By Steve Lehto
In 1964, Chrysler gave the realm a glimpse of the longer term. They equipped a fleet of turbine cars--automobiles with jet engines--and loaned them out to individuals of the general public. The fleet logged over one million miles; the workout was once a raging success.
These turbine engines could run on any flammable liquid--tequila, heating oil, Chanel #5, diesel, alcohol, kerosene. If the vehicles were mass produced, we'd have automobiles this present day that don't require petroleum-derived fuels. The engine used to be additionally a lot less complicated than the piston engine--it contained one-fifth the variety of relocating components and required less upkeep. The vehicles had no radiators or fan belts and not wanted oil changes.
Yet Chrysler overwhelmed and burned many of the autos years later; the jet car's short glory used to be over. the place did all of it get it wrong? Controversy nonetheless follows this system, and questions about how and why it used to be killed have by no means been satisfactorily answered.
Steve Lehto has interviewed all of the surviving contributors of the turbine motor vehicle program--from the metallurgist who created the unique metals for the internal of the engine to the try out driving force who drove it at Chrysler’s proving grounds for days on finish. Lehto takes those first-hand money owed and weaves them right into a nice tale in regards to the coolest motor vehicle Detroit ever produced.
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Additional info for Chrysler's Turbine Car: The Rise and Fall of Detroit's Coolest Creation
24 for varying tire loads and for the tire data from Appendix 6. 20). Pneumatic trail and aligning torque are much more sensitive to the tire load than the side force. The same conclusion holds with respect to road friction. 25 Scaled side force and aligning torque for Fz 5 4 [kN]. Fz 5 4 [kN]. , where the tire begins to slide). This is valuable information for the driver. The torque from the combined effect of mechanical trail (caster) and pneumatic trail is felt by the driver through the steering wheel.
At the leading edge of the contact area, with total length 2a, the deformation is still zero. The base and the tip of the tread element coincide. With the tire moving with speed V and rolling with rolling speed Vr, the base of the tread is attached to the wheel plane and will move inside the contact area with the rolling speed, say to point B. At the same time, the tip of the tread element will move to point A opposite to the speed V. 38 suggests a positive longitudinal (drive) slip, but this is not a restriction and is merely done for the figure only.
The right-hand part of this figure corresponds to driving (Fx . 0), whereas the left-hand side of this figure corresponds to braking. The outer ellipse describes the maximum shear force, which can be applied for a certain road friction and wheel load. The figure shows clearly (point A) that the side force in case of such a maximum shear force, under presence of a drive force Fx 5 μx Á Fz, will be less than μyp Á Fz. , the braking or driving potential of the tire. The internal ellipses are approximations for the shear force for constant slip angle α and for varying longitudinal slip.
Chrysler's Turbine Car: The Rise and Fall of Detroit's Coolest Creation by Steve Lehto