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V8th SYMPHONY: "Come Friday, Payday, Full Tank, Full Throttle.'

Tuesday, March 29, 2022

TAG-DODGE: TAKE 10. SHORT BURST BETWEEN RADAR DEAD ZONE..2022.3.29.(UPDATED: 2022.6.9)(TAG-DODGE)

  • NEW UPDATED AIR FLOW TO THE 750 HOLLEY PLUS A FINER ADVANCE SETTING FOR ADDED  PERFORMANCE  WORKED SO WELL, IT WAS HARD TO BELIEVE.




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Thursday, January 6, 2022

THE LITTLE OLD LADY FROM PASADENA.

V2  ROCKET POWERED WINGS INSPIRED THE WINGED HEMI CHARGERS SINCE 1969.

THE LITTLE OLD LADY FROM PASADENA (CLICK HERE)














The Little Old Lady From Pasedena

Jan and Dean
It's the little old lady from Pasadena
The little old lady from Pasadena
(Go granny, go granny, go granny, go)
Has a pretty little flowerbed of white gardenias
(Go granny, go granny, go granny, go)
But parked in a rickety old garage
There's a brand new shiny red super stock Dodge
And everybody's sayin' that there's nobody meaner than
The little old lady from Pasadena
She drives real fast and she drives real hard
She's the terror of Colorado boulevard
It's the little old lady from Pasadena
If you see her on the strip, don't try to choose her
(Go granny, go granny, go granny, go)
You might drive a go-er, but you'll never lose her
(Go granny, go granny, go granny, go)
Well, she's gonna get a ticket now, sooner or later
'Cause she can't keep her foot off the accelerator
And everybody's sayin' that there's nobody meaner than
The Little Old Lady From Pasadena
She drives real fast and she drives real hard
She's the terror of Colorado Boulevard
It's the little old lady from Pasadena
You can catch her all the time, just gettin' her kicks now
(Go granny, go granny, go granny, go)
With her four speed stick and a four-two-six now
(Go granny, go granny, go granny, go)
The guys come to race her from miles around
But she'll give 'em a length, then she'll shut 'em down
And everybody's sayin' that there's nobody meaner than
The little old lady from Pasadena
She drives real fast and she drives real hard
She's the terror of Colorado boulevard
It's the little old lady from Pasadena
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Go granny, go granny, go granny, go (come on granny, go)
Source: LyricFind
Songwriters: Donald J. Altfeld / Roger Val Christian
The Little Old Lady From Pasedena lyrics © Sony/ATV Music Publishing LLC



Wernher Von Braun, 

Development history[edit]

Further information: Wernher von Braun § Early life and education, and Wernher von Braun § Career in Germany
Wernher von Braun at Peenemünde Army Research Center
Wind tunnel model of an A4 in the German Museum of Technology in Berlin

In the late 1920s, a young Wernher von Braun bought a copy of Hermann Oberth's book, Die Rakete zu den Planetenräumen (The Rocket into Interplanetary Spaces). The world's first large-scale experimental rocket program was Opel-RAK under the leadership of Fritz von Opel and Max Valier, a collaborator of Oberth, during the late 1920s leading to the first manned rocket cars and rocket planes,[8][9] which paved the way for the Nazi era V2 program and US and Soviet activities from 1950 onwards. The Opel RAK program and the spectacular public demonstrations of ground and air vehicles drew large crowds, as well as caused global public excitement as so-called "Rocket Rumble" and had a large long-lasting impact on later spaceflight pioneers, in particular on Wernher von Braun.[10] The Great Depression ended these activities. Von Opel left Germany in 1930 and emigrated later to France and Switzerland.

Starting in 1930, von Braun attended the Technical University of Berlin, where he assisted Oberth in liquid-fueled rocket motor tests. Von Braun was working on his doctorate when the Nazi Party gained power in Germany. An artillery captain, Walter Dornberger, arranged an Ordnance Department research grant for von Braun, who from then on worked next to Dornberger's existing solid-fuel rocket test site at Kummersdorf. Von Braun's thesis, Construction, Theoretical, and Experimental Solution to the Problem of the Liquid Propellant Rocket (dated 16 April 1934), was kept classified by the German Army and was not published until 1960.[11] By the end of 1934, his group had successfully launched two rockets that reached heights of 2.2 and 3.5 km (1.4 and 2.2 mi).

