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A Closer Look21 February 2024 by Andreas 2249 Viewed

The Chrysler Norseman

The Chrysler Norseman, a concept car born in 1956 and never appeared in any car show; the unfortunate prototype we will talk about in this story, was in fact involved on July 26th 1956 in the tragic sinking of the Italian transatlantic Andrea Doria.

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The origin

Chrysler’s idea was to create a car without A-pillars for the 1957 exhibitions, the prototype project was developed in October 1954 by the American stylist Virgil Exner, a member of the Chrysler Advanced Styling Group, at the Centro Stile Ghia di Torino based on the Lincoln Futura.

The Design of the Chrysler Norseman

The project for the large four-seater experimental Coupé had started in October 1954 and a 1: 4 scale model had been sent to Italy for Carrozzeria Ghia as reference for a running model for display. The complexity of the forms, of the technical and stylistic solutions occupied the workers who worked in Corso Unione Sovietica for almost 15 months; it is likely that Pietro Frua, then head of the Ghia style center, was kept out of the operation.

The Chrysler Norseman featured many innovative technical solutions for the time. All major body panels on the car were made of aluminum as a result of research in advanced structural techniques to reduce weight. It had a sharply sloping hood, upswept tail fins and a covered, smooth underbody for aerodynamic efficiency. The chief designer of the technical office Sergio Coggiola was part of the working group of Ghia, who in 1966 founded its own company and to whom we owe the resolution of the biggest problem: that of creating a roof which had no posts or pillars. This was accomplished by means of structural cantilever archs which curved upward from the rear of the frame and over the passenger compartment of the car. Glass surrounding the passenger compartment was uninterrupted (using the Vistotal system, already seen on Castagna’s models) with the exception of the two archs of steel curving upward in the rear. The same criticality was faced by Coggiola for the construction of the Ferrari 212 Inter “Uovo”, built by Carrozzeria Fontana for the driver Giannino Marzotto for the 1951 Mille Miglia. In addition there was a 12 square foot panel of glass in the roof that was power operated and slid forward leaving the roof over the rear seat area open.

Over-all the smoothness of the car was enhanced by concealed automatic headlights, door handles, and concealed trunk lid opening device. Other innovations modern for the time, were the powered adjustable seats, automatic petrol cap, the PowerFlite automatic gearbox with steering wheel controls used in all Imperial cars, interior lighting with diffused light and the radio integrated in the central tunnel of the dashboard. Color of the car was two-tone metallic green with a touch of red inside the flared wheel openings.

5.8 meters long, 2 wide and 1.4 high, the Chrysler Norseman did not boast major mechanical innovations, being equipped with a classic V8 Hemi of 5.4 liters and 235 hp similar to that mounted on the Chrysler 300C in 1957.

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The disaster

Rammed by the Swedish ship Stockholm, the ocean liner tragically sank on July 26, taking dozens of victims and the Chrysler concept car to the seabed. The same day of the sinking Chrysler issued an official statement for the loss of the concept car which, however, was no longer rebuilt, therefore the Chrysler Norseman was not unveiled to the public or ever produced in series.

Photo courtesy of Harry Trask

Turin coachbuilder Ghia in 1961 resumed its line and many of the technical solutions for the construction of the Dodge Flitewing and Chrysler TurboFlite concept cars.
But Chrysler never used the cantilevered roof design in any subsequent vehicle.

Despite numerous attempts to bring to the surface the treasures sunk with the Andrea Doria, it has not yet been possible to recover it from the hold of the wreck.

The Chrysler Norseman today

After almost 65 years, the Norseman is probably not there anymore, under 75 meters of water on the bottom of the Atlantic off the coast of Massachusetts (40 ° 30′N 69 ° 53′E / 40.5 -69.883).

A diver named Bright was one of the last people to pay homage to the Norseman in 1994. As he stated, the car was in cargo hold number 2 packed in a crate which had completely disintegrated, leaving the Norseman in very poor conditions. The tires were the only element which helped with the cars identification. Considering that 25 years have passed, no one else will be lucky enough to see the remains of this prototype involved in this tragedy.

the author

Andreas

Italian classic car enthusiast with German roots. Renowned as a respected figure in the classic car community, he serves as a jury member at various international concours d'elegance, including the Classic Gala Schwetzingen and Mantova. As a content creator, Andreas passionately shares his profound knowledge and appreciation for vintage automobiles. His heart beats for cars designed by Giovanni Michelotti, showcasing his discerning taste and dedication to preserving the timeless elegance of automotive history.

