Posts Tagged ‘rocket car’

MIGRANT APES IN THE GASOLINE CRACK OF HISTORY

November 3, 2008

Rocket cars. Rocket dragsters. It was only a matter of time before the technology designed to put a man on the moon and vaporize entire cities was appropriated by the speed demons on wheels…

It’s simple: the common method for propulsion of the rocket dragsters utilized the following method: pressurized nitrogen forces the hydrogen peroxide onto a silver plate and the ensuing, instantaneous chemical reaction creates a tremendous cloud of hot stream that is force fed out of a nozzle, creating thrust.

Rockets summon, tickle and reanimate many primal notions dormant within the collective human consciousness… they tap into the memories of fire and they evoke the spirit of the transcendental, the exaltation and elevation of the human body and of the human spirit… “They wanted to escape from their misery and the stars were too far for them” – thus spoke Zarathustra and Friedrich Nietzsche about the very banality of existence… rockets are the stuff of Jules Verne books (From the Earth to the Moon) and Fritz Lang movies (Frau Im Mond), of Arthur C. Clark and Stanley Kubrick and 2001 whose symphonic score (Richard Strauss’ “Thus Spoke Zarathustra”) observed a human destiny far beyond the confines of Planet Earth; of the Ancient Chinese and tossed bamboo tubes filled with saltpeter, sulfur and charcoal as part of ceremonial fires and noisy explosions scaring away evil spirits. A full millennia subsequent, this is the stuff of the Sung Dynasty attaching tubes of powder to spears and using the projectiles to repel the invading Mongol hordes… “thunder that shakes the heavens” was the Chinese description of the dual elements of physical devastation and psychological terror… the Mongols appropriated the technology for use in their conquests of Baghdad and from there rocketry spread into Europe… as the Dark Ages gave way to the Renaissance, Sir Isaac Newton solved the theorem of equal and opposite reactions, which became his Third Law of Motion and a pithy explanation of how a rocket generates altitude and velocity… this is the stuff of unmanned rockets built from the blood of indentured Hebrews, subjugated into aiding the Third Reich as it bombed the shit out of London in its quest to establish a Master Race; of the Space Race and the rocket to the moon with spacemen in aluminum suits establishing beachheads on extra terra firma… this is the stuff of our id and a Jungian subconsciousness – of “migrant apes in the gasoline crack of history,” William Burroughs said – of apocryphal legend and honky imperialism and of dusty teenagers ratchet-strapping forgotten solid-fuel rockets onto the hoods of their rusted Chevy Impalas and smashing man and machine into the eternal oblivion of desert stone…

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THE OTHER X-1

November 3, 2008

July 23, 1966, Union Grove, Wisconsin. On this day, an afternoon as hot and as sticky as taffy, the Space Age comes to the local drag strip in the guise of a revolutionary new dragster concept. After three years of testing and two years of construction, the X-1 rocket car, built under the aegis of the Reaction Dynamics Corporation (basically a three-way partnership between a couple of shade tree propulsion experts as well as an expert fabricator and welder, all working out of a garage in Milwaukee), finally makes it maiden voyage down the pavement…

The X-1’s rocket engine has no moving parts and burns 9.5 gallons of hydrogen peroxide. By design, it shoooshes down the 1/4 mile pavement like a shot, and runs out of fuel 1000 feet into the run. Even after coasting for the length of a football field before entering the timing lights, the X-1 is still the quickest and fastest machine on a drag strip, effortlessly eclipsing the speeds and elapsed times of the state of the art nitro-burning dragsters that roar through the speed traps in full song, week after week across America.

Reaction Dynamics’ goal is to design a supersonic vehicle with a target speed of 1000 mph. The first step is to use the drag strip as a means to shake down their ideas.

The throughline for this project goes back to Germany in the 20s. As a pup, Richard A. Keller (“Dick”) saw a photograph of Fritz von Opel’s rocket car, the black brautwurst-shaped roadster that exploded and killed Max Valier. Dick was smitten with the stark white lettering on the car, which spelled out “RAK,” short for “raketen” (Kraut fur “rocket”). It was an eponymous coincidence as RAK was young Keller’s initials also. Of such coinky-dinks, does the trajectory of history twist… Likewise, at a drag strip, the fortuitous meeting of Keller and Ray Dausman with Top Gas dragster racer Pete Farnsworth also tweaks the course of history.

