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  1. 1 Chrysler built 55 metallic bronze two-door hardtops powered by gas turbines. Their bodies were hand-built in Italy by Carrozzeria Ghia in 1963 and 1964. Hemmings (Mark McCourt)
  2. 2 Of the 55, five were prototypes built in 1962 and used for troubleshooting, each slightly different. The other 50 were identical, built between October 1963 and October 1964. National Museum of Transportation
  3. 3 They were never for sale. Users had unrestricted use of a car for up to three months, in return for keeping it in good order and reporting back to Chrysler. Hemmings, 2018
  4. 4 Chrysler announced the loan plan on 14 May 1963. Within six weeks 30,000 people had written in asking to take part; 203 drivers were chosen, 23 of them women. Hemmings (Michael Lamm)
  5. 5 The public programme began on 29 October 1963 and ran for 27 months, ending in January 1966. Hemmings (Michael Lamm)
  6. 6 The 203 drivers lived in 133 cities across the United States, and between them drove more than a million miles. Stahls
  7. 7 Chrysler’s director of research, George Huebner, put the programme’s total at 1.1 million miles. George Huebner, Chrysler, 1966
  8. 8 Only nine survive. Chrysler kept three and gave six to museums; the other 46 were destroyed. Road & Track (Steve Lehto), 2021
  9. 9 All 50 of the user cars were finished in the same colour, Turbine Bronze. Hagerty Drivers Foundation
  10. 10 The five prototypes varied in colour and trim. The fleet of 50 all had metallic bronze paint, a black vinyl roof and a bronze interior. Hagerty, March 2021
  11. 11 The engine was Chrysler’s fourth-generation gas turbine, designated A-831. Hemmings (Mark McCourt)
  12. 12 The Henry Ford lists 130 horsepower at 3,600 rpm, measured at the output shaft, and a weight of 3,900 lb. The Henry Ford
  13. 13 Chrysler said the engine weighed 410 lb, made 425 lb ft of torque, and gave the car the performance of a 230 hp V-8 that weighed twice as much. J. M. Sturm, Chrysler, 1965
  14. 14 Chrysler’s 1965 handover speech said the turbine delivered 130 rated horsepower to the rear wheels. J. M. Sturm, Chrysler, 1965
  15. 15 The story starts with an aircraft engine. Just as the Second World War was ending, Chrysler finished a turboprop design codenamed A-86, then dropped it. Hagerty, 2023
  16. 16 In 1953 Chrysler turned its turbine work towards cars. Hagerty, March 2021
  17. 17 Its first turbine car was a 1954 Plymouth. A turbine 1956 Plymouth then completed a 3,020-mile cross-country road test. Hagerty, March 2021
  18. 18 Hemmings says that 1956 Plymouth went from New York to Los Angeles averaging 13 mpg. Hemmings, 2018
  19. 19 The late-1953 engine was among the first to use its own hot exhaust to warm the incoming air, which cut both fuel use and exhaust temperature. Hemmings, 2018
  20. 20 Two years later a 200 hp turbine took a 1959 Plymouth four-door hardtop from Detroit to New York. Hemmings, 2018
  21. 21 A third-generation CR2A turbine took a 1962 Dodge Dart from New York to Los Angeles in four days, running on petrol, diesel, kerosene and JP4 jet fuel. Hemmings (Mark McCourt)
  22. 22 Chrysler was not alone: GM, Ford, Fiat, Kenworth and many others looked into turbines. Chrysler was the only maker to develop a turbine car for the public to use. Hemmings (Daniel Strohl), 2013
  23. 23 In Britain, Rover had put a turbine in a car as early as 1949. Hagerty, 2023
  24. 24 General Motors began its own turbine programme in 1951 and showed turbine-powered Firebird show cars in the mid-1950s. Hemmings (Michael Lamm)
  25. 25 As The Henry Ford puts it, many companies tried gas turbine cars after the war, but only Chrysler put them in the public’s hands. The Henry Ford
  26. 26 Chrysler announced on 14 February 1962 that it would build 50 specially designed turbine cars for consumer testing. J. M. Sturm, Chrysler, 1965
  27. 27 The car was designed under Elwood Engel and pushed along by George Huebner, Chrysler’s chief engineer of research. Hemmings (Daniel Strohl), 2013
  28. 28 Huebner said Ghia only hand-formed the bodies, beating the panels into shape without dies. The design was American, and the steel, glass and upholstery were all shipped from the US. Hemmings (Michael Lamm)
