick up the front end nor will the bike get squirrely because of more HP. If the bike is going to be squirrely, it's because the suspension wasn't properly setup to begin with. The nitrous can be managed by any number of systems available on the market to keep delivery smooth and predictable. At speed, hitting the juice won't exactly pin her to the rear of the seat. The battle between HP and dynamic pressure will keep acceleration pretty uneventful.
Modern bikes are awesome right of the showroom floor. A lot of disillusioned people change the gearing, lower the bike and throw in race gas thinking they can break 200. They don't understand it isn't that easy.
Areos, gearing and a buttload of HP will get you over 200. Getting the right mix is the trick.