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Motor vehicle

Dymaxion car
Dynamixion car by Buckminster Fuller 1933 (side views).jpg

Dymaxion replica
Overview
Manufacturer The Dymaxion Corporation
Bridgeport, Connecticut
Also called 4D Ship
Production 1933
three prototypes built
Associates Bridgeport, Connecticut
Designer Bucky Fuller with Starling Burgess and Isamu Noguchi
Body and chassis
Class Concept car
Body style Sheet aluminum on ash frame
Layout Rear-engine, forepart-cycle-drive
Platform Varied per paradigm: double or triple hinged, cromoly steel
Powertrain
Engine Ford flathead V8
Transmission Ford
Dimensions
Length 20 ft (6,096.0 mm)

The Omni-Media-Send

With such a vehicle at our disposal, [Fuller] felt that human travel, similar that of birds, would no longer be bars to airports, roads, and other bureaucratic boundaries, and that autonomous gratis-thinking human beings could live and prosper wherever they chose.

Lloyd S. Sieden, Bucky Fuller'southward Universe, 2000

To his young daughter Allegra

Fuller described the Dymaxion as a "zoomobile", explaining that it could hop off the route at will, fly well-nigh, then, as deftly as a bird, settle dorsum into a place in traffic.

R. (Richard) Buckminster Fuller 1895-1983

The Dymaxion car, c. 1933, creative person Diego Rivera shown entering the car, carrying glaze

The streamlined Dymaxion car was designed past American inventor Buckminster Fuller during the Great Low and featured prominently at Chicago's 1933/1934 World's Fair.[one] Fuller built three experimental prototypes with naval builder Starling Burgess – using donated money equally well equally a family inheritance[ii] [three] – to explore non an automobile per se, but the 'ground-taxiing phase' of a vehicle that might one day be designed to fly, land and drive – an "Omni-Medium Send".[four] Fuller associated the give-and-take Dymaxion with much of his piece of work, a portmanteau of the words dynamic, maximum, and tension ,[5] to summarize his goal to do more with less.[six]

The Dymaxion'south aerodynamic bodywork was designed for increased fuel efficiency and top speed, and its platform featured a lightweight hinged chassis, rear-mounted V8 engine, forepart-wheel bulldoze (a rare RF layout), and iii wheels. With steering via its third cycle at the rear (capable of xc° steering lock), the vehicle could steer itself in a tight circle, ofttimes causing a sensation.[seven] [8] Fuller noted severe limitations in its handling, particularly at high speed or in high wind, due to its rear-wheel steering (highly unsuitable for annihilation but low speeds) and the limited understanding of the effects of lift and turbulence on automobile bodies in that era – allowing only trained staff to bulldoze the machine and saying it "was an invention that could non be made available to the general public without considerable improvements."[ix] Shortly after its launch, a paradigm crashed after being hit by some other car, killing the Dymaxion's driver.[10] [11] Subsequent investigations exonerated the prototype.[10]

Despite courting publicity and the interest of auto manufacturers, Fuller used his inheritance to terminate the second and 3rd prototypes,[12] selling all three, dissolving Dymaxion Corporation and reiterating that the Dymaxion was never intended as a commercial venture.[thirteen] Ane of the 3 original prototypes survives,[fourteen] and two semi-faithful[15] replicas have recently been constructed. The Dymaxion was included in the 2009 book Fifty Cars That Changed The World [16] and was the subject of the 2012 documentary The Last Dymaxion.

In 2008, The New York Times said Fuller "saw the Dymaxion, as he saw much of the world, as a kind of provisional prototype, a mere sketch, of the glorious, eventual futurity."[3]

History [edit]

Fuller would ultimately get on to fully develop his Comprehensive Anticipatory Design Scientific discipline, his theory of using all technology on behalf of all people as soon as possible,[17] but by this point information technology was "his job, Fuller decided, to place a trouble, develop a manner to solve it, and await – perhaps equally long as xx-five years – for public sensation to catch up.[17]

In 1930, Fuller had purchased an architectural mag, T-Square, which he ultimately renamed Shelter. [17] Fuller edited the mag anonymously for ii years,[17] and in 1928 published sketches of his land-air-water vehicle, called a 4D Transport.[4] 4D stood for Four Dimensional,[18] a term used in physics and mathematics, referring to length, width, depth and time.[17]