At the time, Germany was highly interested in American physicist Robert H. Goddard's research. Before 1939, German engineers and scientists occasionally contacted Goddard directly with technical questions. Von Braun used Goddard's plans from various journals and incorporated them into the building of the Aggregate (A) series of rockets, named for the German word for mechanism or mechanical system.[12]

Following successes at Kummersdorf with the first two Aggregate series rockets, Braun and Walter Riedel began thinking of a much larger rocket in the summer of 1936,[13] based on a projected 25,000 kg (55,000 lb) thrust engine. In addition, Dornberger specified the military requirements needed to include a 1-ton payload, a range of 172 miles with a dispersion of 2 or 3 miles, and transportable using road vehicles.[14]: 50–51 

After the A-4 project was postponed due to unfavorable aerodynamic stability testing of the A-3 in July 1936,[15][16] Braun specified the A-4 performance in 1937,[17] and, after an "extensive" series of test firings of the A-5 scale test model,[18] using a motor redesigned from the troublesome A-3 by Walter Thiel,[18] A-4 design and construction was ordered c. 1938–39.[19] During 28–30 September 1939, Der Tag der Weisheit (English: The Day of Wisdom) conference met at Peenemünde to initiate the funding of university research to solve rocket problems.[13]: 40 

Heinrich Maier and his group helped the allies to fight the V-2, which was produced by concentration camp prisoners.

By late 1941, the Army Research Center at Peenemünde possessed the technologies essential to the success of the A-4. The four key technologies for the A-4 were large liquid-fuel rocket engines, supersonic aerodynamics, gyroscopic guidance and rudders in jet control.[3] At the time, Adolf Hitler was not particularly impressed by the V-2; he opined that it was merely an artillery shell with a longer range and much higher cost.[20]

In early September 1943, Braun promised the Long-Range Bombardment Commission[3]: 224  that the A-4 development was "practically complete/concluded",[16]: 135  but even by the middle of 1944, a complete A-4 parts list was still unavailable.[3]: 224  Hitler was sufficiently impressed by the enthusiasm of its developers, and needed a "wonder weapon" to maintain German morale,[20] so he authorized its deployment in large numbers.[21]

The V-2s were constructed at the Mittelwerk site by prisoners from Mittelbau-Dora, a concentration camp where 12,000–20,000 prisoners died during the war.[22][23][page needed][24]

In 1943 the Austrian resistance group around Heinrich Maier managed to send exact drawings of the V-2 rocket to the American Office of Strategic Services. Location sketches of V-rocket manufacturing facilities, such as those in Peenemünde, were also sent to the Allied general staff in order to enable Allied bombers to carry out airstrikes. This information was particularly important for Operation Crossbow and Operation Hydra, both preliminary missions for Operation Overlord. The group was gradually captured by the Gestapo and most of the members were executed.[25][26][27][28][29]


