annular combustion chambers along with a second power turbine might have improved power and economy even more. The transmission has an "idle" position instead of "neutral". After the user testing period completed, Chrysler collected all of the cars, destroying 40 out of the original 50 Chrysler kept 2,then sending the remaining examples to museums. Later development and project end Chrysler's turbine engine program did not end with the Chrysler Turbine Car. A new coupe body, which was to become the 1966 Dodge Charger was considered for a new fifth-generation turbine engine. However, Chrysler went on to develop a sixth generation gas-turbine engine which finally met US nitrogen oxide regulations, and installed it in a 1966 Dodge Coronet, though it was never introduced to the public. A smaller, lighter, seventh generation engine was produced in the early 1970s, when the company received a grant from the United States Environmental Protection Agency (EPA) for further development, and a one-off, special bodied, turbine Chrysler LeBaron was built in 1977 as a prelude to a production run. However, by 1978 the company was encountering significant financial difficulties and new CEO Lee Iacocca needed U.S. government loan guarantees to avoid bankruptcy. A government condition of that 1979 deal was that the gas-turbine program be abandoned because they believed it was "too risky" for an auto company of Chrysler's size. While Chrysler's work with turbine engines never paid off in the retail automobile sector, the experiments proved fruitful with the incorporation of a Honeywell AGT1500 into a slightly different product, the M1 Abrams Main Battle Tank, developed in the late 1970s by Chrysler Defense (which was later sold to General Dynamics). Engine series CR1 1954–1956: Plymouth Belvedere 4-door ~100 hp (75 kW) No engine braking Slow spool up CR2 1956–1957: 1956 Plymouth Belvedere, 1957 Plymouth Fury Better regenerator Better fuel economy (18 US mpg) CR2A 1960–1962: 1960 Plymouth Fury, 1962 Plymouth Fury (2), 1962 Dodge Dart (2), 1961 Dodge 2½ ton stake Turboflite show car 140 hp (104 kW), 375 lbf·ft (508 N·m) Adjustable nozzle blades A831 1963–1966: 1963 Chrysler Turbine Cars (50) 130 hp (97 kW), 425 lbf·ft (576 N·m) Much less lag 50 cars + 5 prototypes. All but nine were destroyed. Surviving examples, location and operational status #991211 - National Museum of Transportation, St. Louis, Missouri – Active #991225 - Gilmore Car Museum, Hickory Corners, Michigan – Inactive #991230 - Walter P. Chrysler