Guide: Fiat Turbina
Background
After World War 2, jet engine technology developed rapidly.
By the early 1950s, combat aircraft were almost universally jet-powered and civilian air liners had started to follow suit. No power source had generated such excitement and it was thought the first car manufacturer to harness a smooth running gas turbine would reap major rewards.
Fiat were one of several firms that wanted to assess the potential of jet engines for automotive use.
Planning began in 1948 under the supervision of Fiat’s engineering director, Dante Giacosa, and Vittorio Bellicardi, who was in charge of the technical calculations.
Under license, one division of Fiat was already producing the de Havilland Ghost jet engine and another was building large gas turbines for industrial use.
However, the automotive programme was a separate, highly secretive affair that even Fiat’s top brass were unaware of. As the technology was so new, Giacosa did not want the project to be scuppered from above.
The latest aviation turbine technology was examined and, by the autumn of 1950, Giacosa and Bellicardi felt ready to attempt an automotive design. Unlike some other manufacturers, Fiat’s jet engine was purpose-built for automotive use and would be an integral part of the vehicle.
Engine design work began in earnest in September 1950. It required all kinds of specialist test equipment to be constructed.
Engine
By May 1951, design of the Tipo 8001 turbine was ready for fabrication. Uniquely, it would combine the power generator and final-drive gearing into a single assembly.
The first complete unit was ready in November 1951, at which point the team started testing all the engine’s separate elements.
A fully assembled unit ran for the first time in January 1953 with everything having been made in-house.
The engine consisted of a two-stage centrifugal compressor, three can-type combustors, a two-stage axial turbine that drove the compressor and a single stage power turbine with a geared reduction to the rear wheels. It ran a high pressure ratio of 7.0:1 and dry-sump lubrication with two scavenge pumps and one pressure pump.
A single spark plug was used for ignition only and the starter motor from a Fiat truck was employed.
After a 15-second starting sequence, the engine fired up at 5000rpm and the gas generator became self-sustaining at 10,000rpm.
Ultimately, the engine produced 300bhp at 22,000rpm with output controlled by a variable fuel metering valve.
There was no gearbox or clutch and just two pedals: one to stop and the other to go.
By the time the Tipo 8001 engine was running, other manufacturers such as Rover and General Motors had started to release details of their own turbine-powered vehicles. This gave the hitherto secret Fiat project credibility and the key players behind it were able to inform the board of directors.
More substantial funding was made available and the Fiat Turbina rapidly came together.
With the engine in its final stages of initial development, design work for the rest of the car was able to begin. This was undertaken by Oscar Montabone supported by Giacosa and Bellicardi.
Chassis
Given the anticipated power output and other key characteristics, a rear-engined sports type car was decided upon.
Giacosa designed a tubular steel chassis with a 2400mm wheelbase.
Fiat had recently developed a conventional sports car, the 8V, for which new independent double wishbone front suspension had been created. This parallel wishbone design with a single upper arm to actuate an oil-filled coil spring / damper was fitted to each corner of the Turbina.
Anti-roll bars were installed at either end.
Track dimensions were the same as the 8V.
Each chassis side member housed a 13 gallon tank for the kerosene fuel. Half-a-dozen six-volt batteries were mounted in the nose.
Fiat’s FB pattern hydraulic drum brakes were fitted along with Pirelli-shod 6 x 16-inch Borrani wire wheels.
Bodywork
The chassis was completed late in February 1954 at which point it was sent to Fiat’s in-house carrozzeria for body fabrication.
The design was drawn up by Fabio Luigi Rapi and developed in the wind tunnel at the Politecnico di Torino. Its streamlined shape had a drag coefficient of just 0.14, a record low that wasn’t beaten for 30 years.
Rapi’s handsome two-seat Berlinetta was nearly 4.4m long and, given its experimental nature, had no need for lights of any kind.
The slippery shape featured a pair of stabilising rear fins and rear-opening doors that cut deep into the roof for improved access.
A chrome ringed nose inlet delivered air to the compressor and a front-mounted oil cooler. This stylised treatment was repeated at the back for the centrally exiting turbine exhaust.
Both windscreens were heavily curved while the side windows were fixed in position.
The finished car was painted an elaborate two-tone white and red colour scheme. Emblazoned upon each tail fin was gold Fiat script and the Italian tricolore.
Interior
Inside, the spartanly trimmed cockpit featured a pair of black bucket seats and a white dash fascia that was home to no less than a dozen instruments. These included tachometers for the gas generator and power turbine, temperature gauges for oil, bearings and combustion gases plus pressure gauges for fuel and the engine’s two lubrication circuits.
There was no partition between the engine compartment and cockpit, just a simple cover for the enormous 260kg motor.
Weight / Performance
Fully laden, the Turbina weighed 1270kg and had an estimated top speed of 160mph.
Testing
On March 15th 1954, the engine was installed.
On April 14th, the first test was carried out on the famous rooftop track of the Lingotto factory.
Fiat then displayed the car at the Turin Motor Show which opened on April 21st 1954.
The day after the Turin Motor Show closed, the Turbina was demonstrated at Turin-Caselle Airport with Fiat’s chief test driver, Carlo Salamano, at the wheel. It proved stable and quiet in the presence of all major Fiat personalities including Gianni Agnelli.
However, despite being significantly developed over the next couple of years, the turbine project was abandoned due to high fuel consumption and overheating problems. It proved jet engines were not suited to private automobile use.
The Turbina was retained by Fiat and is today on display at the Museo Nazionale dell’Automobile in Turin.
Text copyright: Supercar Nostalgia
Photo copyright: Fiat - https://www.fiat.com
