Chrysler Airflow
The Chrysler Airflow is a full-size automobile manufactured by Chrysler Corporation from 1934 to 1937, distinguished as the first American production vehicle to emphasize aerodynamic streamlining in its body design.[1][2] Developed under the leadership of engineer Carl Breer, the Airflow resulted from extensive wind tunnel testing conducted at Chrysler's Highland Park facility, with assistance from aviation pioneer Orville Wright to refine its drag-reducing shape.[1][2] This innovative approach included a forward-positioned engine—shifted about 20 inches ahead of the front axle—to achieve near-ideal 50/50 weight distribution, along with unibody-like construction using welded steel tubing for enhanced structural integrity and ride quality.[1][2] Key styling elements featured a distinctive "waterfall" grille, a vee-profile curved windshield (first in a production car for the Imperial variant), and all-steel bodywork that positioned passengers between the axles for improved comfort and space.[3][2][4] Power came from Chrysler's L-head inline-eight engines, with displacements ranging from 299 cubic inches (122 horsepower) in standard models to 384 cubic inches (145 horsepower) in Custom Imperial versions, paired with a 123- to 145-inch wheelbase depending on the body style.[3][4][5] Available in coupes, sedans, and limousines seating five to eight passengers, the Airflow lineup included both Chrysler-badged models and a DeSoto counterpart, with total Chrysler production reaching approximately 29,500 units over four years.[1] Despite critical acclaim for its engineering advances—such as Lockheed hydraulic brakes and semi-elliptic leaf-spring suspension—the Airflow faced public resistance to its unconventional, rounded aesthetics during the Great Depression, resulting in disappointing sales and its discontinuation after 1937.[3][2] Nonetheless, its pioneering aerodynamics influenced subsequent designs worldwide, including the Peugeot 202, Volvo PV36, and Toyota AA, cementing its legacy as a bold precursor to modern automotive form and function.[3][2]Development
Origins and Concept
The development of the Chrysler Airflow originated in the late 1920s under the leadership of Chrysler's chief engineers, Carl Breer, Fred Zeder, and Owen Skelton, collectively known as the "Three Musketeers" for their collaborative innovations since joining the company in 1920.[6][7] Inspired by emerging streamlining techniques in aviation and rail transport, Breer in particular drew from observations of high-speed Army Air Corps aircraft in 1927, which highlighted the drag penalties of boxy shapes.[6][7] This conceptual shift aimed to apply similar principles to automobiles, prioritizing reduced air resistance to improve efficiency and performance in an era when vehicles were typically designed for mechanical rather than fluid dynamic considerations.[6] To validate these ideas, Chrysler invested in pioneering aerodynamic research, constructing its first dedicated wind tunnel at the Highland Park headquarters by 1928, with extensive testing commencing around 1930 and assistance from aviation pioneer Orville Wright to refine its drag-reducing shape.[3][7] By April 1930, engineers had evaluated at least 50 scale models, revealing that conventional "two-box" car designs—featuring upright fronts and rears—created excessive turbulence, while smoother, integrated profiles could cut drag by up to 25 percent compared to contemporaries.[1][6] This empirical approach marked a departure from industry norms, positioning Chrysler to pioneer wind tunnel use for passenger cars and laying the groundwork for a vehicle that embodied modernity through science-driven design.[3] The 1929 stock market crash and ensuing Great Depression profoundly influenced the project's motivations, as Chrysler sought to differentiate itself in a contracting market by offering a forward-looking automobile that promised superior fuel economy and speed without sacrificing affordability.[6][8] Despite economic pressures that idled factories and reduced consumer spending, the company persisted with development, viewing the Airflow as a symbol of innovation to restore buyer confidence and capture market share from rivals clinging to outdated styles.[6][8] Early prototypes emerged in 1932-1933 to refine these concepts, beginning with the Trifon Special—a handbuilt, DeSoto-sized experimental vehicle named after mechanic Demitrion Trifon—that incorporated a slanted windshield, balanced weight distribution, and initial streamlining elements for on-road validation.[6][7] Full-scale mockups and running prototypes followed, undergoing rigorous drag and stability tests to confirm the viability of the teardrop-inspired form before production tooling began in late 1933.[6][7]Design Innovations
The Chrysler Airflow pioneered unitized body construction in a mass-produced American automobile, integrating the frame and body into a single welded steel structure for enhanced rigidity and reduced weight. This design employed a bridge-truss skeleton, with steel panels welded to an internal cage that enclosed the passenger compartment, eliminating the traditional separate ladder frame and distributing structural loads more efficiently throughout the body.[8][9][6] A key innovation was the "Floating Power" engine mounting system, which used rubber isolators to minimize vibrations transmitted to the chassis and cabin. The setup featured two low rear mounts and a single high front yoke mount, allowing the engine to "float" independently while maintaining stability, resulting in a smoother and quieter ride compared to rigid mounting systems of the era.[9] The Airflow's exterior emphasized streamlining, informed by early wind tunnel testing that shaped its zeppelin-inspired form to reduce air resistance. Features included faired-in headlights recessed into the body sides, curved fenders integrated seamlessly with the bodywork, and a high beltline that contributed to a drag coefficient of approximately 0.42, significantly lower than contemporaries and improving fuel efficiency and high-speed stability.[8][6][10] Interior design focused on maximizing space and comfort, with the engine positioned forward over the front axle to shift the passenger compartment between the axles, yielding a more spacious cabin and better weight distribution. Seats were mounted directly to the floor for optimal legroom, the front bench styled as a sofa-like unit with chrome handrails, and the nearly horizontal steering column freed up footwell area; distinctive elements included the cascading "waterfall" grille at the front and tombstone-shaped taillights at the rear, enhancing the Art Deco aesthetic while supporting the overall streamlined profile.[8][6][11]Models and Features
Chrysler Airflow Specifications
The Chrysler Airflow featured a range of straight-eight engines across its production run, reflecting refinements in power and efficiency. For the 1934 models, the standard Chrysler CU series used a 299 cubic inch (4.9 L) L-head inline-eight engine producing 122 horsepower, while the CV and CX Imperial variants employed a 323.5 cubic inch (5.3 L) version rated at 130 horsepower. The CW Imperial used a 384 cubic inch (6.3 L) L-head inline-eight rated at 150 horsepower.[12][13] By 1935, the lineup standardized on the 323.5 cubic inch (5.3 L) L-head straight-eight with 130 horsepower, continuing through 1937 with improved compression ratios and an optional 138 horsepower via high-compression heads in 1937.[12][3] These engines incorporated Chrysler's Floating Power mounting system to reduce vibration, contributing to a smoother ride.[4]| Year | Series | Displacement | Power Output |
|---|---|---|---|
| 1934 | CU | 299 cu in (4.9 L) | 122 hp |
| 1934 | CV/CX | 323.5 cu in (5.3 L) | 130 hp |
| 1934 | CW | 384 cu in (6.3 L) | 150 hp |
| 1935-1937 | C-1/C-2/C-10/C-17/etc. | 323.5 cu in (5.3 L) | 130 hp (optional 138 hp in 1937) |