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The car was actually a Charger show car, with a front end of a Daytona mounted onto it. Foot note: These 503 cars were actually Charger 500's as they rolled off the assembly line. Dodge shipped them to an offsite fabricator (not employees of Dodge), who transformed these by mounting the wing, supports in trunk and the front nose cone.
Another aero car is the Dodge Charger Daytona, which was a redesign of the Charger 500 and had a more radical aerodynamic nose as well as a high-mounted wing at the rear, hitting 243 mph (391 km/h) on Chrysler's five-mile oval track. [1]
1965 Dodge Charger II Show Car. During the early 1960s, automakers were exploring new ideas in the personal luxury and specialty car segments. Chrysler, slow to enter the specialty car market, selected their Dodge Division to enter the marketplace with a mid-size B-bodied sporty car to fit between the "pony car" Ford Mustang and "personal luxury" Ford Thunderbird. [1]
Developed specifically for NASCAR racing, the Superbird, a modified Road Runner, was Plymouth's follow-on design to the Charger Daytona fielded by sister company Dodge in the previous season. The Charger 500 version that began the 1969 season was the first American car to be designed aerodynamically using a wind tunnel and computer analysis ...
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Buddy Arrington had a brand new #5 Dodge Daytona for the 1970 season but totaled it out here with a hard crash at full speed into the outside wall. [2] He hit the wall so hard the big wing on the Charger actually broke with its top cross bar ripping off the car then flying 60 feet down the track spinning in the air. [2]
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With Ford winning the majority of the races, Dodge was forced to develop a better car of their own. Using the Charger 500 as a basis, they added a pointed nose. This nose was almost a carbon copy of the nose on the 1962 Ford Mustang I prototype. This radical body shape required a wing to remain stable at speeds over 180 mph (290 km/h).
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