Regarding the 4D transport, author Lloyd S. Sieden, wrote in his 2000 volume Bucky Fuller'due south Universe:

With such a vehicle at our disposal, [Fuller] felt that human being travel, like that of birds, would no longer be confined to airports, roads, and other bureaucratic boundaries, and that autonomous gratuitous-thinking human beings could alive and prosper wherever they chose.[nine]

To his girl, Allegra, he described the Dymaxion as:

A "zoomobile", explaining that information technology could hop off the route at will, fly nigh, and so, as deftly as a bird, settle dorsum into a place in traffic.[19]

Fuller was offered $5,000 (2015: $91,000) from wealthy sometime stock trader and socialite Philip (variously reported as Phillip) Pearson and his wife Temple Pearson (niece of Isadora Duncan) of Philadelphia.[ii] Pearson was a stock banker and had presciently sold short a large quantity of stock before the Neat Low, becoming instantly wealthy. Pearson had known of Fuller's studies, had more wealth than he needed, and felt he could put Fuller and others to work in a fashion that would also do something to alleviate unemployment.[9]

The Dymaxion Corporation mill at the defunct Locomobile dynamometer building, Tongue Pointe, Bridgeport, Connecticut

Fuller initially refused his distributor, concerned about potential turn a profit motives and short-sightedness. Fuller devised a contract, famously adding a so-chosen "ice cream soda clause" where Fuller could freely buy simply ice foam sodas with all the donated money, should he then choose.[9]

On March 4, 1933 – as President Roosevelt instituted a banking moratorium, Fuller formed Dymaxion Corporation, prepare up a workshop in the former dynamometer edifice of the defunct Locomobile Visitor at Tongue Point, on the w side of the harbor in Bridgeport, Connecticut,[15] and hired naval architect Starling Burgess and a team of 27 workmen, including quondam Rolls-Royce mechanics.[2] 1000 workmen had practical for the 27 jobs.[9] The offset of three prototypes was completed in three months – on Fuller's 38th birthday, July 12, 1933.

On October 18, 1933, Fuller filed a patent,[15] which was granted in 1937.[20]

  • Dymaxion Corporation location: 41°10′02.1″N 73°10′49.1″W  /  41.167250°N 73.180306°W  / 41.167250; -73.180306 )
  • Note: Blueprints of the Dymaxion carried the proper noun of the visitor every bit the 4D Company, [21]
    Signage on the Natural language Pointe, former Locomobile edifice read 4D Dymaxion. [22]

Blueprint [edit]

Because he was aiming for what Fuller called Omni Medium Transport, a vehicle that could become anywhere,[ix] the Dymaxion would ultimately have "wheels for ground travel and jet stilts for instant takeoff and flight."[ix] Jet stilts were Fuller's placeholder idea for a hereafter technology that could provide compact, concentrated elevator – twenty years earlier the commercial availability of jets.[ix]

Estimating that designing a country-ocean-air vehicle was then financially and technically out of accomplish, Fuller focused on the most dangerous and challenging mode of such vehicle: landing and taxiing on difficult ground.[23]

Fuller favored front-bicycle drive, studying the style a wheelbarrow could more than effectively pull its load rather than pitch forward when pushing a load.[9] He began studies of the relationships between vehicles (cars, trucks – and also birds and fish) with the media in which they operated (fluid dynamics)[9] – also as steering mechanisms in nature, particularly the rear "single fin" steering of birds and fish.[ix] Burgess, inventor of the first delta-wing aircraft, was invaluable to the projection – just skeptical the vehicle would e'er wing.[9]

Fuller theorized that getting a long, aerodynamic 'plane' fuselage – which was likewise inclined to have trailing, rear steering – to state safely and not immediately turn into the wind, would exist a major challenge.[23] The vehicle would inherently exhibit something he called "ground-loopiness,"[23] and chose to focus his energy in that location.[9] [23] Although it was never intended as such, Fuller predictable the public would instinctively call such a vehicle an machine, and when licensing to drive the vehicle on Connecticut roads, acquiesced and applied for an automobile registration.[9] [23]

Fuller had worked with sculptor Isamu Noguchi to create plaster current of air tunnel models of the Dymaxion to help determine its teardrop shape. Authors of a 2011 detailed computational fluid dynamics (CFD) analysis at Coventry University of the Dymaxion bodywork noted the form's "similarity in shape to a humpback whale" and concluded "the Dymaxion car looks close to a drag optimum style and serves every bit a useful reference for low drag forms."[20]