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Mark84
Mark84
3 years ago

Such a sad story, The cantilevered roof was the highlight

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LowRider
LowRider
3 years ago
Reply to  Mark84

its a pitty Ghia didn’t tried to rebuilt it, i mean, insurances do exist back in the day right?

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The BMW M1 holds a unique place in automotive history. As the first production car from BMW’s Motorsport division, the M1 was intended to showcase the company’s engineering prowess and racing pedigree. However, despite its striking looks, impressive performance, and significant impact on the BMW brand, the M1’s journey was fraught with challenges, including financial turmoil, production delays, and regulatory hurdles. Today, the M division has evolved into a symbol of high-performance street cars, but the M1’s legacy remains one of both triumph and failure.

The Birth of BMW Motorsport

In 1972, BMW established its Motorsport Division, known as “M,” with the goal of advancing the brand’s competitive edge in the world of motorsports. Prior to this, BMW’s racing efforts were fragmented, with various teams involved in different categories but lacking a unified structure. This all changed when Bob Lutz, BMW’s head of sales and marketing, spearheaded the formation of BMW Motorsport. The division’s primary mission was to build competitive race cars and elevate the brand’s reputation, particularly in touring car racing.

BMW’s first major success in the motorsport arena came in 1973 with the BMW 3.0 CSL, which dominated the European Touring Car Championship. This victory cemented BMW’s position in the racing world. However, as the division grew, it became apparent that creating race cars from existing production models was unsustainable in the long run. The company needed a purpose-built race car, one that would push the boundaries of performance. This vision led to the creation of the BMW M1, a car that would become a defining symbol for BMW Motorsport.

Michelotti and the BMW Turbo Concept

Alongside the creation of the M division, BMW was developing the BMW Turbo, a concept car that would become a landmark in automotive design and technology. Designed by Paul Bracq, the Turbo E25 introduced bold new features, such as a mid-mounted engine, gullwing doors, and retractable headlights, marking a radical departure from BMW’s previous designs. The car represented a vision of the future, combining performance with cutting-edge safety features, and was intended as a technology showcase for the brand.

Initially, BMW contracted Carrozzeria Michelotti, to assemble the Turbo prototype. Giovanni Michelotti, famous for his work with a variety of automotive brands, established a 10,000-square-meter workshop dedicated to the Turbo project. Michelotti built two BMW Turbo prototypes in total, with one being showcased at the 1972 Frankfurt Motor Show. This partnership underscored BMW’s ambition for the car and its desire to create something truly revolutionary.

However, the timing of the project was unfortunate. The 1973 oil crisis caused a global economic downturn, dramatically increasing fuel prices and severely affecting the automotive industry, particularly for performance cars like the BMW Turbo. The crisis placed enormous financial strain on car manufacturers, and BMW was forced to reconsider its plans, including the costly decision to move forward with the Turbo prototype.

The Fallout and the Shift to Italdesign

As the crisis deepened, BMW was unable to fulfill its contract with Michelotti, and the planned collaboration was put on hold. Financial constraints led the company to reevaluate its spending, and resources allocated to the Turbo project were reduced. Michelotti’s specially built workshop, which had been prepared to assemble the car, remained underutilized as BMW shifted its focus.

However, the end of the oil crisis opened up new possibilities. Italdesign, the renowned design and engineering firm led by Giorgetto Giugiaro, came to BMW’s aid. In the years following the crisis, Italdesign purchased Michelotti’s workshop, which would become the production base for the BMW M1. Giugiaro’s expertise in design and engineering played a pivotal role in transforming BMW’s ambitious race car project into a road-going reality.

Giugiaro’s task was to refine the BMW Turbo E25 concept into a production car that could both meet the demands of motorsport and appeal to the consumer market. His design for the M1 retained the sharp, angular lines and futuristic profile of the Turbo, but with refined proportions to suit both racing needs and road-going practicality. The M1’s mid-engine layout, wide stance, and low roofline emphasized its racing pedigree, while its aggressive, sleek design ensured it would stand out as a supercar.

