Chrysler Airflow: Жаңа салмақ тарату және автомобиль дизайнындағы революция

Traditional automobiles of the day were the typical two box design, with about 65% of the weight over the rear wheels. When loaded with passengers, the weight distribution tended to become further imbalanced, rising to 75% or more over the rear wheels, resulting in unsafe handling characteristics on slippery roads. Spring rates at the rear of traditional vehicles, which used leaf springs, were therefore necessarily higher, and passengers were subjected to a harsher ride. Innovative weight distribution in the new Chrysler Airflow stemmed from the need for superior handling dynamics. The engine was moved forward over the front wheels compared with traditional automobiles of the time, and passengers were all moved forward so that rear seat passengers were seated within the wheelbase, rather than on top of the rear axle. The weight distribution had approximately 54% of the weight over the front wheels, which evened to near 50:50 with passengers and resulted in more equal spring rates, better handling, and far superior ride quality. Chrysler would not build another unibody vehicle until 1960 with the Virgil Exner Forward Look.

Prior to the Airflow's debut, Chrysler did a publicity stunt in which they reversed the chassis, placing the front axle and steering gear of a conventional 1933 Chrysler Six at the back of the car, which allowed the car to be driven "backwards" throughout Detroit. The stunt caused a near panic, but the marketing department felt that this would call attention to the poor aerodynamics of current cars, and send a hint that Chrysler was planning something big. The car that emerged was like no other American production car to date. The Airflow, which was heavily influenced by the streamlining design movement, was sleek and low compared to other cars on American roads. The car's grille work cascaded forward and downward forming a waterfall look Passengers were carried in a full steel body (at a time when automakers like General Motors, Ford and even Chrysler itself continued to use wood structural framing members in their car bodies) that rested between the wheels instead of upon them. The front seat was wider than in other cars and the rear seat was deeper. Overall, the car possessed a better power to weight ratio, and its structural integrity was stronger than other like models of the day. The car was introduced in January 1934, months before it was put in production. Production peaked at only 6,212 units in May 1934 — very late in the year and barely enough to give every dealer a single Chrysler Airflow. The factory had not accounted for significant manufacturing challenges and expense due to the unusual new Airflow design, which required an unprecedented number and variety of welding techniques. The early Airflows arriving at dealerships suffered from significant problems, mostly the result of faulty manufacturing. According to Fred Breer, son of Chrysler Engineer Carl Breer, the first 2,000 to 3,000 Airflows to leave the factory had major defects, including engines breaking loose from their mountings at .

For 1934, both Chrysler and its junior running mate, DeSoto, were scheduled to offer the Airflow. DeSoto was assigned to offer nothing but Airflows; Chrysler, however, hedged its bets and continued to offer a six cylinder variant of its more mainstream 1933 model cars. The Airflow used a flathead I8 engine and was produced in both 2 door coupe and 4 door sedan variants. Pricing was simplified at US$1,345 ($ in dollars ) for a choice of two, two door sedans or two, four door sedans labeled Coupe, Brougham, Sedan and Town Sedan. The Airflow models offered for 1935 were the same as in 1934, with the exception of the Airflow Eight two door sedan, which was dropped. Chrysler Airflow production dipped below 8,000 units for 1935, with roughly four Airstreams produced for every Airflow.

For 1936, the Airflow surrendered its smooth backside when a trunk was tacked onto the body of the car. In 1936 the Lincoln Zephyr was introduced as a two or four door sedan and while it was also a streamlined product, it sold much better than the Airflow and had a V 12 engine. It was in this year that an Imperial Custom Airflow Series CW limousine became the official car of Philippine president Manuel L. Quezon. The historic vehicle was restored in 1978 and is on display in Quezon City, Philippines Another major restoration was conducted in 2009 by Alfred Nobel Perez of the Vintage Car Club of the Philippines in time for the 131st birth anniversary of Quezon. It was first displayed at Doña Aurora Quezon replica house corner of San Luis and Rizal Streets, Poblacion, Baler, Aurora, Philippines. It later became part of the National Historical Commission of the Philippines collection for its Presidential Car Museum inaugurated on August 19, 2018 in partnership with the Quezon City government. Another 1937 Imperial Custom Airflow Series CW limousine was owned by radio personality Major Edward Bowes, Chrysler was one of Bowes' radio show sponsors. The two Airflow Custom Imperials were actually leftover 1935 models and only the two were built for 1937; Imperials and Custom Imperials built for the U. S. market in 1937 were conventionally styled, and priced below and above the Airflow, respectively. The cars have a 140 inch wheelbase.

While the Airflow may have signaled Chrysler's attempt to set itself apart from other manufacturers, the failure of the car in the marketplace caused the company to take a more conservative path with its future models. Until the debut of Virgil Exner's "Forward Look" cars of 1955, Chrysler's corporate styling was conservative and mainstream. It is rumoured that Ferdinand Porsche imported an early Airflow coupe into Germany, and using this model for "inspiration", designed the first Volkswagen Beetle. The similarities between early Volkswagen Beetles and the Airflow coupes could be a testimony to this hypothesis. However, the general lines of the KDF Wagen were drawn as early as 1932, and the Czech Tatra 97 and Tatra 77 are far more likely inspirations. German automaker Adler also introduced a streamlined sedan in 1937. Regardless, the revolutionary benefits of the design were immediately evident to designers the world over. U. S. designers could not and did not ignore the benefits of all steel construction, aerodynamics and a rear seat forward of the rear axle. General Motors was quick to respond with all steel "Turret Tops", and later introduced a fastback coupe appearance on all of their nameplates from 1942 until 1950, offering the appearance on the Chevrolet Fleetline, Pontiac Streamliner, Oldsmobile 88 Club Coupe, Buick Super Sedanette and Cadillac Series 61 Sedanette; other manufacturers either followed suit or went out of business. In other countries, where gasoline was more expensive and practical considerations were therefore more important than styling, the flattery by imitation was even more sincere. Volvo was one of the first to get a smaller copy of the Airflow into production and was later followed by Peugeot with their 202 and larger 402 models, which would become a major sales success. Imitating the Airflow would be a secret of the success of a brand new venture in the auto business called Toyota. After nearly a century, Chrysler created the Chrysler PT Cruiser which was a retro style car with its styling having mixed elements from the 1949 Chevrolet Advance Design and the Chrysler Airflow. The Airflow was the inspiration for Claes Oldenburg's print/sculpture Profile Airflow, featuring a lithograph of the car beneath a superimposed aquamarine resin relief. The initial resin in the initial printing faded to an olive green color and was thus recalled by Claes Oldenburg and Gemini G. E. L., the printmaking studio which fabricated Profile Airflow. Profile Airflow is especially significant because it revolutionized the idea of a print, expanding it to include serialized sculpture.