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    Turbine Racing in Seattle
    Turbine Racing in Seattle
    Turbine Racing in Seattle
    Ebook180 pages52 minutes

    Turbine Racing in Seattle

    By David D. Williams

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    Hydroplane racing captured the heart and soul of Seattle in the early 1950s and never let go. No Seahawks, Sonics, or Mariners game has come close to drawing one-quarter of the audience that watches the hydroplanes race. The unmistakable sound of the boats huge motors was as big an attraction as the racing itself. In the mid-1980s, something began to change. The distinctive roar of the old Thunderboats gave way to the whoosh of the turbine. The old names like Muncey and Chenoweth were replaced by new names like Hanauer and Villwock.
    LanguageEnglish
    PublisherArcadia Publishing
    Release dateJul 18, 2007
    ISBN9781439634400
    Turbine Racing in Seattle
    Author

    David D. Williams

    The Hydroplane and Raceboat Museum is the only national museum dedicated exclusively to unlimited hydroplane racing. The museum has the world's largest collection of photographs, films, and boat-racing memorabilia. David D. Williams, the museum's director, has been driving unlimited hydroplanes since 1993 and was the primary stunt driver for the movie Madison. This is his fourth book for Arcadia on the subject of hydroplane racing.

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      Book preview

      Turbine Racing in Seattle - David D. Williams

      work.

      INTRODUCTION

      Hydroplane racing has been an important part of the Seattle sporting scene for over 50 years. The roaring, bouncing, fire-breathing hydros captured the attention of Seattleites in the early 1950s and have never let go. In the mid-1980s, the sport began to change. The loud, gutsy, piston aircraft motors that powered the hydros were replaced by quieter, more sophisticated turbine engines. By 1985, the sport was totally dominated by turbine-powered boats. For many fans, the history of the sport is easily divided into two distinct eras, the piston era, from 1950 to 1984, and the turbine era, from 1985 to the present. The piston era was covered in my previous book, Hydroplane Racing in Seattle. This new book tackles the turbine era.

      Before we begin to talk about turbine racing, I want to answer one basic question. What is a turbine? Quite simply, a turbine is a rotating device that extracts energy from a moving fluid. (The word turbine comes from the Latin turbinis, meaning vortex.) The simplest turbine that comes to mind is a child’s pinwheel. The blades of the pinwheel extract energy from the moving air (remember, to physicists, air is considered a fluid).

      Most people understand how a piston engine works but feel that a turbine engine must be far more complicated and difficult to understand. In fact, nothing could be further from the truth. The supercharged Merlin engine with all of its valves, cams, and drive gears has more than 4,000 moving parts and is just about the most complicated motor ever built. A modern turbine has only a few moving parts and is really quite easy to understand. Start by closing your eyes and imagine that you have a Bic lighter, a squirt gun filled with gas, a pinwheel, and a large paper soft drink cup (like you get when you go to the movies) laying on a table in front of you. With your imagination, knock out the bottom of the cup, and place your pinwheel at the narrow end of the cup. Now just about two inches in front of the pinwheel, drill an imaginary hole and insert the lighter. Next drill another imaginary hole two inches ahead of the lighter and insert the squirt gun. Now carefully blow into the big open end of the cup, then start squirting the squirt gun and flick the lighter on. As the air carries the gasoline into the lighter, the gas ignites, causing it to expand dramatically and rush by the pinwheel. The pinwheel will spin furiously. Now attach a prop shaft to the spinning pinwheel and you have a simplified model of a gas turbine. In the real world, the parts are all made of metal and the paper cup is called an inlet. The gas-filled squirt gun is called a fuel nozzle, the lighter is called an igniter, and the pinwheel is called the power takeoff wheel.

      Today’s unlimited hydroplanes use a 600-pound, 2,850-horsepower Lycoming T-55 L-7 engine from Vietnam-era Chinook helicopters, but it didn’t start that way. For the entire story of the evolution of unlimited turbine racing, read on.

      The lightweight, powerful Lycoming T-55 L-7 turbine is perfectly suited for unlimited hydroplane racing. Weighing approximately 600 pounds and putting out 2,850 horsepower, it has dominated unlimited racing for two decades.

      1

      1968–1974 THE INNOVATORS

      The start of the turbine era in unlimited hydroplane racing can be pinpointed to January 5, 1968. That was the date Harry Volpi, chairman of the Safety and Technical Committee of the Unlimited Commission, signed the permission to build form for Don Edwards and the Golden Komotion turbine hydroplane.

      The 30-foot, 2-inch–long and 11-foot-wide aluminum boat was designed and built by Rich Hallett. She was patterned after the world’s record-holding jet boat Hustler, which Hallett had designed and built for Lee Taylor. The Golden Komotion’s power plant was a 5,000-horsepower Allison T-40. Edwards was a veteran drag boat racer who had won a number of national championships with his Hallett-built, automotive-powered drag boats.

      As the boat neared completion, a sponsorship deal was negotiated with Andy Granatelli and the STP Corporation. Reluctantly, Edwards turned the $50,000 deal down when he realized that his boat would not be finished in time for the 1969 season.

      Edwards pushed ahead, hoping to make the final race of the year in September. In a late night test firing, something went wrong. The engines exploded in a ball of fire and were destroyed. Edwards was out of money and the team folded. The boat never hit the water.

      On the other side of the country, a small group of racers in North Tonawanda, New York, were working on their own turbine project. Paul Cozard purchased Guy Lombardo’s Tempo VII and replaced the Allison engine with a GE T-58 from a Sikorsky Sea King helicopter. The 1,200-horsepower engine weighed less than 400 pounds and was mounted in front of the driver with the exhaust going into a long duct on the right side of the cockpit.

      The boat was renamed Turbine-1 and was driven by Ace Englert. The project never panned out, and the boat was eventually sold to the Guy Lombardo Museum in London, Ontario, and restored to

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