  29. 29 The finished, trimmed bodies were shipped from Italy to a small rented plant on Greenfield Road in Detroit, where Chrysler Research built the engines and chassis and joined them up. Hemmings (Michael Lamm)
  30. 30 The Detroit Historical Museum says instead that Chrysler hand-built the 50 cars at its Highland Park design studio. Detroit Historical Museum
  31. 31 Huebner put the cost of each car at $50,000 to $55,000. Almost nothing on them interchanged with production Chryslers. Hemmings (Michael Lamm)
  32. 32 Chrysler’s historian Brandt Rosenbusch says the turbine engine alone cost $10,000 or more to make, when a mid-range car cost about $3,000. Hagerty, March 2021
  33. 33 Underneath was a unitised body with coil-spring front suspension, instead of the torsion bars Chrysler normally used. Hemmings (Daniel Strohl), 2013
  34. 34 The front subframe was an experiment in a fully isolated front suspension. It worked well but cost too much ever to reach production. Hemmings (Michael Lamm)
  35. 35 The Henry Ford’s car is 201.6 inches long on a 110-inch wheelbase. The Henry Ford
  36. 36 Huebner described it as a small luxury car with power steering, brakes and windows, and two extra gauges for turbine speed and temperature. George Huebner, Chrysler, 1966
  37. 37 Chrysler said it deliberately made it a familiar family car, with styling “functional and uncontroversial”, so that people would judge the engine. J. M. Sturm, Chrysler, 1965
  38. 38 The Smithsonian points to the bodies’ “turbo motif”, meant to show off the promise of jet power. Smithsonian
  39. 39 Styling details included three large dash gauges, a centre console with its own controls, tail lights that look like jet burners, and a twin horizontal exhaust. Hagerty, April 2021
  40. 40 It is a turbine car, not a jet car. Instead of using thrust, a second turbine stage takes power from the gas flow, through a 10:1 reduction gear. Hagerty, 2023
  41. 41 Michael Lamm’s picture is a blowtorch and three fans. A compressor pushes air in, fuel burns, and the hot gas spins a compressor turbine on the same shaft. Beyond it, with no mechanical connection at all, a separate power turbine drives the car. Hemmings (Michael Lamm)
  42. 42 Two ceramic regenerators, one each side of the burner, took heat from the exhaust and passed it to the incoming air. A single nozzle sprayed in the fuel. Hemmings (Mark McCourt)
  43. 43 Each regenerator was a spinning heat exchanger. Exhaust went in at more than 1,000°F and came out at about half that. Hemmings (Mike McNessor)
  44. 44 A ring of 23 variable blades, moved hydraulically according to the throttle, aimed the gas at the power turbine. Lifting off turned them against it, giving some engine braking. Hemmings (Mike McNessor)
  45. 45 With a 4:1 compression ratio it made 130 hp at 3,600 rpm at the output shaft, and 425 lb ft of torque at stall. Hemmings (Mark McCourt)
  46. 46 Power went to the rear wheels through a modified three-speed TorqueFlite automatic with no torque converter. Hagerty Drivers Foundation
  47. 47 Lamm explains why: the engine’s own gases, passing between the first and second turbine stages, did the torque converter’s job. Hemmings (Michael Lamm)
  48. 48 Lamm says a gas turbine has about a fifth as many parts as a piston V-8: no pistons, valves, crankshaft or camshaft, and no radiator in the normal sense. Hemmings (Michael Lamm)
  49. 49 The Hagerty Drivers Foundation puts it as 80 percent fewer reciprocating parts than a piston engine. Hagerty Drivers Foundation
  50. 50 It had one igniter instead of a set of spark plugs, never needed a tune-up, and gave hot air to the cabin straight away. Hemmings (Michael Lamm)
  51. 51 It swallowed about four times as much air as a piston engine, which is why it had a huge air filter housing. The Henry Ford (Matt Anderson)
  52. 52 The Hagerty Drivers Foundation gives its working range as over 18,000 to 45,000 rpm. Hagerty Drivers Foundation
  53. 53 Hagerty says the Stahls car idles at 18,000 to 22,000 rpm and cruises comfortably at about 70 mph. Hagerty, April 2021