A Race Car for the Road

The BMW M1 was originally conceived as a Group 5 race car, competing against purpose-built machines like the Porsche 935. The project aimed to blend motorsport engineering with production cars, creating a race-bred vehicle that could also be sold to the public. To achieve this, BMW enlisted Lamborghini, to help with the development of the M1. Despite Lamborghini’s expertise in high-performance road cars, it lacked experience in motorsport, which ultimately led to complications during the project.

In the early stages, Lamborghini was tasked with developing the chassis and body of the M1, while BMW would provide the engine. However, Lamborghini’s financial troubles soon became apparent. The company was experiencing significant cash flow issues, and it ultimately misappropriated funds intended for the M1 project. In a dramatic turn of events, BMW was forced to reclaim the project’s components and tooling from Lamborghini, a move that involved a late-night raid to retrieve the M1’s parts. This disruption delayed the project and ultimately led BMW to take full control of the M1’s development.

The Engineering Challenges

Despite the setbacks, the M1 took shape as a highly capable performance car. The vehicle was powered by the M88 engine, a 3.5-liter, straight-six unit that produced 277 horsepower in its road-going form. This engine, derived from the racing program, provided the M1 with impressive performance, allowing it to rival other supercars of the era, such as the Lamborghini Countach and Ferrari 512 BB.

The M1 featured a mid-engine layout, which contributed to its excellent handling characteristics. The car’s design was primarily focused on its racing capabilities, making it relatively raw and unrefined for a road car. It lacked amenities such as power steering, and the cockpit was cramped, with the steering wheel offset to the right to accommodate the center-mounted engine. Despite these compromises, the M1’s performance on the road was outstanding, with acceleration and handling that earned it widespread praise from automotive journalists.

The Racing Struggles and ProCar Series

One of the most significant challenges the M1 faced was its inability to compete in mainstream racing. To homologate the M1 for Group 5 racing, BMW needed to produce 400 road cars. However, production delays meant that only 200 units were built in the first two years, preventing the car from racing in most major events.

In response, BMW created the ProCar Series, a one-make racing championship exclusively for the M1. The ProCar Series was unique in that it featured Formula One drivers competing against privateer M1 owners, creating an exciting spectacle at Formula One race weekends. Although the series generated interest and the M1 proved competitive in this setting, it was not enough to elevate the car into mainstream motorsport. Furthermore, the M1’s performance in ProCar did little to resolve its commercial issues.

Commercial Challenges and Production Woes

The M1 was also a commercial disappointment. Originally, BMW had intended to sell the M1 for around 100,000 Deutsche Marks, placing it in direct competition with supercars like the Lamborghini Countach. However, due to the disruptions caused by Lamborghini’s financial troubles and the increased cost of production, the M1’s price climbed to 113,000 Deutsche Marks. Even with this increase, the car was difficult to sell. BMW was only able to produce 399 M1s, well below the original goal of 1,000 units, making it a rare and expensive model.

Despite its high performance and exotic status, the M1 was a hard sell. Its design was too closely aligned with its racing origins, and its lack of creature comforts and high price point made it less appealing to the typical supercar buyer. Additionally, the car’s raw nature, with its lack of power steering and awkward driving position, alienated many potential customers. In the end, the M1’s commercial failure contributed to its relatively low production numbers and limited legacy as a production car.

Legacy and the Evolution of the M Division

Although the M1 was a commercial and racing disappointment, it laid the foundation for the success of BMW’s Motorsport division. The lessons learned from the M1 project helped shape future BMW M cars, starting with the iconic E30 M3. The E30 M3, developed as a more practical and accessible performance car, became a massive success in both motorsport and sales, marking the beginning of a new era for BMW M.

The M1 also solidified the link between BMW’s racing heritage and its high-performance street cars. Today, the M badge is synonymous with powerful, driver-focused vehicles, but it all traces back to the M1. The M1’s legacy is less about its financial success and more about its role in shaping the identity of BMW M as a division dedicated to performance engineering and motorsport excellence.

Conclusion

The BMW M1’s story is one of ambition, innovation, and hard lessons learned. It was a car ahead of its time, a race car designed for the road, and a symbol of BMW’s commitment to motorsport. While it never reached the commercial success BMW had hoped for, it played a crucial role in the development of the M division and set the stage for future performance cars. The M1 may not have been the financial success BMW wanted, but its influence on the brand and its impact on the automotive world cannot be overstated. Today, the M1 remains a revered classic, a testament to BMW’s racing heritage and the trials and triumphs of the M division.

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