Witnessing a Chrysler Turbine Car in person was an unforgettable experience. Imagine a high school student, back in the day, being dropped off in front of the school gates in one of these futuristic machines. The sheer novelty, the distinctive sound – it was like a glimpse into tomorrow. Later, spotting another one parked casually by a Southern California beach further cemented the feeling: the automotive future, with its jet-age technology, had seemingly arrived.
The full story of the Chrysler Turbine Car is a fascinating blend of engineering ambition, design innovation, and public relations ingenuity. While many details can be pieced together online, the real depth of the narrative likely resides with those who lived through this era and witnessed the turbine car phenomenon firsthand. How did this audacious project come to life? What inspired Chrysler to entrust these experimental vehicles to everyday drivers? And was the design, penned by Elwood Engel, truly influenced by Ford’s futuristic La Galaxie concept car? The visual similarities to certain Ford models of the time are certainly hard to ignore.
This article delves into the history of the 1963 Chrysler Turbine Car, showcasing its design, its groundbreaking turbine engine, and the ambitious public test program that brought this symbol of automotive futurism to American streets. We’ll explore its legacy, its triumphs, and the reasons behind its ultimate fate, using images including those of Jay Leno’s meticulously preserved Chrysler Turbine Car, alongside scans from original brochures, to paint a comprehensive picture of this remarkable vehicle.
The Genesis of the Chrysler Turbine Car Program
The 1963 Chrysler Turbine Car represents the most extensive experiment in gas turbine passenger vehicles ever undertaken. Chrysler Corporation embarked on a bold venture, hand-building 55 turbine cars and entrusting them to 203 volunteer drivers across 48 states. This program, running from 1963 to 1966, was not merely a technological exercise; it was a carefully orchestrated public relations campaign designed to gauge public reaction and showcase Chrysler’s engineering prowess. The car itself was a product of collaboration between American design and Italian craftsmanship. Designed by the renowned Elwood Engel and engineered under the guidance of George Huebner, the bodies were meticulously hand-fabricated by Ghia in Italy, adding an element of European elegance to this distinctly American project.
Design and Styling: A Blend of Futurism and Familiarity
Elwood Engel, the design chief behind the Turbine Car, had previously honed his skills at Ford, and his design for the Chrysler Turbine Car subtly reflects some of those Ford styling cues. While the car is undeniably futuristic, it also carries echoes of contemporary American automotive design. The Turbine Car was a stylish two-door hardtop coupe, offering comfortable accommodation for four with individual bucket seats. Equipped with power steering, power brakes, and power windows, it provided the expected conveniences of a mid-1960s American car, wrapped in an avant-garde package.
Jay Leno’s Chrysler Turbine Car showcases the vehicle’s iconic front-end design with turbine-themed styling.
Distinctive design elements set the Turbine Car apart. The rear featured prominent horizontal taillights and integrated backup lights within a substantial chrome bumper, creating a unique and recognizable rear fascia. At the front, single headlamps were encased in chrome nacelles, incorporating a turbine-inspired styling theme that reinforced the car’s innovative engine technology. This turbine motif extended to the center console and even the custom-designed hubcaps. Even the tires were specially manufactured with turbine-like vanes molded into the whitewalls, demonstrating a meticulous attention to detail. The exterior was finished in a unique reddish-brown “Frostfire Metallic” paint, later renamed “Turbine Bronze” and made available on Chrysler’s production models, further linking the experimental car to the mainstream Chrysler lineup. A black vinyl roof and a luxurious interior upholstered in bronze-colored “English calfskin” leather with plush bronze carpeting completed the sophisticated and futuristic ambiance.
The Chrysler Turbine Car’s rear design, featuring distinctive horizontal taillights and chrome bumper, is captured in detail.
The instrument panel was another striking feature, utilizing electroluminescent panels for illumination. This advanced system, replacing traditional bulbs, employed an inverter and transformer to generate high-voltage AC power, causing the gauges and a dashboard call-out strip to emit a distinctive blue-green glow, adding to the car’s futuristic appeal. Design credit for the Turbine Car’s aesthetics is often given to Charles Mashigan, who had previously designed the Typhoon show car, displayed at the 1964 World’s Fair. Engel’s design philosophy for the Turbine Car drew inspiration from various sources, including the 1958 Ford “La Galaxie” styling study, particularly evident in the taillight and bumper assembly. This blend of Ford-inspired elements and unique turbine-themed styling led some enthusiasts to affectionately nickname the car the “Englebird,” referencing the popular Ford Thunderbird of the era. Interestingly, the Turbine Car’s suspension diverged from Chrysler’s signature torsion bar system, opting instead for a more conventional independent front suspension with coil springs and a rear suspension utilizing leaf springs and direct-acting shock absorbers.
The 1958 Ford La Galaxie concept car, showcasing design similarities with the Chrysler Turbine Car, particularly in the rear styling.
The Revolutionary Turbine Engine: Powering the Future
At the heart of the Chrysler Turbine Car lay its revolutionary engine: the fourth-generation Chrysler turbine engine, designated CR2A. This engine was a marvel of engineering, capable of operating at speeds up to 44,500 RPM. One of its most remarkable features was its multi-fuel capability. While Chrysler recommended diesel or unleaded gasoline, the turbine could run on a wide array of fuels, including kerosene, JP-4 jet fuel, and even unconventional options like tequila and Chanel No. 5 perfume, famously tested by the president of Mexico. Switching between fuels required simple air/fuel adjustments, with the exhaust odor being the primary indicator of the fuel being used.