  54. 54 Jay Leno says his idles at 22,000 rpm and revs to 50,000. Hagerty (Jay Leno), 2021
  55. 55 One Hemmings article gives an idle of about 8,000 rpm and 50,000 rpm at full throttle. Hemmings (Mark McCourt)
  56. 56 Lamm writes that a typical gas turbine idles at about 8,000 rpm and turns roughly 50,000 at full throttle. Hemmings (Michael Lamm)
  57. 57 Steve Lehto says the rev counter read to 60,000 rpm and the car idled at over 10,000. Road & Track (Lehto), 2018
  58. 58 Turbines can be slow to spool up, burn the most fuel at low and varying speeds, and give no natural engine braking. Hemmings (Mike McNessor)
  59. 59 Huebner said the gas generator took 7 seconds to go from idle to full power in the 1954 to 1959 engines, 3 seconds in 1962, and 1.5 to 2 seconds in the 50 cars. George Huebner, Chrysler, 1966
  60. 60 He gave 0 to 60 mph as generally around 12 seconds, on an 85°F day. George Huebner, Chrysler, 1966
  61. 61 Lamm says that if you held the brake and floored the throttle to wind the turbine up first, a typical turbine car would do 0 to 60 in about 5.5 seconds, and the A-831 cars could manage figures like that. Chrysler never told its users to drive that way. Hemmings (Michael Lamm)
  62. 62 Lamm drove one in Los Angeles in 1963 and remembered a mushy, rubber-band feel. Hemmings (Michael Lamm)
  63. 63 Leno says his accelerates much like a Dodge Dart with a 318 V-8, but is incredibly smooth. Hagerty (Jay Leno), 2021
  64. 64 To show the lack of vibration, Leno has stood a glass of water on the engine cover; it barely ripples. Hagerty, March 2021
  65. 65 Starting took care. The instructions said to shut down above 1,600 degrees, and to wait until the engine was below 1,500 before moving off, or it would flame out. Hagerty, March 2021
  66. 66 Some drivers moved the selector out of the start position before the engine reached idle, overheating it. Chrysler changed the start system so drivers could not override it. George Huebner, Chrysler, 1966
  67. 67 The worst trouble was the combined starter-generator: at high altitude and low humidity its brushes wore out fast. Chrysler concluded that future turbines needed a separate starter and alternator. George Huebner, Chrysler, 1966
  68. 68 Huebner said the sound people link with jet turbines comes mainly from accessory drive gears, not the turbine itself, and that Chrysler was making its engines quieter with different gears, slower accessories at idle and new intake silencers. George Huebner, Chrysler, 1966
  69. 69 Leno remembers watching one “whoosh around” at the 1964 New York World’s Fair. Hagerty (Jay Leno), 2021
  70. 70 At handovers Chrysler asked new users to notice the smooth response, the lack of vibration and the low engine noise at normal speeds. J. M. Sturm, Chrysler, 1965
  71. 71 Inside, the compressor turbine wheel ran at 1,500°F at full power, in gas at 1,700°F. Chrysler developed its own low-cost, mainly iron alloys for these hot parts. George Huebner, Chrysler, 1966
  72. 72 Users paid only for fuel, usually diesel, kerosene or unleaded petrol. Leaded petrol worked, but Chrysler found the lead damaged the engines. Hemmings (Daniel Strohl), 2013
  73. 73 Lamm says most users followed Chrysler’s advice and ran on No. 2 diesel or white gasoline, because the lead in pump petrol eroded the turbine fins. Hemmings (Michael Lamm)
  74. 74 Lehto says the loan cars often ran on diesel and home heating oil. Road & Track (Lehto), 2017
  75. 75 The Henry Ford says it could run on petrol, diesel, kerosene, even peanut oil, which made the exhaust smell like baking cookies. Fuel economy was the weak point. The Henry Ford (Matt Anderson)
  76. 76 Hagerty tells how Chrysler engineer Jerry Gross took a car to a peanut festival and ran it on peanut oil. It smelled like a restaurant kitchen, but ran fine. Hagerty, 2023
  77. 77 Lamm’s version of the tequila story: one of the five research cars was lent to Chrysler’s International Division to tour other countries. In Mexico, President Adolfo López Mateos asked to run it on tequila. Huebner had two gallons bought, ran them through a lab engine, and gave the go-ahead. Hemmings (Michael Lamm)
