Take a look at the front spoiler on the front spoiler on this Superbird and you will see that Gary has ABSOLUTELY incorporated what they've learned from their K&K Daytona. I had the good fortune to be at Maxton when they were first running the K&K and actually could SEE with the naked eye the front end lift they experienced at high speed. If you could SEE the lift at speed you KNOW it had to be significant!
Subsequently they took the car to the wind tunnel in Mooresville, NC (Race City), and worked with an aerodynamicist who had actually worked on the original wing car program. He suggested the MUCH larger front spoiler in a more forward location (along with other tweaks) that cured the front end lift and made the car handle as if on rails. They also increased the "angle of attack" raising the rear of the car and lowering the front... As a result, Gary can now comfortably steer the car with one hand at speed (over 200!) while reaching for the parachute release. Major reduction in the butt-pucker factor!
I suspect this Superbird is going to be better right out of box, but wind tunnel testing will confirm (or deny) this. Interesting is the fact that so much of what Chrysler had worked up back in the day was SO good to start with, like the rear wing which works SO well it contributed to the front end lift we're discussing. Little wonder the Daytonas and Superbirds were so dominant!
Like so many things the race cars, their high noses, and other compromises were driven by the fact that they were based on production models and altered from there. A pure purpose built race car would be an entirely different animal indeed. Formula 1 or Can Am anyone?
