Alex Tremulis' design philosophy had always been to strike a happy marriage between aircraft and automotive styling. As a teenager, he already inherently knew that smooth flowing lines would not only look better but would be more efficient at slicing through the air. During World War II he spent a great amount of time designing aircraft to fly faster than had ever been achieved through the use of wind tunnels. It would be at Ford, over a decade later, that he'd finally be able to prove his automotive philosophy in the design for a streamlined Thunderbird capable of speeds of over 200 miles per hour. By mid-1955, Chevrolet was already exploring design improvements to their 1956 Corvette that would eventually lead to the 1957 Sebring SS. It would be Tremulis' competitive spirit that would bring the much-needed data that only the design refinement within a wind tunnel could provide. Tremulis' highly modified supercharged 1956 Thunderbird Mexico was going to be Ford's reply to Chevy's racing Corvettes, including wind tunnel tests for a car incorporating ground effects now common on all high performance cars.
The following memos, tests and photographs illustrate the very beginnings of Ford's reliance on wind tunnel testing in automobile design and provides an insider's view into the making of Ford's Mexico supercar for the 1950's...
The following memos, tests and photographs illustrate the very beginnings of Ford's reliance on wind tunnel testing in automobile design and provides an insider's view into the making of Ford's Mexico supercar for the 1950's...
As the race to get the wind tunnel logistics were being worked out, another race was unfolding on the road racing circuits. Chevy's Corvettes were extremely competitive on the track and the old adage to "Race on Sunday, Sell on Monday" was being felt in Ford's showrooms as customers were starting to gravitate towards the newly redesigned Corvette and away from the Thunderbird. Tremulis' thoughts, outlined in the following memo, clearly bring home the message how a competitive racing program forces the evolution of automobile design:
Back at the wind tunnel, the three models Tremulis chose for the initial tests were a 1955 Ford Sedan, his Taj Mahal concept car and his Thunderbird Mexico race car. In addition to these basic designs, by adding on bits and pieces to these models, the effects of various components intended to reduce drag could be evaluated.
The 1955 Ford sedan in its most basic form. This would be the baseline by which all the other design changes could be compared.
"Maryland Fins" added to the rear quarters and a forward-sloping windshield addition are seen in this shot. Presumably, the Maryland Fins were named after the location of the wind tunnel at the University of Maryland.
The hood scoop, bullet headlight covers and rear fins are shown in this iteration.
Tremulis' Taj Mahal concept car provides a comparison to the standard 1955 sedan with a more streamlined and significantly lower body shell for a passenger car. Already encompasing the rear fins that would grace so many of the late 1950's designs, by this time Tremulis had been putting stabilizing fins on his designs for over two decades. "He'd put fins on a turtle!", his fellow designers would later recount.
The Mexico with an added-on rounded nose, similar to the late 1960's Chrysler Superbirds. This clay model would serve as the basis for the 3/8ths scale fiberglass models to follow.
The following pages are just part of several reports on the wind tunnel tests from 1954 to 1957. The team made sure to evaluate all aspects of the effect that rear fins had on during extreme crosswinds. The results indicated more stability with fins and thus justified their existance and may have even contributed to the growth in the height of fins throughout the remainder of the 1950's. Not only stylish, but functional!
In addition, the results of other tests shown below indicated that the Mexico would only require half the horsepower to overcome wind resistance at 120mph over the standard 1955 sedan. Another way to look at it is that the Mexico would have an additional 70 horsepower to use for acceleration and top speed over its sedan counterpart.
The ground effects of the full bellypan of the Mexico were shown to be so beneficial to reducing drag that it was considered "well worth [the] effort and expense to incorporate as a standard feature of automobile design." Tremulis' 1955 Mexico had proven its worth as the test bed.
In addition, the results of other tests shown below indicated that the Mexico would only require half the horsepower to overcome wind resistance at 120mph over the standard 1955 sedan. Another way to look at it is that the Mexico would have an additional 70 horsepower to use for acceleration and top speed over its sedan counterpart.
The ground effects of the full bellypan of the Mexico were shown to be so beneficial to reducing drag that it was considered "well worth [the] effort and expense to incorporate as a standard feature of automobile design." Tremulis' 1955 Mexico had proven its worth as the test bed.
