The Superbird Wing Was Not "Idiotically-Ineffective" or "Dumb"

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EL5DEMON340 said:
Your funny
Click to expand...

Be Easy EL5DEMON,

More 'Superbird' Test Questions >

For 15 Bonus Points.

1} What were the front Fender Scoops called ?

2} Were they functional on the 'factory' production cars for the public ?

3} Were they 'molded' with fiberglass, or 'stamped' steel ?

4} Why were they installed with the vent-opening facing backwards ?
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If you get all the answers correct, tell them what they win Johnny.

* A date with Jennifer O'Neill. {The 1970 version}.
* A video tape of the 'Summer of 42'
* A bottle of 'Strawberry Ridge' wine.

And 'Dinner for Two' at ........ Beefsteak Charlie's
 
1) Naca ducts
2) No
3) No idea my best guess steel
4) Vent air out of the wheel wells
 
DNasty777 said:
1) Naca ducts
2) No
3) No idea my best guess steel
4) Vent air out of the wheel wells
Click to expand...

Good Effort. Good Effort.

Answer #1

The front fender vents {reversed scoops} were called 'Exhausters'. This was to
confuse the competition in Nascar racing {primarily Ford} into thinking that they were some kind of 'secret' aerodynamic trick.

'Exhausters' {Fender Vents}
The reversed scoops were put on the top of the fender sections,
because the 'Nascar' Superbird and Daytona race cars actually had 4" diameter
holes cut out of the top of the fenders, to prevent the large racing tires from hitting
the under-side of the upper wheel-wells when the cars went into the high-bank turns as early as 130+ MPH with the 'new' aerodynamic cars.

These holes could not be left open {visible}, as per Nascar specifications.
So Chrysler Racing {Nascar Division} came up with these fender-risers.
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Answer #2

The 'Exhausters' {Fender Vents} were 'not functional' on the factory
production cars for the consumers.
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Answer #3

A 'trick' question.

The front fender vent-scoops were produced in both fiberglass, and metal. Approximately 60% were molded fiberglass, and 40% were stamped steel.

Both 'Creative Industries of Detroit, Inc.' and 'Jo-Ad Industries' produced
these units for Chrysler.
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Answer #4

Why were the vent-openings reversed, or why were there vent openings anyway, if the 'fender-risers' were only there to provide for additional inner-fender clearance for the racing tires at high-speeds.

Ah! wise one. Good question.

Chrysler Engineers {John Pointer and Bob Marcel} found out that by
having a vent-opening in the fender-riser, they actually helped reduce heat
in the fenderwell area.

This did 'three things',

1} Helped lower the temperature within the wheel-well area, keeping
the large front racing Tires cooler, which extended the length of tire
use by 3%.

2} Helped cool the brakes {Wheel Drum and Lining}. The cooler that
the brake assembly components were = less friction.

3} The vents did help remove the 'circle air' within the fender-well
area. The vent actually reduced the front-end 'drag' by 3%, at over 180 MPH.








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1970 Plymouth Superbird

1970 NHRA Classifications

..................... Shipping Weight .... NHRA Stock Class ... NHRA Super/Stock Class

* 426 Hemi ......... #3857 lbs. .........C/S or C/SA ........... SS/E or SS/EA
* 440 Six-Barrel... #3705 lbs. ......... E/S or E/SA ........... SS/G or SS/GA
* 440 ................. #3668 lbs. ......... F/S or F/SA ........... SS/H or SS/HA
 
Could,

A 1970 Plymouth 'Superbird' fit into an {18' 6"} length Garage, and could you
completely close the Garage Door.
 
There was one parked in Costa Mesa, CA in his driveway. I used to ride my bike past it on the way to little league practice. It was green. There was a complete joe dirt beater at a Fling a few years ago, i think a bag lady was living out of it. It may have been the one in the movie? Premier drivers boycotted their first race because goodyear wouldnt rate their tires over the cars top speed of 200+ so the junior drivers stepped up and ran them with no incidents. Everyone followed suit the next race.
 
krazykuda said:
The actual production was:

392 Charger 500
505 Daytonas
1971 Superbirds


The requirements for Nascar on 69 was for a 500 units built.

They took the last of the Charger 500 and had them converted to Daytonas, so they didn't have to pay for the difference to be made for the Daytonas, since the Charger 500 was the base for the Daytona.

(We're talking the one year only 69 Charger 500, not the trim package Charger 500 available in later years. True Charger 500's had the back window to be flush with the back of the back pillars, not recessed like all other production Chargers which was send out and done after the factory)

Chrysler played "hide-the-coconut" with Nascar officials. They had the Charger 500's parked in a few different lots. While they were counting cars in one lot, they would move them to another lot to be counted again. Some cars were counted twice to fudge for the difference in the Nascar requirement and how many they had actually shipped/sold.

