GM Firebird concepts: when we dreamed of turbine cars

In the aftermath of World War II, the American automobile industry was obsessed with aeronautics: fins, decorations, V8 names …

This interest is not only aesthetic. Manufacturers are also designing a new type of engine for their cars: the turbine.

GM vs Chrysler

In the 1950s, several automobile manufacturers around the world were interested in road applications of the turbine. We can cite Renault, Fiat and Rover in Europe as well as General Motors and Chrysler in America.

It is the latter who will win the title of technological (and media) leader in this field with a development program of nearly 30 years which will culminate with the manufacture of 50 copies of the Chrysler Turbine. On the other hand, it is GM who will win in the field of style with concepts highly inspired by aviation.

1954: Firebird I

At the beginning, GM mainly targets heavyweights with its program. But Harley Earl, the legendary boss of GM design, also sees the idea of ​​making the world dream with futuristic technologies in the Motorama (shows organized by GM between 1949 and 1961).

It was he who initiated the construction of a turbine concept for the 1954 Motorama. He entrusted the styling to Bob McLean, who imagined an airplane on wheels. There is a small retractable headlight at the front and speedbrakes at the rear. Bill Turunen, who had been in charge of developing turbines for GM since 1949, delivered an engine originally designed for trucks. Internally called GT-302 (or Whirlfire for the general public), it produces 400 horsepower but is very energy-intensive (only 4 to 6 miles per gallon of consumption) and offers a too long response time.

Regardless, it was decided to beat the speed record for a turbine car, then held by Rover, on the GM test circuit in Arizona. However, Charles McCuen, Turunen boss, wants to make his first try on the Milford track in Michigan first. Disconcerted by the atypical driving of a turbine car, McCuen loses control, leaves the track and finds himself on the “roof” (well, the bubble). The Firebird badly banged up and McCuen seriously injured. Fortunately, he will come out of this and the concept will be rebuilt in time for the Motorama. Obviously, there is no longer any question of attempting a record.

1956: Firebird II

Earl wanted to build a second turbine prototype for the 1955 Motorama right away. But the project turned out to be a little too ambitious and was finally unveiled in 1956.

He wants to show “the family sedan of the future”, this time again designed by Bob McLean. It requires a titanium body, a fully transparent top, aeronautical instrumentation, 4 individual seats and an automatic guidance system. Nothing less!

Oddly, it’s the titanium body that will pose the most problems to manufacture. This is why it was decided to build a second prototype, rolling, with a fiberglass body, the titanium model being used only for the living room. Technically, the Firebird II receives a new model GT-304 turbine with heat recovery (200 hp) offering better consumption and better response time, a 4-speed automatic transmission (which replaces the 2-speed epicyclic system of the Firebird I), 4 disc brakes and hydropneumatic suspension similar to that developed by Citroën for its DS.

As for the guidance system (non-functional), it is supposed to follow electrical wires installed in the highways of the future. It should be noted that another concept, dubbed the XP-500, will be derived from the Firebird II with a simplified design to show GM’s advances in the field of free-piston engines.

1959: Firebird III

GM will not organize Motorama in 1957 nor in 1958. For 1959, the star will be the Firebird III. Its style, produced by Norm James and Stephan Habsburg, is inspired by the missiles of the Nike family (nothing to do with shoes) which includes a series of main fins and a series of secondary fins. The body is constructed from fiberglass. No room for luggage in this coupe as all the space is taken up by technology.

The turbine has evolved further. The GT-305 model offers 225 horsepower and fuel consumption reduced by 50% compared to the GT-304. It is coupled to a 4-speed automatic transmission. There is no longer a steering wheel but, like in an airplane, a joystick that takes care of steering, acceleration and braking. No less than 3 computers are installed to control this system which can, if necessary, correct errors of the driver. The brakes are drum (with sophisticated cooling) and are complemented by anti-lock brakes and airbrakes. The suspension remains of the hydropneumatic type.

Both occupants have the right to air conditioning. A small 10 horsepower 2 cylinder engine is added to power all of these subsystems. The car will be tested at the Milford test track and will be the subject of a film to be shown at Motorama (you can see it here).

1964: Firebird IV

This concept was presented at the New York International Exhibition in 1964. The connection with the first three Firebirds is relatively tenuous. It is indeed supposed to receive a turbine but, unlike the others, it is not rolling and the style is much less inspired by aeronautics.

On the other hand, we find the technology of electronic guidance on the motorway. In 1969, it will be repainted to be presented again, this time as the Buick Century Cruiser.