Prototypes Ane, Ii and Three [edit]

  • Prototype Ane, at 20 feet (6.i m) long,[24] was built on a hinged two-frame chassis constructed of lightweight chromoly steel[25] with shipping-type dished lightening holes[25] – and powered past a Ford V8 engine producing 85 brake horsepower (63 kW; 86 PS) in a rear-engine, forepart-bike-drive layout. The forepart axle was a re-purposed and inverted (the flipped beam must be inverted to prevent the pinion gears from running the wrong style) rear axle from a gimmicky Ford roadster. Tires were provided by Goodyear.[26] The suspension used leaf springs "turned sideways" (transverse leafage springs)[3] and bodywork featured sheet aluminum over an ash wood frame, with a roof partially constructed of snap-on painted canvas.[3] Original blueprints indicate seating for four, including the commuter.[21] Fuller said he had achieved fuel economic system of 36 mpg (7.8l/100 km) and to have reached a speed of 206 km/h (128 mph).[20]
  • Prototypes Two and Iii featured developmental improvements including a lighter three-frame chassis[27] key periscope providing rearward vision, larger side windows, recessed headlights and a roof-mounted stabilizer with rear-facing exhaust outlet.
Videos: In contemporary videos (see External links, below), Fuller is seen driving the vehicle at high speed. In some other Fuller showing off his speeding ticket, demonstrating its power to turn "on itself", hands parallel parking in a space only six inches longer than the car, remarking that he averaged over 22 mpg (up to thirty mpg), and commenting on its stability, with a center of gravity both low and ahead of the midpoint of its wheelbase.

Subsequently epitome history [edit]

  • Prototype 1 was desperately damaged in the noted car accident at the time of the 1933 Chicago Century of Progress fair. The machine was repaired and sold to the managing director of the automotive division of the U.South. Agency of Standards (BoS), merely to be subsequently destroyed in a fire at the Washington D.C. garage of the BoS.[28]

The Dymaxion Epitome Two on brandish at the National Motorcar Museum in Reno, Nevada (2007)

  • Prototype Two survives in the Harrah Collection of the National Automobile Museum in Reno, Nevada. Prototype Two was initially purchased past Alfred Williams, director of the Gulf Refining Company and driven cross land in a nationwide ad promotion of aircraft fuel.[8] In a contemporary video (come across External links, beneath), Fuller notes that skilful friend Amelia Earhart asked that the Dymaxion exist her official motorcar for the celebration of her receiving the National Gold Medal from National Geographic. Dymaxion Prototype Two was driven to Washington and garnered considerable publicity.
  • Prototype Three changed hands many times simply was lost, presumed scrapped, in the 1950s.[29] One time owned past Leopold Stokowski, information technology was estimated to have been driven 300,000 miles.[xxx]

In 1934, Noguchi drove a completed Dymaxion on an extended route trip through Connecticut with Clare Boothe Luce and Dorothy Hale, stopping to see Thornton Wilder in Hamden, Connecticut, earlier driving to Hartford for the out-of-town opening of Gertrude Stein'south and Virgil Thomson's Four Saints in 3 Acts.[31] [32]

One of the prototypes was driven extensively in a campaign to raise funds in back up of the Allies in WW Ii.[26]

Handling limitations [edit]

Everything in the Universe is in always moving in the direction of least resistance. When what nosotros call a lite plane, ane flown by an individual, lands crosswind, its fairing or streamlining makes it want to turn violently in the direction of the wind – the direction of least resistance. This is chosen basis looping. I realized that the most difficult conditions for my omni-medium jet-stilt superbly faired flying device would be when it was on the ground. What is popularly chosen the Dymaxion Auto were the first three vehicles designed to examination ground taxiing nether transverse wind conditions.

