Rice/Vigeant
Racing Newsletter May 13,
2005
It's been six months since we've sent out a newsletter. Sorry
about that. This will hopefully explain things and bring you up
to date.
Two unfortunate events occurred at the end of October 2004.
The first was Alan's crash at 195 mph, during World Finals at
Bonneville Salt Flats. During Alan's run, the car was pulling hard to
the right. He counter by turning harder and harder to the
left. At about the 4 mile mark, the car became uncontrollable, as
he tried to slow down, the car spun to the left. As it came
around, the rear axle cracked at the right wheel hub and that tire
broke off, the canopy blew off the car. As the car continued to
spin, the left wheel came off the same way. The car then swung
back the other way, went all the way around, before finally rolling
over. As it rolled over, the scoop was scraped off, and we lost a
front wheel. After a couple of slow, smooth rolls, something dug in,
and the car went over hard a couple of times, scraping the nose
off.
Alan's Wild Ride.
Finally, it rolled over slowly one last time before rocking to a stop
upright. (The crash video was shot by Mark Brazeau of Land Speed Racing Video and is
available here.)
The safety equipment worked perfectly and
Alan walked away unhurt (he was a little sore the next day) the
same could not be said for the car. Most of the car
was structurally intact, (in fact the engine was still running).
But several, critical things were damaged or destroyed. Some,
like both axles were obvious right away, others, like the rear frame
and the steering box, we didn't discover until later. More on
that below.
The second unfortunate event in October, was that James & Alan's
father, Phil Rice, passed away from cancer. Obviously that put a
serious damper on things, and family obligations took precedent
over any thoughts of repairing the car.
Phil Rice at 2001 World Finals
When we finally
got back to looking at the car, we discovered that it was quite a
mess. It had sat in storage, without cleaning, since the
accident, so there was lots of salt and some corrosion. Our first
step was to disassemble, clean, and inspect each part of the car.
The relatively intact car started to look a lot less so.
Initially, we thought the frame had remained straight, but after
carefully measuring, we found the frame around the engine was slightly
tweaked. This part of the frame was intentionally made weaker
that the driver's cage, so that stress could dissipate by deforming
metal there before it deformed the roll cage. This seems to have
worked. But it also meant that the bent tubing needed to be replaced.
These repairs required removing the lower body, which is a major job,
but would probably have been needed anyway. At least with the body
removed, we could see everything. Once the car was comply
stripped down, the frame was clamped onto Mark's welding table where it
was easier to move around, at a comfortable working height, and less in
the way in the garage.
Mark & Alan
working on the frame.
The
inventory of parts that were repairing or replacing has grew very
long. The front axle, steering box, wheels, and everything else
related to the front end was bad. Only the steering box was
salvageable, but needed to be completely disassembled, welded and
rebuilt. The entire rear axle, and rear suspension needed to be
replaced. At least the rear wheels were OK, although one was found a
mile from the accident. The left side of the frame around the
motor had to be cut out and replaced. Part of this we were going
to do anyway, so we could change motors easier. The amount of body work
needed is so enormous, that we haven't really considered it yet, but we
know the canopy must be rebuilt, the nose hammered back into shape, and
reattached. (or maybe just replaced). The scoop was scraped
off but it is otherwise undamaged. The body around the driver has
several wrinkles that need to be fixed. The rear engine cowling
survived rather well, only getting a couple of small holes, loosing the
scoop, and one Dzut button. (It stayed attached during the
accident).
Mark machining
the new rear wheel hubs.
The longest lead
time items are the axles. We stared designing new hubs for the
rear, to fit on a new, stronger axle, that doesn't taper at the
ends. The machining on these parts is taking a long
time. The front axle went faster. We just ordered
one. It came in quickly and has been installed. We found
two used front rims, very similar to the ones that were destroyed. The
frame has now been fixed. Next up is rebuilding the rear
suspension, and continuing the machining on the rear axle and
hubs. It looks like we won't be ready to run until this fall, and
even then, I doubt the body work will be done. That may have to
wait until next spring.
The new front
axle (top) with the old broken one.
Our company,
ChronoLogic Timing has timed a couple of private meets over the last
few months, If you saw the Monster Garage with the Belly Tank
lakester, driven at Vandenburg AFB, that was us timing it. Alan
and I, (but mostly Alan), are working on a new data-logger, tentatively
called "DataLogic". Our goal is a cheaper & easier system
than anyone else has out there. The work is going slow, but we
should have a fully working prototype running within a few weeks.
All the individually pieces have worked, so now we just have to combine
them.
The first race
of the season is this weekend. It is planned to be a two day meet
at El Mirage, assuming the lakebed is dry enough. If you plan on
attending, please remember how dangerous El Mirage can be. Don't
take safety for granted. Keep your speeds down, always keep a
sharp eye out for other vehicles and idiots. Bring shade and
water. If you get the chance, swing by the tower and say
"hi".
James Rice