  78. 78 Lehto’s version: the president offered to supply the tequila; the Chrysler PR man phoned Detroit; engineers ran a few gallons through a turbine; and the president got a quick ride on it. Road & Track (Lehto), 2017
  79. 79 Lamm lists Chanel No. 5 among the fuels it ran on, saying someone had poured it into one of the cars. Hemmings (Michael Lamm)
  80. 80 Leno says that in France it ran on Chanel No. 5. Hagerty (Jay Leno), 2021
  81. 81 Lehto calls the Chanel No. 5 and VO5 hairspray stories rumours. Road & Track (Lehto), 2017
  82. 82 Hagerty’s 2023 piece introduces it with “another story goes”: someone in France once ran a car on Chanel No. 5. Hagerty, 2023
  83. 83 An accounting firm, Touche, Ross, Bailey and Smart, picked users at random from the file of unsolicited requests, to criteria Chrysler set. J. M. Sturm, Chrysler, 1965
  84. 84 To qualify you needed a valid driving licence and a car in the household. Users came from the main population centres of the 48 contiguous states. J. M. Sturm, Chrysler, 1965
  85. 85 Selection also took account of the make, price bracket and age of the car the applicant already owned. J. M. Sturm, Chrysler, 1965
  86. 86 The first car went to a young computer systems engineer in Chicago on 29 October 1963. J. M. Sturm, Chrysler, 1965
  87. 87 Later users included an admiral in Washington, a woman industrial designer in New York, a barber in Detroit and a housewife in Tacoma. J. M. Sturm, Chrysler, 1965
  88. 88 By 13 May 1965, cars had gone to 160 families in 114 cities in 44 states and the District of Columbia, and the first 158 users had driven about 770,000 miles. J. M. Sturm, Chrysler, 1965
  89. 89 Sixty percent of testers already drove Chrysler products. Their ages ran from 21 to 70, and about 10 percent were women. J. M. Sturm, Chrysler, 1965
  90. 90 Each user had a car for three months under a no-charge agreement; then it went to the next. J. M. Sturm, Chrysler, 1965
  91. 91 Users were expected to drive normally: no racing, no hauling. J. M. Sturm, Chrysler, 1965
  92. 92 A Turbine Service Coordinator, from one of six centres around the country, kept in touch with each user. J. M. Sturm, Chrysler, 1965
  93. 93 Chrysler paid for maintenance, registration and insurance during each loan. Hemmings (Daniel Strohl), 2013
  94. 94 Daniel Strohl’s count is that 46 of the 50 went to users: two went to the 1964 New York World’s Fair and two to other Chrysler publicity work. Hemmings (Daniel Strohl), 2013
  95. 95 At the New York World’s Fair, visitors could ride in the cars round a small track. Road & Track (Lehto), 2017
  96. 96 Leno says users had to keep a diary of what they liked, what they didn’t, and what went wrong. Hagerty (Jay Leno), 2021
  97. 97 Mark Olson’s family had one from 13 May to 13 August 1965; his mother, Beulah, wrote a poem about it. Hemmings, 2018
  98. 98 The speech Chrysler gave at that handover, at a motel in Duluth, Minnesota, survives on Olson’s website. J. M. Sturm, Chrysler, 1965
  99. 99 The Smithsonian’s car was shared in turn by three families around Baltimore and one in Washington. Smithsonian
  100. 100 Five field service men and two supervisors looked after all 50 cars across the country. George Huebner, Chrysler, 1966
  101. 101 Days lost to faults fell from just over 4 percent early on to just over 1 percent. George Huebner, Chrysler, 1966
  102. 102 Only one car reached 50,000 miles in the two years, but Huebner expected most parts to pass 100,000. George Huebner, Chrysler, 1966
  103. 103 Huebner admitted fuel mileage was “not quite as good” as a comparable piston car’s, and blamed it partly on all the starts and stop-and-go driving while users showed the car off. George Huebner, Chrysler, 1966
  104. 104 Lamm, quoted by Hemmings, gives roughly 11.5 mpg at part throttle. Hemmings (Mark McCourt)
  105. 105 The Detroit Historical Museum lists 17.25 mpg. Detroit Historical Museum
  106. 106 Leno says he gets about 20 mpg. Hagerty (Jay Leno), 2021
  107. 107 At the end, most volunteers said they would buy a turbine car at a competitive price. The grumbles were about fuel mileage and sluggish acceleration. Hemmings (Michael Lamm)