Mopar Mike's Blog | The Chrysler Missile and Space Division: Say What!?!?!?!? Mopar Mike 08/01/2019 So the other day I was watching James Pumphrey from #DonutMedia talk about the history of the Dodge Daytona and Plymouth Superbird (https://www.youtube.com/watch?v=svS_loWDV0c). While watching the video, he gave some interesting nuggets of Mopar history that made my jaw drop. While discussing the history of these two Mopar icons, he made mention of the Chrysler Missile and Space Divisions. Are you serious? Chrysler made missiles? Hell yeah! The part that caught my attention starts at after 2:20 in the video where James states: "Dodge took their winged beast to the Chelsea Proving Grounds for some testing. But when the drivers got to the track, Dodge engineers gave them specific instructions not to go over 190 miles per hour. Here's why they couldn't do that: Ford had spy planes circling the track. This is wierd... right? Chrysler had a missile division, and Ford had spy planes! What a time to be alive!!!" So how did this come to be? I had to do my research! After a quick google search, I found myself at www.Allpar.com. Curtis Redgap wrote two really good articles describing Chrysler's history in the missile industry. Here are my summarized findings: (siting information found below) After World War II, Chrysler was contracted between 1953-1954 to design and build the Redstone Missile, which would be utilized by the US Military and later by NASA. Initially, the plan was for Chrysler to utilize facility space within the US Navy, but that quickly got nixed when they found they needed over double the space. The first 12 missiles were assembled at the Redstone Ballistic Missile Complex, Chrysler then moved production to their complex in Warren, Michigan. Chrysler was quickly commended for their excellent quality standards, as all missile testings were without failure and functioned as intended. Their Redstone Missiles were given the slogans of "Old Reliable" and "Army Workhorse." Chrysler continued to successfully complete each Army contract their were provided, and that lead into Chrysler recieving a contract to work on the Jupiter Project. The Army commissioned Chrysler to build the Jupiter rocket in 1956, a modified version of the Redstone Missile that would be specifically designed for long-range applications. The Jupiter C rocket was initially developed by Wernher von Braun, who was initially told to not persue the program, but he refused to listen, and continued the program and was able to continue recieving funding for it by disguising it as a civilian satalite program. This became a fortunate mistake ultimately for the United States, as in the late 50s, it became apparent that the US missile technology was trailing behind the Soviet Union's missile technology. Luckily for Braun, the German Nazi scientists being utilized by the USSR had immediately contacted him when they began being returned to Germany in 1952, giving him much needed intel on the Russian technology. This allowed him to gain the upper hand for the United States. With Braun's new-found intelligence, and as well as his current knowledge of missile and rocket technology, when the United States Goverment learned how far they were behind the USSR, President Eisenhower was quite disturbed. Braun however, told the government if given the green light, he could successfully get US missiles and satalites into earth's orbit before the Russians. Although deterred by the disguise of a civilian program, the President authorized the production of the Jupiter C rockets as Chrysler was officially given the contract for the Jupiter rockets in 1956 and the first two tests were successful. While the Jupiter rockets were being built, Eisenhower was still backing an alternate program through the Army called the Vanguard program. Ultimately riddled with problems, the Vanguard program literally blew up on a test launch in 1957. In 1958, NASA officially took over the Jupiter program, with the President signing the National Aeronautics and Space Administration (NASA) officially on July 29th. Shortly thereafter, the 50th Jupiter missile was launched, despite a programming error by NASA, the Chrysler built missile performed as designed. The successful launch lead to Chrysler being contracted to build multiple Redstone Jupiter missiles. The Jupiter Missile program, now under the Explorer program, had replaced the Vanguard program. To no surprise, shortly after the Redstone Jupiter missiles were found to be a success, Chrysler was awarded another contract to build Jupiter C missile boosters for the Army Ballistic Missile Agency. These missiles were not for satellite purposes, but rather military weaponry. Considering the Army-based long range missile systems failed, and the NASA run systems being produced with Chrysler were successful, the Army saw this as a great opportunity to reallocate their missile developement funding elsewhere, leaving the long-range missile programs to NASA. At this point, roughly 75 Redstone rockets had successfully been lauched, which lead Chrysler being contracted to build 8 of these rockets for the Mercury Project. To keep the names in line with previous projects, Braun renamed the Mercury project Saturn, as the previous missile was named Jupiter. Chrysler went on to build the Saturn I, the Saturn IB, and assisted the Douglas Aircraft Company with the Saturn V rocket. As JFK now took over as President of the United States, the USA had recaptured the lead in missile development. Furthermore, Chrysler's Saturn based rocket boosters were a leading contribution to the Apollo missions in the 1960s and 1970s, successfully producing fifteen of the Stage One sections of the Saturn V rockets. Now moving forward towards shuttle exploration, Chrysler proposed a shuttle design for NASA, but it was not the design chosen, officially ending Chrysler's involvement in the NASA and missile programs. #Mopar #MoparInSpace #YeahItsAHemi #MoparOrNoCar #MoparMike #SpaceExploration #Mercury #Jupiter #Saturn #NASA #Chrysler #Space #WithUsOrBehindUs Sources: Pumphrey, James. Superbird + Daytona - Everything You Need To Know I Up To Speed. Donut Media, 23 Nov. 2017, https://www.youtube.com/watch?v=svS_loWDV0c Accessed 31 July 2019. Redgap, Curtis. The Chrysler Corporation Missile Division and the Redstone missiles. Allpar.com, 2008 https://www.allpar.com/history/military/missiles.html Accessed 31 July 2019. Redgap, Curtis. Fly Chrysler To The Moon: The Saturn Rockets. Allpar.com, 2008 https://www.allpar.com/history/military/moon.html Accessed 31 July 2019.




