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The Plymouth Superbird and Dodge Charger Daytona

Truth: Aerodynamic bodies make cars faster and more fuel-efficient.

 Myths: The technology for aerodynamic cars wasn't around until the late 1980s.

 Wind is a funny thing, and few people understand exactly how it works. Some things that look very aerodynamic aren't; some things that don't look aerodynamic are.

 One of the more interesting chapters in technological history was the 1969 Dodge Daytona. This mass-produced vehicle had a drag coefficient (cd) of just 0.28, better than most cars made today. It would have produced even less drag, if it weren't for the tall spoiler (added to keep the rear wheels on the ground at high speeds). But, despite its 200 mph speed record, the car didn't sell well at some dealerships because people thought the aero look was ugly! The price, about $4,000, was high, but not exorbitant (it was also cheaper without the Hemi engine...the standard 440 was probably enough for most people...).

 Compare the Daytona with some modern cars. The $55,000 Viper, with its aerodynamic shape, has a cd of over .5; the 1994 Plymouth Duster had a cd of .42. ; the sporty (mid-90s) Eagle Talon had a cd of .36. Even the sleek Eagle Vision had a drag of .31.

The 1969 Dodge Daytona set a speed record that held for 13 years, to be broken by only about 1 mph.

The Daytona's rear wheels tended to lose their traction, until that massive spoiler was put on, because it carried a standard 440 cubic inch, 375-hp engine. The optional powerplant was the fabled 426 Hemi, a 425-hp (plus) monster designed for racing.

The Daytona wouldn't have been complete without at least one quirk, and it picked a good one. Driven too slowly, it would shortly overheat. Increasing speed (or switching to the next-year's Superbird) took care of the problem ("I was just trying to cool it down, officer!"). Unlike many muscle cars, even the Hemi Daytona is well-behaved and quiet at idle.

 As if to prove that aerodynamics can be an afterthought, the Daytona was built as though it was an option package. Take a Dodge Charger (440 or Hemi), stick a wedge over its nose and a three foot metal spoiler on the rear, and you've pretty much got a Daytona (this is of course an exaggeration, as Petty Enterprises' Kurt Romberg pointed out to me. There was also an under- nose spoiler, vertical stabilizers, and a backlight modification, which he notes "are integral parts of the package").

A year later, Plymouth took a Road Runner, and gave it the same treatment (with some changes so it wouldn't overheat at "low" speeds, such as 55 mph). The Superbird was a little slower at top speed, but it had huge cartoon graphics that made 160 mph just a little more fun.

 The Daytona and Superbird, were considered ugly at the time, but 20 years later, their front end seems to have been transplanted (with some uglification) onto some Saturns and other vehicles. Now, they seem graceful, and maybe even commonplace (except for that spoiler - and their 18 foot length - and whoosh! Where'd it go?).

Ed LaTourette wrote:

Q) The winged cars were made to emulate their NASCAR brethren; that's where the wings come from.  But why are the wing 3 feet high when the NASCAR cars had wings 6 inches off the deck?

A)  You don't need to open the trunk on a NASCAR ride!

Tom Murden wrote:

I worked for a Chrysler dealer for many years. I used to love to see a new musclecar come in on the truck for the reaction it caused. In those days, damned near every 20 year old with a job could own a new car, so we were never short of shoppers. My boss came to me and told me we had ONE Superbird coming in and I could have it. As I was already paying for a '69 Road Runner and a '70 AAR Cuda, there was no way I could afford it.

When the car came in, there was almost a fist fight in the showroom over who was going to get the car. The boss made the announcement that whoever came up with the money first, got the car. All but one man ran to the bank in town. The other one called the bank, got approval, and they told my boss they were cutting the check and depositing it in his account. The customer hid out for a couple days.

It was an expensive proposition for the customer, his wife couldn't judge where the nose ended and air began so she ran into a lot of different things! We put 2 snouts on the car, and he ended up putting a GTX nose on it. Unfortunately, he sold the 'bird nose. He ended up selling it for what he owed on it.

The last time I saw the vehicle it was on a flatbed headed for NC. The new owner had broken the rear window, couldn't find a replacement anywhere as they were not a normal B body piece, and sold it to a collector.

After cruising your site again, I went up to the old quarter mile to see if it was still being used. I showed up in my New Yorker, and all that were there were memories and ghosts. But your site reminds me of the good old days.

Russ Shreve wrote:

In the 3 Jun 02 issue of AutoWeek there is an article by Jeff Allison regarding Chaparral, and their pursuit of aerodynamics in race cars. This is the story of how it all started.

In 1964 I was involved in the design of a very advanced race car concept for JC Penney. Penney wanted to get into International Sports Car racing as a way to rid themselves of their stodgy image, and attract younger buyers to their clothing lines. One of the key features of the car would be better aerodynamics. In early 1965 I rented the University of Michigan wind tunnel for extensive tests. I hired a UofM associated aerodynamicist Jim Amick to manage the tests and compile data into a report. Ron Martin built the wind tunnel models, and worked with Amick between runs making changes. Amick's final report had a unique solution. The attached file is from my Projects Album, and shows Amick's solution...The Wing.

Penney did not continue their interest in a race car, and following a breakup with my partner, he took a copy of Amick's Wind Tunnel Report to Jim Hall in exchange for a job.

In 1972 Larry Chinoda stopped by my house to spend an afternoon talking about MotoCross racing. You may recall Chinoda was with GM, and directly involved in the GM association with Hall. I showed Larry the original Amick report. Larry confirmed my partner had given the wind tunnel report to Hall. He also told me Hall was skeptical. Per Larry, he himself had been thinking of similar ideas, and when he read Amick's report realized they had been proven in a wind tunnel. It was Chinoda that convinced Hall it was worth a try.

There is little doubt Hall and Chaparral took race car aerodynamics well beyond Amick. However, I think it is time the World recognized the idea did not originate with Hall. Hall got it from someone else. The credit should go to Jim Amick.

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