  108. 108 The Henry Ford sums it up: users loved the low maintenance and lack of vibration, but complained about slow acceleration and poor fuel economy. The Henry Ford
  109. 109 Cold starting proved as good as claimed, and users liked instant cabin heat and having no antifreeze to think about. George Huebner, Chrysler, 1966
  110. 110 Lost power could be restored almost at once by feeding a cleaning compound into the intake. George Huebner, Chrysler, 1966
  111. 111 No user had a major problem: no explosions, nothing burnt or singed, nobody stranded. Hemmings (Michael Lamm)
  112. 112 The next step was meant to be 500 turbine cars, using a design that became the 1966 Dodge Charger, but tightening pollution rules pushed it aside. Hemmings, 2018
  113. 113 Huebner said Chrysler had bought tooling and laid out a line for a larger run of 1966 models, and production plans lasted into 1973 and 1974, until the money ran out. Hemmings (Michael Lamm)
  114. 114 Rosenbusch says gearing up a plant to build 100,000 a year simply wasn’t realistic. Hagerty, March 2021
  115. 115 The Smithsonian names poor fuel efficiency, high emissions and a peculiar lag when accelerating as what killed its chances of mass production. Smithsonian
  116. 116 The Henry Ford says rising petrol prices ultimately killed the turbine dream. The Henry Ford
  117. 117 When the loans ended, Chrysler kept three cars, deactivated six for museums, each with a crated engine and transmission for display, and sent the rest to a Detroit scrapyard. Hagerty, March 2021
  118. 118 Bill Carry, who worked on the project, went to the scrapyard and watched them burned and crushed. Hemmings (Strohl), 2013
  119. 119 Lehto wrote in 2021 that Chrysler had paid only temporary import duties on most of the cars, so they had to be destroyed or shipped out of the country. Road & Track (Steve Lehto), 2021
  120. 120 A Hemmings engine article also says Chrysler destroyed all but nine to avoid hefty import duties. Hemmings (Mark McCourt)
  121. 121 Leno says the Ghia bodies came in under a temporary tax exemption, so Chrysler had to pay the tax or crush them, and chose the crusher. Hagerty (Jay Leno), 2021
  122. 122 Carry, writing in 2013, remembered the duty had dropped to next to nothing by then. The decision was about control: nobody wanted Turbine bodies running round with piston engines in them. Hemmings (Strohl), 2013
  123. 123 Olson estimated the duty at under $500 a car at worst, and said Chrysler always destroyed prototypes. Hemmings (Strohl), 2013
  124. 124 Hemmings adds that if duty was due, it must have been paid on the nine survivors, and Chrysler had been willing to give every car to a museum. Hemmings (Strohl), 2013
  125. 125 Rosenbusch says Chrysler, like every carmaker, didn’t want prototypes on the road, or someone swapping in a 318 or a Hemi, and that most were not destroyed to dodge import tariffs. Hagerty, March 2021
  126. 126 Strohl’s 2013 summary: Chrysler mainly feared that untrained mechanics would service the engines badly and give turbines a poor name. Hemmings (Daniel Strohl), 2013
  127. 127 Lehto lists the six museum cars as going to The Henry Ford, the Smithsonian, the Natural History Museum of Los Angeles, the National Museum of Transportation in St. Louis, the Detroit Historical Society and Harrah’s National Automobile Museum in Reno. Road & Track (Steve Lehto), 2021
  128. 128 The museum cars were not in running order, but each museum also got a crated engine. St. Louis swapped its crate engine in and got its car running. Road & Track (Steve Lehto), 2021
  129. 129 Harrah’s car, number 991231, was sold after Bill Harrah’s death in 1978. Domino’s Pizza founder Tom Monaghan bought it, then sold it to Frank Kleptz in the late 1980s. Hagerty, April 2021
  130. 130 Hagerty says Kleptz had GE Engine Services rebuild its engine so it would run again. Hagerty, March 2021
  131. 131 Lehto says Jay Leno phoned friends at Chrysler and found Kleptz a working turbine. Road & Track (Steve Lehto), 2021
  132. 132 In 2021 it was sold through Hyman Ltd and unveiled at Stahls Auto Museum in Chesterfield, Michigan, which promised to start and drive it. Hagerty, April 2021