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Sunday, January 2, 2022

DODGE DAYTONAS @ NASCAR-1970, HEMI-WINGED WARRIORS IN FULL FLIGHT. WHAT A SIGHT!

  • THE TWIN HEMI-V8'S FIRST FLEW IN OCTOBER OF 1945, BY WHICH TIME THERE WAS NO WAR, AND, BESIDES,  THE ALIEN ME-262 JET  (AND ROCKET/S) FIGHTER TURNED THE ALLIES INTO THE STONE AGE, AND PUT AN END TO A 200-YEAR OLD EMPIRE., OVERNIGHT.
  • GROUNDED, CHRYSLER THEN CONVERTED IT'S HEMI TECHNOLOGY INTO CIVILIAN USE. FERRARI, BMW, PORSCHE, AND OTHERS FOLLOWED SUIT..






A hemispherical cylinder head ("hemi-head") gives an efficient combustion chamber with an excellent surface-to-volume ratio, with minimal heat loss to the head, and allows for two large valves. However, a hemi-head allows no more than two valves per cylinder, and these large valves are necessarily heavier than in a multi-valve engine. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a "cross-flow" head design. Since the combustion chamber is a partial hemisphere, a flat-topped piston would yield too low a compression ratio unless a very long stroke is used, so to attain the desired compression ratio the piston crown is domed to protrude into the head at top dead center. The result is a combustion chamber in the shape of the space between where the domed piston stops and the dome shape in the head receiving it.

The hemi-head design places the spark plug at or near the center of the chamber to promote a strong flame front. However, if the hemi-head hemisphere is of equal diameter to the piston, there is minimal squish for proper turbulence to mix fuel and air thoroughly. Thus, hemi-heads, because of their lack of squish, are more sensitive to fuel octane rating; a given compression ratio will require a higher octane rating to avoid pre-detonation in a hemi engine than in some conventional engine designs such as the wedge and bathtub.

The hemi head always has intake and exhaust valve stems that point in different directions, requiring a large, wide cylinder head and complex rocker arm geometry in both cam-in-block and single overhead cam engines (dual overhead cam engines may not have rocker arms). This adds to the overall width of the engine, limiting the vehicles in which it can be installed.

Significant challenges in the commercialization of engine designs using hemispherical chambers revolved around the valve actuation, specifically how to make it effective, efficient, and reliable at an acceptable cost.[citation needed] This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head was referred to in company advertising as the Double Rocker Shaft head.[2]

World War II[edit]

Chrysler developed their first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 engine was an inverted V16 rated at 2,500 hp (1,860 kW). The P-47 was already in production with a Pratt & Whitney radial engine when the XIV-2220 flew successfully in trials in 1945 as a possible upgrade, but the war was winding down and it did not go into production. However, the exercise gave Chrysler engineers valuable research and development experience with two-valve hemi combustion chamber dynamics and parameters.

In addition to the aircraft engine, Chrysler and Continental worked together to develop the air-cooled AV-1790-5B V12 Hemi engine used in the M47 Patton tank.

NASCAR 1970

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