I do have some video footage of the 57-58 Turbine car, a long with a Auto
show showing the new 57 Desoto, plus some " short " adverts with G. Marx.
This is not taken from the 55-61 mopar years Video / C.D. Would these clips
be worth transfering to C.D & up loading in the archive ?
Dave.
----- Original Message -----
From: "Bill Watson" <wwatson5@xxxxxxxxx>
To: <L-FORWARDLOOK@xxxxxxxxxxxxx>
Sent: Monday, December 12, 2005 7:06 AM
Subject: Re: [FWDLK] Turbine Cars
Turbine engines were installed in -
1st generation engine (CR1) -
1954 Plymouth Belvedere 2-door hardtop (2 built)
1955 Plymouth Belvedere 4-door sedan
1956 Plymouth Belvedere 4-door sedan
2nd generation engine (CR2) -
1957 Plymouth Belvedere 4-door sedan (converted to 1958)
1959 Plymouth Fury 4-door hardtop
3rd generation engine (CR2A) -
1960 Plymouth Fury 4-door hardtop
1960 Dodge Truck 2½-ton (which became the 1962 Dodge Turbo Giant Truck)
1961 Turboflite show car
1962 Plymouth Turbo Fury 2-door hardtop (2 built)
1962 Dodge Turbo Dart 2-door hardfop (2 built)
4th generation engine - (CR2B)
1963 Chrysler Turbine Car 2-door hardtop - (5 prototypes)
1963 Chrysler Turbine Car 2-door hardtop - (50 built)
5th generation engine -
1966 Dodge Coronet 500 2-door hardtop (used through 1973)
6th generation engine -
1973 Dodge Coronet Custom 4-door sedan
1973 Plymouth Satellite Custom 4-door sedan (2 built)
7th generation engine -
1976 Dodge Aspen SE 4-door sedan (2-built)
1977 Chrysler Turbine LeBaron 2-door coupe
1980 Dodge Mirada 2-door coupe
The biggest problems with the 1st generation turbine were heat (up to
2000F), no braking effect on deceleration, extremely high NOx emissions,
extremely high costs of manufacture, and high fuel consumption. With each
generation the power and fuel consumption improved, and Chrysler was also
able to lower the temperatures to some degree. Acceleration and engine
braking were improved by varying the flow of fuel onto the engine's
turbine
wheels. Costs of production proved to a big problem due to the high
heat,
but the development of ceramics helped in the 1970's.
There were a number of advantages - 80% fewer parts, virtually no CO
produced, no warm-up period, instant heat, no oil comsumption (no
pistons),
no coolant needed (air cooled), can burn any non-leaded fuel, from peanut
oil to Chanel No 5. Also, the engine was attached to Chrysler's
automatic
transmission and did not need a torque converter.
When the 1966 Coronet was built, Chrysler was considering offering 500
turbine engines in the 1967 Dodge Coronet. Chrysler was working on a
Charger turbine show car around 1964, but that turned into the production
1966 Charger, with no turbine, But Chrysler ran into a brick wall with
the
NOx emissions and the government's plans for emission regulations. Also,
Chrysler was having cash problems developing new models and meeting both
safety and emission regulations.
In 1972 the Envriromental Protection Agency gave Chrysler $6.4 million to
work on the turbine's cost and emission problems. Chrysler was chosen as
it
was accepted as the closest to probable production of any automakers
turbines. Ford and GM units were truck related.. NASA was also
involved
in the late 1970's dealing with the heat problems,. for example.
By 1977 Chrysler was using electronis fuel control on the engine, which
was
now smaller than before. Instead of the 150-bhp net of the 6th
generation
engine, the 7th had 104-bhp. Chrysler was able to produce an engine that
performed as well as any piston engine and could meet HC and CO emissions
with no problem. The two Aspens were used by DOE employees and proved
utterly reliable and virtually flawless. But the NOx emissions were the
hang up.
The arrival of Ronald Reagan in the White House in January 1981 marked an
new era in government - cutbacks. And the contracts with Chrysler were
thus cancelled. Up to that point Chrysler was working on the idea of
offering the turbine engine as an option in the Dodge Mirada. Chrysler
was
also working on the 8th generation turbine, sized to fit under the hood of
a
K-car.
But that was not to be. The turbine program was cancelled in March 1981
when the government money ran out. Given the fact that Chrysler was
fighting for its life at that time, Chrysler had no money to continue work
on its own. The general consensus is that as long fossil fuels are
plentiful, there is no need for the turbine.
Bill
Vancouver, BC
----- Original Message -----
From: Jack Johnson
To: L-FORWARDLOOK@xxxxxxxxxxxxx
Sent: Sunday, December 11, 2005 6:10 PM
Subject: [FWDLK] Turbine Cars
Hi to all,
I seen that Chrysler put a Turbine engine in a 1955 Plymouth and then in
a 1963 Chrysler. Does any one know how it worked out in the Plymouth and
why Chrysler did not keep up the turbine concept. Also I did see the 1963
Chrysler Turbine car drive past my spots at Chryslers @ Carlisle a few
years
ago and was able to meet the owner and take a few photos. Again why did
Chrysler not keep this going. I also was told by my friend who is a car
salesman at the oldest Chrysler Dealership in the country (that is stilled
owned by the original owners) that the 1963 Chrysler Turbine came to this
dealership in 1963 and he got to ride in it. He still is a salesman
there.
The owner still comes in every day and when in town, I stop by and see
him.
He is 89 years old.
Any way back to the turbine cars. Any one know why Chrysler didn't
pursue this more and produce these for the public?
Jack in snowy Shinglehouse, Pa
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