The Chrysler turbine cars had a full-length exhaust system, just like a piston engine car. The "dumps" were just below the rear bumper. It was a dual exhaust system, with each exhaust pipe being fed by the gas flow over one of the two regenerator disks in the engine. Again, the lower exhaust temperatures (both at the rear of the car and at the exit of the engine) are fact. I know YOU never regurgitated the "asphalt melting" myth, but that's exactly what a lot of people have always associated with those cars as evidenced by the fact that it came up (within a post or two!) in this very thread. Now that a few of them are again roadworthy and making appearances at car shows so that people can actually stand near them, maybe the myths will finally die.
They really were remarkably clever, especially in the way Chrysler leveraged their existing A-727 automatic transmission as an integral part of the turibine "power unit" assembly. The torque convertor was deleted, and the input shaft of the transmission connected to the power turbine through a reduction gear. The gas generator turbine was a separate shaft. That allowed the car to come to a complete stop yet remain "in gear" with the power turbine stopped, just like the driven turbine of a torque convertor does in a conventional automatic. The A-727 worked normally in all other respects, save for the fact that its hydraulic fluid pressure was supplied by a pump driven by the engine's gas-generator turbine, and the transmission fluid did triple duty- as the turbine engine lubricant, transmission fluid/lubricant, and power steering fluid.
Of course. Its clear you know all of the following, but for others reading the thread: The turbine engine and a contemporary gasoline engine were roughly the same overall chemical input power to mechanical output power efficiency. The piston engine shed its waste heat through a) the coolant radiator, b) the exhaust gasses, c) direct radiation from the block, and d) convection cooling of the block and oil pan, approximately in that order as far as percentage of the waste heat rejected by each mechanism. For the same output power, the turbine engine had to shed the same number of joules per second of waste heat as the piston engine, but it did so without a radiator so the exhaust also carried away that portion of its wast heat. IOW, its combustion air was also its cooling air, and the air volume moved is FAR greater than the combustion air moved by the piston engine. The amount of heat energy per second is proportional to the temperature of the gas times the volume moved, so while the temperature was much lower the volume was much higher and therefore the total amount of heat rejection out the exhaust stream for the turbine IS greater (and incidentally its approximately equal to the exhaust heat plus coolant radiator heat of the piston engine).