  133. 133 Stahls says the car is on display there, and visitors can see it and sometimes hear it. Stahls
  134. 134 In June 2022 the Hagerty Drivers Foundation added the Chrysler Turbine to the US National Historic Vehicle Register. Hagerty, 2023
  135. 135 Leno bought one of Chrysler’s own cars in 2009, during Chrysler’s bankruptcy. Hagerty (Jay Leno), 2021
  136. 136 Rosenbusch, in 2021, said Chrysler still owned two; the third had gone to Leno after the Walter P. Chrysler Museum closed. Hagerty, March 2021
  137. 137 One Hemmings article, last updated in 2024, still says the company owns three. Hemmings (Mark McCourt)
  138. 138 Lehto’s count in autumn 2021: five run (Leno’s, Chrysler’s two, St. Louis and Stahls) and four don’t (the Smithsonian, Los Angeles, Detroit Historical Society and The Henry Ford cars). Road & Track (Steve Lehto), 2021
  139. 139 Museum cars move around, so Lehto advises calling ahead before visiting. Road & Track (Steve Lehto), 2021
  140. 140 The Henry Ford lists its car, a gift of Chrysler, in the Driving America exhibit in Dearborn, Michigan. The Henry Ford
  141. 141 The Smithsonian’s car, a gift of Chrysler, is currently not on display. Smithsonian
  142. 142 The National Museum of Transportation in St. Louis lists its 1963 Turbine Car in its collection. National Museum of Transportation
  143. 143 CBS Detroit reported that the Detroit Historical Museum would show its car from mid-October 2025 to August 2026, during Chrysler’s centenary. CBS Detroit, 2025
  144. 144 Hagerty says the Los Angeles car went to the Natural History Museum of Los Angeles, now the Petersen Automotive Museum. Hagerty, March 2021
  145. 145 In June 2025 a 1963 Chrysler Turbine was among a dozen historic cars that journalists could drive or ride in at Chrysler’s centenary event on Detroit’s Belle Isle. Stellantis, 2025
  146. 146 The Detroit Historical Museum’s own release said its car was “one of 10 remaining”. Detroit Historical Museum
  147. 147 CBS Detroit dates the test programme to 1964 to 1966. CBS Detroit, 2025
  148. 148 Chrysler kept going through seven generations of turbine, in trucks, pickups, Aspens and Volarés. The last two cars were a 1978 LeBaron and a 1981 Dodge Mirada. Hagerty, March 2021
  149. 149 Stahls says the turbine programme ended in 1979, largely over emissions rules, poor fuel economy and as a condition of a government loan. Stahls
  150. 150 The Henry Ford also gives 1979. The Henry Ford (Matt Anderson)
  151. 151 Hemmings dates the end to 1981, for lack of funding. Hemmings (Mark McCourt)
  152. 152 Lamm says the seventh-generation turbine Mirada of 1981 passed emissions standards that did not come into force until the 1989 model year. Hemmings (Michael Lamm)
  153. 153 Chrysler’s turbine know-how found a home in the M1 Abrams tank, originally designed by Chrysler. Hemmings, 2018
  154. 154 For the 50th anniversary in 2013, Chrysler made a one-off matt bronze 300S with turbine-style wheels. It had a V-6. Hemmings (Daniel Strohl), 2013
  155. 155 The survivors are identical apart from details such as their numbers. Even the key pattern is the same on every car. Road & Track (Steve Lehto), 2021
  156. 156 Rosenbusch: the exhaust does not get hot enough to burn the ground. Hagerty, March 2021
  157. 157 Lehto says the exhaust was cooler than that of piston cars of the day, and Chrysler staff used to hold their hands behind the tailpipes to prove it. Road & Track (Lehto), 2018
  158. 158 The 2,000-degree figure on the dash was the turbine inlet temperature, measured upstream. The gas then passed through a regenerator and a long, winding exhaust before it left the car. Road & Track (Lehto), 2018
  159. 159 Leno says the heat from the tailpipe is actually lower than from a piston engine. Hagerty (Jay Leno), 2021
  160. 160 The worry wasn’t pure fantasy: Ford’s late-1950s Thunderbird with a non-regenerative aircraft turbine would set fire to roadside grass. Hemmings (Michael Lamm)
  161. 161 Rosenbusch also stresses that the 1963 cars were not the last Chrysler turbine cars. Hagerty, March 2021