Streamlined Splendour

In 1934, Chrysler Corporation unveiled one of the most advanced automobile designs ever. In a time when outboard wheel arches, vertical windscreens and external spare tyres and headlights were part of mainstream vehicle design, the Chrysler Airflow - as its name suggests - was the first vehicle to integrate aerodynamics as a major part of its design.

The innovative concept - which brought together aeronautics and automotives - was that of Chrysler's Director of Research, Carl Breer. Carl began preliminary experimentations in a small wind tunnel - accompanied by none other than Orville Wright (the co-inventor of the aeroplane) - and was quickly convinced that aerodynamic development could lead to significant real-world advantages. Walter P. Chrysler approved Carl's application to construct a larger wind tunnel in the company's Michigan Research Centre and full-scale aerodynamic development got underway in 1927.

Carl's findings were startling. Contemporary vehicle styling was found to have appalling drag and, quite literally, they were designed backwards - there was less wind resistance travelling in reverse than forward. A near-vertical windscreen, a huge wake, projecting wheel arches and externally mounted air horns, headlights and spare tyres were sited as the reasons for this inefficiency.

As it had been already recognised that the most aerodynamically efficient shape is a teardrop, Carl began trying to package an engine, cabin and storage compartment within a somewhat similar shape. Following this direction, the 'cab-forward' layout was adopted - but not without some engineering hassle. In order to clear the sloping bonnet, for example, Chrysler's straight-eight engine had to be mounted partially forward of the front axle line and at a five-degree longitudinal angle. The engine itself, as fitted to those earliest models, was a 299ci straight-eight cylinder that produced 122 horsepower (91kW). Later models were upgraded to a slightly larger capacity and higher 6.5:1 compression and produced 130 horsepower (97kW). Note that a cutting-edge 3-speed transmission with overdrive was fitted and drive was to the rear wheels.

The Airflow's "space age" body design offers clear aerodynamic advantages over other vehicles from the same era. Although drag figures are unavailable, it appears obvious the gently curved surfaces - with the headlights and guards partly absorbed into the body - and the slightly smaller wake would improve efficiency. Its curved glass windscreen should also offer less drag that the flat sheet glass commonly used during the early-mid 1930s.

One Chrysler Airflow advertisement read: "You have only to look at a dolphin, a gull, or a greyhound to appreciate the rightness of the tapering, flowing contour of the new Airflow Chrysler. By scientific experiment, Chrysler engineers have simply verified and adapted a natural fundamental law."

The Airflow's cab-forward layout - with its cabin set 20-inches further forward than in previous Chryslers - brought other advantages beyond aerodynamics. For the first time on a Chrysler, the back seat could be mounted forward of the rear axle line, which provided class leading ride quality. Weight distribution was also improved with the cab-forward layout - an almost perfect 50/50 front-to-rear weight balance was achieved.

The body structure of the Airflow is also unique. While many other conventional vehicles of the time used a separate steel body bolted atop a wooden chassis, the Airflow used a steel chassis with a frame that ran up the guard line, across the cowl and encircled the door apertures. Such an approach is now referred to as unitised body construction. Interestingly, several of the Airflow's body components were almost interchangeable - the pressing for the front right door was very similar to the rear left, for example.

The strength of the new body design was immense. A black and white movie clip that was viewed in American cinemas shows a Chrysler Airflow being dropped over a cliff - and then being able to drive away. In another advert, the doors were opened and closed perfectly after a five-tonne elephant had been stood on the roof.

Despite its design superiority, the Airflow - which debuted at the 1934 New York Motor Show - was destined to market failure. The biggest reason for the abysmal sales is the simple fact that much of the American public dismissed the all-new look as ugly. The sudden move from box design vehicles to a fully streamlined vehicle had come as something of a shock. In particular, the 1934 model's 'waterfall' front grille drew a lot of criticism (and was subsequently updated in following years) and, further, the short bonnet length didn't gel with the public's perception that a long bonnet was a status symbol.

A brave Chrysler - who were relying heavily on the sales of their other conventional style vehicles at the time - then decided to carry over the Airflow theme to a 'companion model', called the Airstream. Carrying a much more conventional grille - which was a hasty redesign in response to the criticisms of the Airflow - the Airstream was essentially a less offensive looking and cheaper version of the Airflow. Another cheaper version of the Chrysler Airflow was sold under the banner of DeSoto - albeit only during 1934 and with low-output 6-cylinder engines.

The ultimate culmination of the Airflow theme must surely be the CW-series Chrysler Custom Imperial Airflow (Imperial once being the up-market division of Chrysler Corporation). Weighing a minimum 2695kg (5935lb) and spanning nearly 6.1 metres (20 feet) from bumper to bumper, this eight-seat 'town limousine' was dubbed the world's finest luxury vehicle. Not even a vehicle like this, though, could boost Chrysler's Airflow sales and save it from extinction. Production of Airflow models ceased in 1937 - just four years after the first vehicle debuted.

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