August, 1967, U.S. 30 Drag Strip in Crown Point, Illinois. Chuck Suba, an All-American boy with a healthy sense of curiosity and a clean cut appearance not unlike that of Eisenhower’s favorite son, has been hired to pilot the X-1 rocket car.

This day is a day of destiny.

A gurgling sound bubbles out of the rocket’s decomposition chambers, like Frankenstein on day old pizza. DRAG RACING Magazine reports that Suba “holds the steering yoke vertically, 90 degrees off axis, and aims the front of the car between his third and fourth knuckle, like a sight on a revolver.

“The rocket engine’s exhaust is 4 times the speed of sound… a noise like an afterburner kicks in and suddenly he is off, riding on the head of a bullet.” The X-1 zips to a 5.41 second elapsed time – the quickest ever on a 1/4 mile drag strip. By a bunch.

Documentation of the X-1, and its follow-up, the Blue Flame (both being preeminent rocket cars in the history of maximum velocity) is rather sparse, as is accurate information about Reaction Dynamics, the small business that operated and designed these machines. I know they were based out of Milwaukee, but that is about all I know. So I fly out to Wisconsin on a whim. Once there, I cold call Reaction Dynamics co-founder Pete Farnsworth and arrange to meet him and his wife Leah for Chinese food.

It is thirty years after the Blue Flame set the Land Speed Record. Its driver, Gary Gabelich, might call this meeting of conversation and won ton ala Wisconsin “blenderized karma.” As the Farnsworths and I sit down in a restaurant whose decor can only be described as “cavalier and relaxed rusticana,” I take notice of Pete’s prosaic build and underspoken demeanor. There is absolutely nothing about this guy that says “I-was-part-of-the-intellect-behind-what-once-was-the-quickest-car-on-the-planet-and-I-still- have-a-rocket-dragster-in-my-barn-as-some-weird-totem-and-memento-to-the-days-when-I-set- the-world-on-fire.” Nothing. His accomplishments are absolutely hyper-intense, but the guy is more laid back than a back lot security guard. His wife Leah is small in stature, but there is nothing diminutive about her worldview and opinion. Both strike me as no nonsense. During the course of dinner I begin to understand something that I never knew: that holding the Land Speed Record could be as sweet and sour as any Chinese pork.

Between forkfuls as brackish as Bonneville, I masticate and ask Pete about his transition from Top Gas dragsters to the rockets:

But how did you go from reciprocating engine drag racing into the more, you know, thrust driven stuff?

PETE FARNSWORTH: It was a matter of necessity, really. I was working full time and racing full time and it just became a twenty four hour a day thing to try to maintain a fuel dragster and work 8 or 9 hour a day too, so I was looking for a way to build an exhibition car of some sort.

Um hmm, what, what year was this?

PETE: Probably about ‘63, ‘64, when the jet cars were just starting to tour the circuit. As I have mentioned, we know (amputee jet car driver) Doug Rose quite well and he was running for Walt Arfons at the time and broke away from Walt and started his own car, the Green Mamba (jet dragster) and uh, we figured “these guys have cars that will run all day long, they don’t have to do a massive amount of maintenance on them.” I thought the next step up from a jet car would be a rocket car – and I started looking around at propulsion systems that were available in the early 60s and there basically wasn’t any.

I was out at Oswego Dragway with a gas dragster and an acquaintance from out past in Chicago – we both grew up in Evanston (just north of Chicago) and Chuck Suba had run a shop there, building race cars and doing specialized tune ups and things like that, and he had one of his customers that, uh, I was an acquaintance with – his name was Dick Keller and um, Dick was out there and happened by our pit and recognized me, and we got to talking. He asked me what we were doing and I said, “You know, running a gas dragster now, but trying to put together a rocket car for exhibition.” He said, “Well, that’s funny, cause a friend of mine, Ray Dausman, and I had just finished building a twenty five pound thrust rocket engine.”

Um hmm.

LEAH: And they were both going to go to Chicago where, um…

PETE: … the Illinois Institute of Technology and uh, Dick worked part time as a research assistant into gas technology, which was the research arm of the American Gas Association. So that was our first tie-in with the gas association was the fact that Dick knew people in the industry.

So that connection was made even before you guys ran the X-1?