An original Chrysler Turbine Car brochure highlighting the car’s futuristic design and turbine engine technology.
The turbine engine boasted significantly fewer moving parts compared to a conventional piston engine – approximately 60 versus 300 – enhancing its potential for longevity and reliability. The turbine rotor spun on simple sleeve bearings, contributing to exceptionally smooth, vibration-free operation. Furthermore, the combustion process in a turbine engine meant that engine oil remained free from combustion contaminants, theoretically eliminating the need for oil changes. The 1963 Turbine engine produced 130 brake horsepower (97 kW) and a substantial 425 pound-feet (576 N·m) of instant torque at stall speed. This translated to a 0-60 mph acceleration time of around 12 seconds at 85 °F (29 °C), which could be improved to a quicker 5 seconds using a “brake torquing” technique. Fuel economy was around 13-14 miles per gallon, but the ability to run on cheaper fuels somewhat offset this drawback.
A detailed view of the Chrysler Turbine Car engine, showcasing its compact design and turbine technology.
Maintenance was simplified by the absence of a distributor, points, and the need for engine coolant. Moreover, the turbine engine’s exhaust was cleaner in some respects, lacking carbon monoxide (CO), unburned carbon, and raw hydrocarbons. However, it did produce nitrogen oxides (NOx), and the challenge of controlling these emissions ultimately contributed to the program’s demise. The engine utilized a modified TorqueFlite 3-speed automatic transmission, connected to the power turbine via a gear reduction unit, eliminating the need for a conventional torque converter. Twin rotating recuperators captured exhaust heat to preheat inlet air, improving fuel efficiency. Variable stator blades managed top-end speeds and provided engine braking. Early turbine models did suffer from throttle lag, higher fuel consumption, and high exhaust gas temperatures at idle, but Chrysler engineers made significant progress in mitigating these issues. The Turbine Car also featured a stainless steel exhaust system with flattened outlets designed to disperse and cool exhaust gases, minimizing heat impact on surrounding traffic. The combustion system employed a relatively simple reverse-flow canister with a spark plug for ignition. Further development, potentially incorporating annular combustion chambers and a second power turbine, could have further enhanced power and efficiency.
Despite its advanced technology, the turbine engine’s sound, often likened to a large vacuum cleaner, was unfamiliar and less appealing to consumers accustomed to the rumble of American V8 engines. High altitudes could also cause issues with the combined starter-generator. Incorrect start-up procedures, such as attempting to “warm up” the engine like a gasoline engine by flooring the accelerator, could lead to stalling. However, the turbine engines proved remarkably durable. During the public test program, the 50 cars accumulated over 1.1 million miles with minimal downtime, demonstrating the engine’s robustness despite its experimental nature.
Public Reception and Program Demise
The public test program provided valuable feedback on the Chrysler Turbine Car. Volunteer drivers generally praised the turbine engine’s smooth, quiet, and vibration-free operation. They also appreciated its ease of starting, even in cold weather, and its rapid warm-up. The car’s ability to run on various fuels, including cheaper options, was also seen as an advantage. However, the slower acceleration compared to contemporary V8-powered cars was a common complaint. Despite Chrysler’s efforts to refine the turbine engine, challenges remained, particularly in controlling NOx emissions to meet increasingly stringent environmental regulations. Ultimately, the escalating costs associated with turbine engine development, coupled with the improved fuel efficiency and performance of piston engines, led Chrysler to discontinue the turbine car program.
Legacy and Surviving Examples
After the conclusion of the user program and public exhibitions, Chrysler made the controversial decision to destroy 46 of the 55 Turbine Cars. Contrary to rumors of import tariff avoidance, this action was in line with the automotive industry’s practice of not selling prototype vehicles to the public, a situation later echoed with GM’s EV-1. Nine cars were spared destruction. Six had their engines deactivated and were donated to museums. Chrysler retained three operational cars for historical purposes, with two now belonging to the WPC Museum. The Museum of Transportation in St. Louis also possesses a functional Turbine Car that occasionally appears at car shows. The Henry Ford Museum in Dearborn, Michigan, has one on display as part of its automotive history exhibit.
Jay Leno pictured with his Chrysler Turbine Car, one of only two privately owned and functional examples.
Only two Chrysler Turbine Cars are in private hands. Collector Frank Kleptz owns a functional example originally from the Harrah museum. The other is famously owned by car enthusiast and television host Jay Leno, who acquired one of Chrysler’s original three retained cars. While the Chrysler Turbine Car program didn’t lead to mass production, the turbine engine technology wasn’t entirely abandoned. Chrysler continued turbine engine development, even creating a sixth-generation turbine that met NOx regulations and installing it in a 1966 Dodge Coronet, though it was never publicly shown. A smaller seventh-generation engine followed in the early 1970s with EPA support, and a turbine-powered Chrysler LeBaron was built in 1977 as a potential production precursor. Interestingly, the design language of the Turbine Car, particularly its coupe form, subtly influenced the design of the 1966 Dodge Charger, demonstrating the lasting, if indirect, impact of this jet-age automotive experiment.
In conclusion, the Chrysler Turbine Car remains a remarkable chapter in automotive history. It was a bold and ambitious attempt to introduce jet-age technology to the everyday driver. While ultimately not commercially viable, the Chrysler Turbine Car pushed engineering boundaries, captivated the public imagination, and left an indelible mark on automotive design and innovation.