Bucky Fuller, Inventions: The Patented Works of R. Buckminster Fuller, 1983

Fuller and Burgess realized early on that the Dymaxion concept would present considerable challenges.[9] [23] As anticipated, and in line with the purpose of the exploration,[23] maneuvering in loftier winds proved problematic, with the vehicle having a strong trend to plough into the current of air.[nine] [23] Steering difficulty and lift at the rear of the vehicle were also observed.[ix]

Fuller realized the Dymaxion "was an invention that could not be made bachelor to the general public without considerable improvements," and instituted a program of abiding refinement and comeback to the platform.[9]

Because of its limitations, Fuller and Burgess limited driving to a list of trained drivers and restricted use in loftier winds or inclement weather.[nine]

Speed tape [edit]

Soon afterward launching Prototype One, Fuller was invited to showroom the Dymaxion at a Bronx race track, beating the track tape by 50% and drawing attention considering it did not slide or migrate across the track like the other race cars.[9]

Accidents [edit]

A highly publicized[15] accident in Prototype One on Oct 27, 1933, occurred "virtually at the entrance to the Chicago Century of Progress Globe'south Fair."[28] Another car, driven by a Chicago South Park Commissioner, had hit the Dymaxion, causing information technology to scroll over – killing the dymaxion's driver (race auto driver Francis T. Turner of Birmingham, Alabama) and seriously injuring its passengers: aviation pioneer (and noted spy) William Sempill and Charles Dollfuss, Air Minister of France.[xv] The politician's car was chop-chop and illegally removed from the scene of the accident earlier reporters arrived.[nine] Turner was wearing a seatbelt only was killed when the sail-covered roof framing collapsed.[9] Dollfuss was non wearing a seatbelt, was ejected and landed nearby on his anxiety.[9] Sempill was severely injured and took months to recover before he could testify at the subsequent inquest.[9] The Dymaxion itself had rolled over and was badly damaged but was subsequently repaired by Fuller and Burgess.[28]

In the printing, no mention was made that the Dymaxion had been involved in a two-car blow. Instead, the cause of the accident was attributed to the motorcar's unconventional configuration: headlines in New York and Chicago read, "Freak machine rolls over – killing famous driver – injuring international passengers".[33]

The subsequent formal investigation, a coroner'south inquest (because someone had died) was delayed 60 days in order to receive Sempill's testimony. It found the actual cause of the affect was a collision with a car driven by the Chicago South Park commissioner[28] who wanted a closer await at the Dymaxion[fifteen] – and immediately left the scene after the accident.[ii] [15] Co-ordinate to the official coroner'south inquest, the two vehicles were traveling at lxx mph, with Turner trying to evade the politician's automobile.[28] The inquest found the design of the Dymaxion was not a cistron in the blow.[nine]

Fuller himself would after crash Prototype Two, with his only surviving daughter, Allegra (Allegra Fuller Snyder) aboard.[34]

Auto industry [edit]

Fuller received interest from Walter Chrysler, Henry Ford, and Henry Kaiser besides as companies including Packard, Studebaker and Curtiss-Wright.[ix]

Chrysler said Fuller had "produced exactly the machine [he had] e'er wanted to produce", when his company had set out to design a highly advanced, aerodynamic car, the Airflow, which Walter Chrysler ultimately found inferior.[nine] Chrysler commissioned Fuller to study the development of the Airflow, finding Fuller had used one quarter the money and a third the time to make his epitome.[7]

At various points, it appeared several manufacturers were interested in marketing the Dymaxion. Walter Chrysler was interested – though he advised Fuller that such an advanced design would come across considerable resistance[9] and would brand every used car on the route obsolete, threatening the wholesale dealer distribution and finance network.[7] In his 1988 volume The Age of Heretics, author Fine art Kleiner said bankers had threatened to recall their loans, feeling the machine would destroy sales for second-manus cars and for vehicles already in the distribution channels.[7]

Replicas [edit]

Hemmings Motor News cites two "true-blue or semi-faithful" replicas:[15]

  • The Foster Dymaxion Replica was congenital in October 2010, past architect and student of Buckminster Fuller, Sir Norman Foster.[35] Foster's team conducted extensive enquiry to replicate its interior, which had completely deteriorated on the only surviving prototype and had not been well documented.[36] [37] Foster was able to borrow Prototype Two under the condition he would also restore its interior.[38] Prototype Two was shipped to the U.K. in club for the work to be carried out before returning to the National Machine Museum in Reno, Nevada.
  • The Lane Dymaxion Replica was commissioned by the Lane Motor Museum in Nashville, Tennessee, and built by craftsmen in Pennsylvania (chassis) and the Czech republic (bodywork). After driving the Lane replica in 2015, automotive journalists Jamie Kitman and Dan Neil described it every bit having very poor stability and vehicle control.[39] [40]

See as well [edit]