PETE: Yeah, he was working there at the time when we got together. We started out as DFK Enterprises, for Dausman, Farnsworth and Keller and um, I believe that was 1965. We formed that and this was after a discussion meeting about whether the 25 lb. thrust motor they had built was scalable for something usable for drag racing – and all indications it was so, I decided from what I had heard from all this that this was the way to go because it was throttle-able, it was a reasonably safe fuel to handle and uh, hydrogen peroxide didn’t have any possibilities of explosion, (it is) reusable safe to handle as long as you didn’t pour it into a pile of rags or something and it wasn’t going to spontaneously ignite…

Um hmm.

PETE: We were having truckers trying to drop off great big drums of nitromethane while – you were thinking about your kids taking a nap – that was what they did one day when I was at work and they came with a 55 gallon drum of 98 percent nitro next to benzol straight from California. The guy didn’t have a loading shoot, so we decided we were going to take the back off a semi trailer…

LEAH: Well, it was labeled as cleaning fluid…

PETE: Um hmm, “cleaning solvent.”

LEAH: Cleaning solvent, you know, “no problem, it’s just a solvent.”

PETE: Well, my wife panicked, went down to one of my garages and grabbed a bunch of old tires and they rolled in down and dropped it off onto the old tires. If it had gone off it would have leveled the neighborhood –

LEAH: See that’s why I’m so gray.
(laughter)

PETE: She’d had to cover for me a lot.

Was the design goal ultimately to go to Bonneville and take the LSR?

PETE: No no….

Exhibition money?

LEAH: Um hmm.

(discussion turns to Pete Farnsworth and Chuck Suba towing the X-1 to California in an effort to get the car approved by the National Hot Rod Association for exhibition runs at their tracks.)

PETE: My idea to start with was just to build and exhibition car and Dick and Ray had ideas of going to Bonneville for the Land Speed Record. They started to use it as a stepping stone and I wasn’t involved with the land speed record at all. At that time I had interest in it, but I was following it since I was a kid. You can’t help it if you’re in Hot Rodding to not read about Bonneville, but I had never been there.

HOT ROD did a nice article on it and then we went over to NHRA (in California) and uh, we had contacted them before that we were coming out, (because) we couldn’t even get anyone to come out into the parking lot and look at the car… Finally, I think it was Bernie Partridge came there and he took one look at it and he said, “No.” I explained the car to him, Chuck and I did, and he said well, “We’ll let you know.” So we went back in and in a while they came back out again, you know, didn’t invite us in at all.

(laughter)

PETE: In a while they came back out again and said, no we can’t do this – and explained that they were supported by the automotive industry and that the automotive industry would not want this sort of competition at the track, and from that standpoint I could see it, so they basically said, “No, we’re not going to let you run.”

And one thing was that they said that the car was so fast that it would have too much kinetic energy if it got into the crowd. Well the top fuelers were much heavier and they were going proportionally pretty fast, they had more kinetic energy than we did, but they flat refused to consider it.

LEAH: That was a real heavy disappointment to send the car all the way out there and…

Sure, and you had to know in hindsight that they had their mind made up even before they saw it… then again, you guys were so far ahead of the curve that, whether it was collusion with the automotive industry or not they just couldn’t deal with it.

PETE: I think they saw that after we ran the car and we were the first to go below 6 seconds – we clocked a 5.90 in Oklahoma City and, uh, Labor Day weekend of 1968 – that was the last time the car ran and we went 6.03 and 5.90. Nobody ever recognized it except the Guinness Book of Records, which did recognize it and so we were in there as world 1/4 mile elapsed time record holders. We were two miles an hour short of what Art Arfons did with his J79 Green Monster Car. He had gone 267 mph and we went 265 but we weren’t even running all the way through to 1/4 mile with it (because of) the fuel tank’s capacity. We never had enough fuel to go all the way through and considering we were coasting going through the trap and we were running 265. We probably figured the terminal speed was probably 280, 285 something like that when we shut off and coasted. But uh, that was basically the end of the X-1, we ran it down at the meet at Oklahoma City. We had already started on our promotion with the Gas Industry people and they were there observing what we were doing the day we set the world record (for the drag strip).

Within a month we had signed a letter of intent with them to build the Blue Flame.

INFINITY OVER ZERO by Cole Coonce: PART TWO: PICK YOUR PART

November 3, 2008
Bob's Pawn Shop (photo by Cole Coonce)

Bob's Pawn Shop (photo by Cole Coonce)

BZ IS SILENT

November 3, 2008

BZ is silent.