In 1970 Nascar changed the requirements to one per dealer. There were 1,921 dealers in the US, and 50 dealers in Canada for a total production of 1,971 Superbirds.
Click to expand...

This is an 'incorrect' statement regarding the Plymouth Superbird.
 
krazykuda said:
The actual production was:

392 Charger 500
505 Daytonas
1971 Superbirds


The requirements for Nascar on 69 was for a 500 units built.

They took the last of the Charger 500 and had them converted to Daytonas, so they didn't have to pay for the difference to be made for the Daytonas, since the Charger 500 was the base for the Daytona.

(We're talking the one year only 69 Charger 500, not the trim package Charger 500 available in later years. True Charger 500's had the back window to be flush with the back of the back pillars, not recessed like all other production Chargers which was send out and done after the factory)

Chrysler played "hide-the-coconut" with Nascar officials. They had the Charger 500's parked in a few different lots. While they were counting cars in one lot, they would move them to another lot to be counted again. Some cars were counted twice to fudge for the difference in the Nascar requirement and how many they had actually shipped/sold.

In 1970 Nascar changed the requirements to one per dealer. There were 1,921 dealers in the US, and 50 dealers in Canada for a total production of 1,971 Superbirds.
Click to expand...

1970 NASCAR racecar program requirements.

It is one car for every '2' Dealerships.

Please read up on 'homogolation'.
 
krazykuda said:
Dude, don't go away mad... :???:

Just go away... :D


I've proven what I needed to, I'm not playing your games.... :finga:
Click to expand...

Tell us all. Please tell us.

Just how in the 'Hell' did you come up with Plymouth having 'only'
'1971' Dealerships at the end of 1969.

Was this the number that just came off the top of your head.
 
Getting Those Measurements

1970 Plymouth Superbird

* Wheelbase ................. 116"
* Body Length ............... 221"
* Width {Front} ............. 76.4"
* Width {at 'C' Pillar}....... 73.4"
* Roof Height ................. 54"

* Trunk Deck Height ....... 36.5"
* Height of Vertical Fins ...24.9"
* Air-Foil {Wing} Height .. 61.4"

* Air-Foil {Wing} Size ...... 7.5" Wide x 58" Length
* Square Feet ................. 2.98'

* Wing above Roof Line .... 7.4"
* Nose Extension ............ 19"
* Front Overhang ............ 53.3"
* Front Spoiler ................ 5" Depth x 51" Wide

* Ground Clearance ......... 7.2"
* Front-to-Rear Weight .... 54% / 46%
 
DNasty777 said:
1) Naca ducts
Click to expand...

here's a Naca duct
oktogl.jpg
 
1970 Plymouth Superbird 'Angles'

* Front Spoiler ............................. 45* Downwards to the Ground
* Rear Back-light Window .............. 23* Slope
* Vertical Stabilzer {Front Angle} ... 40*
* Vertical Stabilizer {Rear Angle} ... 20*
* Wing Tip Angle {Adjustable} ....... +2* to -10*

Aerodynamic Effectiveness
* Front Spoiler ........................... @ 90 MPH
* Rear Air-Foil ............................ @ 130 MPH
* Vertical Stabilizers {Fins} .......... @ 180 MPH

Overall
* At 190 mph, the Rear Air-Foil and Stabilizers produced a net gain equal to {+85 Horsepower}
 
Well, hello to you to sir.



NHRA NED 1 'Top 7' Points .......... SS/I - 1972
NHRA NED 1 'Top 7' Points .......... SS/I - 1973
NHRA NED 1 Record Holder ......... B/SA - 1974
NHRA NED 1 Record Holder ......... B/SA - 1975
NHRA NED 1 'Top 7' Points .......... C/SA - 1978
NHRA NED 1 'Top 7' Points .......... C/SA - 1979
 
Yes,

Dick Landy did build the 426 Hemi for Bobby Allison's 1969 Dodge Daytona
#22 car.

Chrysler Racing {Dodge Division} wanted Dick Landy to build and campaign a
Daytona for the 2nd-Half of 1969 in NHRA/AHRA for Super/Stock.

Chrysler 'gave' him a 1969 1/2 - Daytona 426 Hemi with an Automatic.

But Dick Landy was so busy with his business 'DLI' and Match-Racing all over the country in 1969, that he never got around to putting the Daytona together for SS/FA.

In 1969, Dick Landy was running {7} other cars.
 
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