  • Streamliner: Automobiles for overview of early on aerodynamic automobiles
  • Flight cars
Early on "teardrop" cars, chronologically
  • Rumpler Tropfenwagen (1921), kickoff aerodynamic "teardrop" car to exist designed and serially produced (about 100 units built)
  • Persu auto (1922–1923), designed by Romanian engineer Aurel Persu, improved on the Tropfenwagen by placing the wheels within the car body
  • Stout Scarab (1932–1935, 1946), US
  • Schlörwagen (1939), German paradigm, never produced

References [edit]

  1. ^ The states 2101057
  2. ^ a b c d Frank Magill (1999). The 20th Century A–GI: Dictionary of Earth Biography, Volume seven. Routledge. p. 1266. ISBN1136593349.
  3. ^ a b c d Phil Patton (June ii, 2008). "A 3-Cycle Dream That Died at Takeoff". The New York Times.
  4. ^ a b Marks, Robert (1973). The Dymaxion World of Buckminster Fuller. Ballast Press / Doubleday. p. 104.
  5. ^ Sieden, Lloyd Steven (2000). Buckminster Fuller'southward Universe. Bones Books. p. 132. ISBN978-0-7382-0379-9.
  6. ^ McHale, John (1962). R. Buckminster Fuller. Prentice-Hall. p. 17.
  7. ^ a b c d Fine art Kleiner (April 2008). The Historic period of Heretics. Jossey Bass, Warren Bennis Signature Serial. ISBN9780470443415. In 1934, Fuller had interested auto magnate Walter Chrysler in financing his Dymaxion car, a durable, three-wheeled, aerodynamic land vehicle modeled after an airplane fuselage. Fuller had built three models that drew enthusiastic crowds wherever. Like all Fuller's other projects (he was responsible for refining and developing the geodesic dome, the first applied dome structure) it was inexpensive, durable and free energy efficient; Fuller worked diligently to cut back the amount of material and energy used by any product he designed. "You've produced exactly the car I've always wanted to produce," the mechanically apt Chrysler told him. And then Chrysler noted ruefully, Fuller had taken one-3rd the time and one 4th the money Chrysler's corporation usually spent producing prototypes – prototypes Chrysler himself unremarkably hated in the end. For a few months, information technology had seemed Chrysler would go ahead and introduce Fuller's car. But the banks that financed Chrysler'south wholesale distributors vetoed the movement by threatening to call in their loans. The bankers were agape (or so Fuller said years after) that an advanced new pattern would diminish the value of the unsold motor vehicles in dealers' showrooms. For every new auto sold, v used cars had to be sold to finance the distribution and product chain, and those cars would not sell if Fuller's invention made them obsolete.
  8. ^ a b Marks, Robert (1973). The Dymaxion Earth of Buckminster Fuller. Anchor Press / Doubleday. p. 29.
  9. ^ a b c d e f thou h i j k l chiliad n o p q r s t u v w x y z aa ab Lloyd Steven Sieden (August 11, 2000). Buckminster Fuller's Universe. Basic Books. ISBN9780738203799.
  10. ^ a b "Passenger Files: Francis T. Turner, Colonel William Francis Forbes-Sempill and Charles Dollfuss". Stanford Academy Archives. Archived from the original on August 21, 2012.
  11. ^ Davey G. Johnson (March 18, 2015). "Maximum Dynamism! Jeff Lane's Fuller Dymaxion Replica Captures Insane Cool of the Originals". Car and Driver.
  12. ^ R. Buckminster Fuller (1983). Inventions: The Patented Works of R. Buckminster Fuller. St. Martin's Printing.
  13. ^ "About Fuller, Session nine, Function fifteen". Bucky Fuller Institute.
  14. ^ Allison C. Meier. "Dymaxion Car at the National Automobile Museum in Reno, Nevada. The only surviving prototype". AtlasObscura. Retrieved September 27, 2020.
  15. ^ a b c d e f g h Kurt Ernst (March 27, 2014). "Cars of Futures Past – Dymaxion 4D Ship". Hemmings Motor News.
  16. ^ Andrew Nahum (2009). Fifty Cars that Changed the World. Conran Octopus. ISBN9781840915853.