“Hey man, you gotta’ believe Walt Arfons was onto something,” I bellow over the purr and gurgle of the Pontiac. I knew — or at least, felt I knew — the failure of the Neptune had nothing to do with the fact that its steam-powered engine was just a hot-rodded, modified surplus fuel pump from a Titan Missile.

“It crashed because of aerodynamic issues and a nasty crosswind, nothing related to thrust.”

BZ is still silent.

“It was one of those great ideas that only made one run down the drag strip,” I say.

“If it only made one run, don’t you think that by definition it would be a bad idea?”

“Perhaps.”

Again, I thought of Max Valier. Again I say nothing.

A MODERN FUEL

November 2, 2008

What was the budget going in, I mean what did you guys think you could deliver for?

PETE FARNSWORTH: We signed a contract I believe for $165,000.

Um hmm, so that’s almost a half a million by the time it was done?

PETE: It was a little more than half a million when it was completed run and a movie made about it. It was all part of the budget.

So I’m assuming the chassis’s 4130 chromemoly?

PETE: From the back of the driver to the front of the front wheels, structure in front that held the pressure tanks for the fuel systems was chromemoly 4130 and all the structure from the driver back was 4130. I heli-arced that whole thing together.

And the propulsion system, did they end up using the liquefied natural gas?

PETE: Um hmm. That was a bi-propellant engine, hydrogen peroxide, liquefied natural gas. We did break the primary injection system for the liquefied natural gas on one of the early runs and bypassed and ran the secondary system which we were going to put 3/4 of the fuel through the secondary injection system and 25% through the primary system. We broke the primary system and ended up only through the high speed, the high powered section of it.

Okay, so there was two injection systems but either one used a combination of the two propellants.

PETE: Yeah, yeah…

Because here’s the confusion, some people don’t think that there was LNG running through the car.

PETE: The gas industry insisted on that, there was definitely LNG running through the engine. It helped in creating heat in the combustion chamber on the run and we were way down on power. We went out there, the engine was designed for 22,000 pounds of thrust at full power; the first year we didn’t need nearly that much, we only were going to run the primary fuel injection system, with the 25% fuel flow. We ran it at that and we sunk a big steel post in the Union Grove (drag strip) down in their shutoff area way down at the far end. We tied the car to it and put strain gauges between the car and the post and the post was down in several yards of concrete below ground with a nine inch diameter steel post and, uh, tied it to the car with 5/8 steel cables and we were consistently getting 16,500 pounds thrust cutting the engines. That’s what we went to the Salt Flats with.

Okay I’m trying to understand what you said — The 16,500 pounds was strictly out of the primary injection system? Not even using the secondary?

PETE: We were not going to use the secondary system the first year. We had enough power, we were going to upgrade it the second year supposedly to go supersonic, but in order to do that we would have to have gone to Schenectady, New York and check out the rocket — the Lowell Rocket system on their rocket test — and check it for combustion instability and that would have been probably well, we’re not really even sure, but we think it would have been 50 or 60 thousand dollars additional just to test it in those days. 1970 dollars.

And so you guys wanted to go Mach 1 but the Gas Company just wanted to…

PETE: Well, they got the record and that was enough for them. They toured the car around the world it was the first car to exceed a thousand kilometers per hour in Europe. It was a tremendous hit, over there, Jesus, one thousand kilometers per hour on the ground, but it was just a number. Speed of sound… THAT was the number.

A physical barrier, yeah?

PETE: We were restricted the first year as well by Goodyear: no more than 700 miles an hour with the tires, till they could evaluate the design and take the tires, cut them apart, make sure that everything was all right. So we went 660 with it, with a broken motor, we ended up having 10,500 pounds thrust on the record runs. A very interesting project, but just heartache after heartache. But you know, (these were) experiences that you wouldn’t trade for anything, no matter what.

On one level it sounds like you got jobbed out of you know, going Mach 1.

PETE: No, no, we never said that. You know, we would have liked to have the attempt at it.

Okay, I mean basically that next year you wanted to break…

PETE: They never agreed that they were going to do that, (but to make) an evaluation after we ran the first year.

If the car hadn’t been repossessed and had you guys still had some cash or maybe derive some cash from the car, from appearances and in car shows and what have you, that potentially you would have gone out the next year.

PETE: Perhaps.