Histo ry of Chrysler Corporation GAS TU RBI N f VEHICLES ENGINEERING DFACE d.~ CHRYSLER ~ CORPORATION HISTORY • f CHRYSLER CORPORATION GAS TURBINE VEHICLES MARCH 1954 - JUNE 1966 • A review of gas tlJrblnc-powcred vehicles shown publicly by Chrysler Corporation. • CHRYSLER CORPORATION ENGINEERING OFFICE Te<:hnIcal Information January. 1964 Revised: August 1966 HISTORY of CHRYSLER CORPORATION CAS 11JRBINE VEHICLES MARCH 1954 - JUNE 1966 • EARLY INVESTIGATIONS AND RESEARCH At Chrysler Corporation. the earliest work on gas turbine engines dates back ((> before World War II,when an e~ploratory engineering ~urvcy was conducted. These studies showed tha~ although the gas turbin.. engIne had strun" possibilities of being an ideal automobJle engine, nehher materials nor techniques had advanced to the point where the cost and time of imensive research would be warranted. At the close of World War n, studies of completely new concepts in gas turbine design were staned. As a result of this work, Chrysl"r was awarded, in th" fall of 1945, a research and development contract by the Bureau of Aeronautics of the U. S. Navy to , create a turboprop engine for aircraft. This program' -although terminated In 1949-­ reswted in the development of a turboprop engine whIch achieved fuel economy ap­ proaching that of aircraft piston engines. Chrysler research sciemists and "ngi"""rs then retum"d to their original obJective-­ the automolive gas turbln" engine. In the early 1950's, experimental gu turbine power plants were operated On dynamometers and in test vehides. Active componentdevelop­ m"m programs were carried OUt 10 Improve cumpresaors. r"K"nerators. turbine seclIons, burner comrols, g<!ars, and accessories. Here they faced many challenges; fuel consumptIon had to be competillve with COnven­ ilonal engines; components bad to be small and blgltly effIcient; noise had to be In the tolerable range; engine braking was a necessity, and th" acceleratjllJ1 tIme-lag had co be reasonable. In addition, readily available and non-strategic hJgh temperature materials had to be developed. exhallst gas wmperature" had to Itt: low, and development work had (0 meet the requirements of buJlding an "ngln" which would be light, compact, reliable, easy to malmaln and. from the COS! aspeCt, competilive with the conventional automobile engines. In spite of th"se difflcuJt requlr"mems, Chrysler research engineers were cunvlnced that the putemlalities of the sutomot;v" gas tllrblne engine w"r" mor" than suUJci"m to warrant Intensive research and a full-scale design and development prognm. CONTENTS ~ EARLY INVESTIGATIONS AND RESEARCH .. .. ... ... .. I Survey before World War II Navy contract for aircrait engine Automotive turbine development Problems to be solved with the turbine Advantages of today's turbine THE FIRST nJRBlNE CAR ......................•.•. .. 3 19S4 Plymouth 1\Irbine Display IH Waldorf-Astoria in New York City Demonstration at the Chrysler Proving Grounds The first engine and its Important features Installation in a 1955 Plyn;outh THE 1956 CROSS-COUNTRY ENDURANCE TEST . ... .. .. .... 6 1956 Plymouth test from New York City to Los Angeles Improvements In the engine THE SECOND GENERATION TURBINE 8 1959 Plymouth teSt trom Detroit to New York lbe engine and its major improvements (efficiency and materials) A TRIO OF GAS TURBINE VEHICLES ... ................. .. 10 lbe 1\Irbofllte 1960 Plymouth Turbine car TWo-and-a-halt ton Dodge truck with a turbine engine Gas Turbine Power Conference In March 1961 AN IMPORTANT PHASE OF RESEARCH AND DEVELOPMENT 12 A coast-to-coast engineering evaluation 1962 Dodge 1\lrbo Dart lbe third generation turbine (CRU) and its speCiflcatioDll CONTENTS (cont'd) CONSUMER REACTION TOURS. ,,,,,,,,,,,, . ,,,, . , . , . I%2 Dodge Turbo Dart and Plymouth Turbo Fury Arrangements for me tours Consumer reactions Announcement to build 50 to 75 turbine cars Dodge Turbo Truck Chicago Automobile Show Enslneerlns award received by Mr. G. J. Huebner, Jr. A 'TURBINE CAR FOR PUBLIC EVAWATION 20 Chrysler Corporation Turbine Car TIle Fourth generation turbine engine snd Its speci!icatlons DriVing the car Production faclllties Consumer Research Program 5elecflon of users First consumer delivery Summary of Consumer Delivery Program RESULTS OF CONSUMER EVALUATION PROGRAM, ,, . ... .. .. Users' Reactions Engineering gains from the users' progrsm The service Aspect OTHER EXPOSURES OF THE TIJRBINE CAR. .. , . .. ,, . 38 Shopping Center ExhibIt World Tour The Turbine Car st the World's Fall' Tour of Collego:s Remarks A LOOK TO THE FU'TURE , . , . , ... .. .. .... .. ' ... - 2 - Today. It Is obvious that the advantages of the gas turbine over the conventional englDe axe, lndeed, real. Some d. these advantages are: Malntenancl! 