  17. ^ a b c d eastward Olive Hoogenboom (February 2000). "R. Buckminster Fuller". American National Biography.
  18. ^ Fuller, Buckminster (1983). Inventions, The Patented Works of R. Buckminster Fuller. St. Martin's Press. p. thirty.
  19. ^ "R. (Richard) Buckminster Fuller 1895-1983". Coachbuilt.com.
  20. ^ a b c Geoff Le Good; Chris Johnson; Brian Clough; Rob Lewis (June 9, 2011). "The Aesthetics of Low Drag Vehicles" (PDF). Hemmings Motor News.
  21. ^ a b Daniel Strohl (May 20, 2013). "Dymaxion blueprints discovered in attic going upwards for auction". Hemmings Motor News.
  22. ^ Daniel Strohl (November 13, 2009). "In search of the birthplace of the Dymaxion". Hemmings Motor News.
  23. ^ a b c d due east f g h Bucky Fuller (1975). Dymaxion Automobile R. Buckminster Fuller (Video).
  24. ^ "Bucky automobile". WNET (commodity). Thirteen.org. Retrieved 2012-01-22 .
  25. ^ a b Marks, Robert (1973). The Dymaxion World of Buckminster Fuller. Anchor Printing / Doubleday. p. 109.
  26. ^ a b Marks, Robert (1973). The Dymaxion Earth of Buckminster Fuller. Anchor Printing / Doubleday. p. 113.
  27. ^ Marks, Robert (1973). The Dymaxion Globe of Buckminster Fuller. Ballast Press / Doubleday. p. 111.
  28. ^ a b c d e Marks, Robert (1973). The Dymaxion World of Buckminster Fuller. Ballast Press / Doubleday. p. 30.
  29. ^ "Dymaxion Machine Restored". Retrieved 25 August 2012.
  30. ^ Marks, Robert (1973). The Dymaxion World of Buckminster Fuller. Anchor Press / Doubleday. pp. xxx, 113.
  31. ^ Gorman, Michael John (March 12, 2002). "Passenger Files: Isamo Noguchi, 1904–1988". Towards a cultural history of Buckminster Fuller'due south Dymaxion Car. Stanford Humanities Lab. Archived from the original on September sixteen, 2007. Afterward in 1934, Noguchi went on a route trip through Connecticut in the completed Dymaxion car with Clare Boothe Luce and Dorothy Hale – stopping to see Thornton Wilder in Hamden, Connecticut, before going onto Hartford for the out-of-boondocks opening of Gertrude Stein'south and Virgil Thomson'south Four Saints in Three Acts.
  32. ^ Herrera, Hayden (1983). Frida, a biography of Frida Kahlo . San Francisco: Harper & Row. pp. 289–294. ISBN0-06-091127-one.
  33. ^ Marks, Robert (1973). The Dymaxion World of Buckminster Fuller. Ballast Press / Doubleday. p. 112.
  34. ^ Jonathan Glancey (October 5, 2010). "Norman Foster'due south back-to-front auto". The Guardian.
  35. ^ Allsop, Laura (Oct 15, 2010). "Norman Foster'south futuristic concept auto". CNN.
  36. ^ "Dymaxion Machine Restored". Synchronofile.com. 2009-09-19. Retrieved 2012-01-22 .
  37. ^ "Dymaxion – O'Rourke CoachTrimmers". Archived from the original on 30 August 2012. Retrieved 28 August 2012.
  38. ^ "Dymaxion automobile 2 – O'Rourke CoachTrimmers". Archived from the original on 30 Baronial 2012. Retrieved 28 August 2012.
  39. ^ Dan Neil (Apr 24, 2015). "A Test Bulldoze of the Death-Trap Machine Designed past Buckminster Fuller". The Wall Street Journal.
  40. ^ Jamie Lincoln Kitman (Apr 27, 2015). "Test Drives: The Dymaxion Car". Cartalk.com.

Further reading [edit]

  • Glancey, Jonathan; Chu, Hsiao-Yun; Jenkins, David; Fuller, Buckminster (2011). Buckminster Fuller: Dymaxion Motorcar. Ivorypress. ISBN978-0956433930.

External links [edit]

  • Dymaxion car at speed on YouTube
  • Dymaxion car with narration by Bucky Fuller on YouTube, excerpt from the Robert Snyder moving picture, The World of Buckminster Fuller, 1971
  • Dymaxion car driven by Bucky Fuller on YouTube, with Amelia Earhart every bit rider
  • Dymaxion car introduction, with chassis demonstration on YouTube
  • The Dymaxion Car – The Futuristic Vehicle That Remains in the Time to come
  • CFD Assay of Dymaxion Car

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Source: https://en.wikipedia.org/wiki/Dymaxion_car

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