Editing Tucker 48 (section)

==Innovative design features==
[[File:Tucker torpedo patent.png|right|thumb|A Tucker 48 Sedan [[design patent]] illustration<ref>{{US patent|d154192|U.S. Design Patent no. 154,192}}, P.T. Tucker, ''Design for an Automobile'', June 14, 1949</ref>]]
The Tucker was a pioneer in terms of engineering and safety features. A rear engine, rear wheel drive configuration had been employed in Tatras and Volkswagens, and headlamps that turned with the front wheels had been available since the 1920s, but they would have been firsts for a modern American production car. The most recognizable feature of the Tucker 48, was a third [[Headlamp#Directional headlamps|directional headlamp]]. Centrally located, it would activate at steering angles of greater than 10 degrees to light the car's path around corners. At the time, 17 states had laws against cars having more than two headlights.<ref name=flory>{{cite book |last= Flory |first= J. "Kelly" Jr. |title= American Cars, 1946–1959: Every Model, Year by Year |year= 2008 |publisher= McFarland |location= Jefferson, NC |isbn= 978-0-7864-3229-5 |pages= 855, 1013–1015 }}</ref> Tucker fabricated a cover for the center light for use in these states.

The car had a rear engine and rear-wheel drive. A [[perimeter frame]] surrounded the vehicle for crash protection, as well as a [[rollcage|roll bar]] integrated into the roof. The steering box was behind the front axle to protect the driver in a front-end accident. The instrument panel and all controls were within easy reach of the steering wheel, and the dashboard was padded for safety.<ref>{{cite web|url=http://www.oldcarbrochures.com/static/NA/Tucker/album/album/1948%20Tucker-04.html |title=Directory Index: Tucker/album/album |publisher=Oldcarbrochures.com |access-date=May 27, 2012}}</ref> The windshield was made of shatterproof glass and designed to pop out in a collision to protect occupants. The car's parking brake had a separate key so it could be locked in place to prevent theft. The doors extended into the roof, to ease entry and exit.<ref name=flory/> Each Tucker that was built differed somewhat from the previous car, as each car built was basically a "prototype" where design features and engineering concepts were tried, improved, or discarded throughout the production cycle. The door releases on the interior of the Tucker came from the Lincoln Zephyr. The steering columns used in the Tucker were donated by Ford and are from the 1941 Lincoln. Preston Tucker held a patent for a collapsible steering column design. A glove box was added to the front door panels instead of the more conventional location in the dashboard to provide space for the "crash chamber" that the Tucker is now famous for. This is a padded area ahead of the passenger seat, free from obstructions, providing the front seat passengers an area to protect themselves in the event of an accident.<ref name="lemaymarymount.org"/> The engine and transmission were mounted on a separate [[subframe]] which was secured with only six bolts. The entire drive train could thus be lowered and removed from the car in minutes. Tucker envisioned loaner engines being quickly swapped in for service in just 30 minutes.<ref>{{cite news|last=Duchene|first=Paul|title=11 things you didn't know about the Tucker '48|url=https://www.chicagotribune.com/2011/02/01/11-things-you-didnt-know-about-the-tucker-48/|access-date=February 10, 2012|newspaper=Chicago Tribune|date=February 1, 2011}}</ref>

Tucker envisioned several other innovations that were later abandoned. [[Magnesium]] wheels, [[disc brake]]s, [[fuel injection]], self-sealing [[tubeless tire]]s, and a direct-drive [[torque converter]] [[transmission (mechanics)|transmission]] were all evaluated or tested, but were dropped on the final prototype due to cost, engineering complexity, and lack of time to develop.<ref>{{cite book |last= Van Riper |first= A. Bowdoin |title= A Biographical Encyclopedia of Scientists and Inventors in American Film and TV since 1930 |year= 2011 |publisher= Scarecrow Press |location=Lanham, MD |isbn= 978-0-8108-8128-0 |pages= 235–237 }}</ref>

Tucker initially tried to develop an innovative engine, with help from Ben Parsons, then owner and president of the Fuelcharger Corporation, and would later be Tucker's VP of engineering.<ref name=Wipff>{{cite book |last= Wipff |first= John |title= The Compleat History of Corvair, Vol 1, Chapter 2 Tucker and Corvair - Two of a kind? |year= 1978 |publisher= Clark's Corvair, Inc |location=Shelburne Falls, MA |pages= 12–14}}</ref> It was a {{convert|589|cuin|litre}} [[flat-6]] cylinder with [[Hemi engine|hemispherical]] [[combustion chamber]]s, [[fuel injection]], and [[overhead valve]]s operated by oil pressure rather than a [[camshaft]]. An oil pressure distributor was mounted in line with the ignition distributor and delivered appropriately timed direct oil pressure to open each valve at proper intervals. The oil pressure fed to each valve was "timed" by intake and exhaust eccentrics and measured by spring-loaded plungers.<ref name=Wipff/> It had large pistons built of aluminum and magnesium castings with steel-plated cylinder linings.<ref name=Wipff/> This unique engine was designed to idle at 100&nbsp;rpm and cruise at 250–1200&nbsp;rpm through the use of direct-drive torque converters on each driving wheel instead of a transmission. It was designed to produce almost {{convert|200|hp|kW PS|lk=on|abbr=on}}1 and {{convert|450|lb.ft|0|abbr=on}} of torque at only 1800&nbsp;rpm. When cruising at {{convert|60|mph|km/h|abbr=on}}, it would only turn at approximately 1000&nbsp;rpm.<ref name=Wipff/>  These features would have been auto industry firsts in 1948, but as engine development proceeded, problems appeared. Six prototypes of the 589 engine were built, but it was installed only in the test chassis and the first prototype.<ref name=flory/>