Alex Tremulis with the finished Mexico model as it appeared in numerous PR photo shoots. The sheer size of these 3/8ths scale models made for better data in the wind tunnel than smaller sized models, but they took up a lot of room. It's unknown how many of these models were crushed after their useful days were complete.
The Mexico alongside a turbine concept illustrates how low and sleek it appeared compared to its contemporaries. The man beside the model was often called "Oscar".
Another view of the 3/8ths street scene provides different perspectives when evaluating various designs from all angles.
The Mexico, along with its sister model, La Tosca, both often photographed with each other. Romeyne Hammond (at left) is seen working on the La Tosca. It was fitted with a radio-controllled motor that was controllable from over a mile away. Headlights, brake lights and turn indicators were all controlled by radio. The model caused quite a stir when Tremulis would drive it across Oakwood Boulevard. Ford's security guards would salute it as it drove into the complex. The fun ended when it was ordered over to the Lincoln design studio to be used as the basis for the upcoming 1957 models.
Alas, the Mexico never did get to make it to full size. A seies of tragic racing events occured in the mid-50's and the Automobile Manufacturers Association placed a ban on support to race teams. But the Mexico model did make it out to the public as seen in the window of a Detroit merchant welcoming the Sports Car Club of America (SCCA) for their annual convention.
A beautiful model. Hopefully it is squirreled away somewhere within the Henry Ford Museum and maybe someday be brought back out to enjoy its reintroduction to the public.
As Tremulis put it: "I have always considered the Mexico as a milestone. It opened the door to the windtunnel for the first serious investigation of the new aerodynamic art of the automobile. For many years when I thought I was on the verge of selling a wind tunnel program I was always shot down with arguments such as - 'But Alex, remember the Chrysler Airflow'. Some even referred to it as the 'Airflop'. Others presented arguments such as - 'If all automobiles were streamlined they would all look alike.' I would counter their arguments by comparing the styling of two airplanes: The Lockheed Constellation and the DC7. Both planes had the same HP, they weighed the same, they went as fast and they were as different as night and day."
Although the Mexico never made it to a full-scale model, the development of many future record-setting race cars and their drivers would benefit directly from the lessons learned by Tremulis a decade earlier.
Although the Mexico never made it to a full-scale model, the development of many future record-setting race cars and their drivers would benefit directly from the lessons learned by Tremulis a decade earlier.
Tremulis (at left) designed into Walt Arfons' Wingfoot express a huge tailfin for directional stability along with three front winglets to generate downforce at speed. The fins were put to the test in 1965 when an additional 10 JATO rockets were added to the car. A misfire in one of the rockets at over 500mph set off seven others but despite the extremely unbalanced forces, the car maintained its arrow-straight direction and safely brought Arfons to a halt.
As part of the Mexico's advanced aerdynamics, Tremulis incorporated "air extractors" surrounding the rear window to vent out high pressure air inside the car's bodywork. The thought was that it would reduce drag by allowing the air to pass through, rather than being dammed up inside the car's bodywork. Much like trying to wave a screen through the air versus a non-vented piece of cardboard. He would later pass on this tip to teams running for the record at the Bonneville Salt Flats where the difference between setting a world record and going home empty handed was often just a matter of a few miles per hour...
One such team that payed attention was the Ceccato and Jones Studebaker attempting to set a world record. By incorporating vents just below the rear window, built-up air inside the car's bodywork was safely vented into a lower-pressure area over the rear deck. The result? More efficient aerodynamics and the first "doorslammer" to ever break 200mph!
And, of course, the "Buck Rogers" tailfin of the Gyronaut initially took the brunt of criticism from reporters without a clue as to the importance of the center of pressure of a high speed vehicle. As Tremulis rebutted to his critics: “Until I see a demonstration of an arrow, shot feathers first, successfully going straight, the tailfin stays on Gyronaut”!
It did, and in 1966 the Gyronaut went on to set the world's record for motorcycles at 245.667mph, a speed no other motorcycle would achieve for another four years.
It did, and in 1966 the Gyronaut went on to set the world's record for motorcycles at 245.667mph, a speed no other motorcycle would achieve for another four years.
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