111 reduced considerably Engine JUe-expe<:t:aney Is much longer Development potential Is remarkable The number of partll Is redl,lCed 80% TunJng-up Is almost ellminated Low-temperature lIllUl1ng dltHcultles are eliminated No warm-up period Is necessary AntUreeie is not needed Instant heat Is available In Ihe winter The engine will not stall with sudden overloading Enstne operation Is vibration-free • Operates on wide vadety of {\leis Oll consumption 18 negligible Engine weight is reduced . EWWJt glUIe" are cool and clean - , - TURBINE ENGINE FITS NEATLY INTO 1954 PLYMOUTH A gas turbine engine without a regenerator ",'Culd have required several times the amount of fuel normally used in a regcnerator-ccplpped engine. The extra fuel would be re' quired to heat the gases to operating levels. The regeneralof also performed another imponant function. 11 reduced the exhaust temperature from ab<Jut 1200 degrees F at fuJI engine power to a safe level of less t) SOO degrees F. Even mor<, Important. at Idle the temperature was reduced to 170 degrees F. By the time the gases pass through the exhaust ducts to the atmosph.ere. tlle temperature was reduced even further. Even with these breakthroughs. a great deal of work and many development problems still remained. en the date of the original turbine disclosure (March 24, 1954), Chrysler Cnrpor;>tion stated: "Whether we ultimately sllal! see commercial production of gas turbines for passenger cars depends on the long·range solution of many complex metallurgical and manufacturing problems. There is nO telling at this time how long it wili take to solve these problems." ~ , . Almost a year later. the same basic engine ...·as Installed in a 1955 Plymouth. Thlsc;:ac. although llCver displayed at public emihits, was used for driving evaluation ["SiS on DetrOit area streets. DETROIT TRAFFIC TEST FOR 1955 PLYMOUTH TURBINE THE 1956 CROSS-COUl\.'TRY ENDURANCE TEST In March, 1956, another hi storie event took place- -the fi rst transcontinental jou rney of an automobile powered by a gas turbine engine. 1956 TURBINE SPECIAL EN ROUTE CROSS-COUNTRY The turbine car--a (our-dlKlr 1956 Plymoulh sedan, a standard producllon model in every respect ellcept for the revolutionary Chrysler-developed power plant--departed from the Chrysler Building in New York City On March 26. On /l.1arch 3D, four days and 3,020 miles later, it completed the cross-country endurance test when it arrived at the Cily Hall in Los Angeles, California, The purpose of the run was to lesl the turbine's durability, acceleralion, fuel economy, cont·rol In traffk, acllon on steep grades, and operation under various climatic conditions. It marked another Chryaler Corporation "firsl" in the automoCive record books and was considered a successful test. Over the entire trip, fuel economy averaged approximately 13 miles per gallonu,;ing mostly "white" (unleaded) gasoline and some diesel fuel, The run WaS intorrupted only twice for minor repairs which did not involve the wrbine engine (a faulty bearing in the reduction gear and an Intake casting were repla=d). The engine Itself and Its basic components performed very well and wlthOUI fallures of any kind. TI!e experimental rurblne engine WaB essentlally IDe same as the one tesred previously in the 1954 Plymouth. However. It reflected pr<>g:reB8 in the followlni major poinlll: englnelIlcUol\wu greatly reduced; considerable work had beendone wlthplainbeaIinglI in5teadofmore expensive typea of antlfrlctlon bearings; thecombuatlon systemW8slm­ proved. and engine controla were developed further. Automatic controls allowed the driver to operate the rurblne car JUBt u be would a conventional automobile. MAIN COMPONENTS OF THE FIRST GENERATION GAS 11JRBINE ENGINE were: (A) Ac"essory Drive Cenr,,; (ll) Compressor Impeller; (Cl Regcw:ralor. (0) Coml"l5­ !lOll Chamber; IE) Hrst-Stag<: Turbine. which drives the compres80r Impeller and accessories; (F) Second-Stage Turbine. which supplies power 10 the nsnsmlsslOll; and (Gj Double-Stage Reduction Gearing 10 the transmlsolon. ~ .~ THE SECOND GENERATION TURBINE Basing tllei r calculations 00 eXlens!W! lest da111 and performance results of lhe 1956 cross-conOlly trip, Chrysler c"lllnccrs desJgood and developed II. seccmd engme. After extensive laboratory lestS, It WaS lnslltlJed ill II. standard production 1959 Mymoulhfour­ door hardtop. 1959 PLYMOUTH TURBINE SPECIAL READY FOR ROAD EVALUATION In !)e(,embl.'r, 1958. this lalest Turbine Sroed1l1 made II. 51ft-mile wal run from Cl:troit to New Yorl<. The results showed significilDl Improvement, In flJl':l «onemy. This second generation turblrw (also II. laboratory development tool) operated in the 200 horsepower range: and, although it was improved in almoat evcry reape<:1. tWO areas were panlcullirly oUI81anding-·<:fflcicncy and materials. Three major c~ne components {compressor. regenerator and burnerl show('d slgmfl­ cant ImprovemelUs in opermling efficIency. The eompf('SSOf cffici('ncy WaS brought un to 80 per c<,nt, a 10 per cem increa~e, The r"generator or heat e~~hanger unit re­ c1alme<! ;limost 90 per cenl of the heat energy in tile c~haust gas when.·as pcakelfiClency In the 1951'l cross-coumry run was around 8b per cem. Burner effic;ellq' also was im­ proved ~o that it was approaching the point of itkal combustion. Less apparent. but fully as important as the engine <lesign a<lvances, was the progress In turbine metallurgy.