Thanks to the 1970 Plymouth Superbird and its fractionally lesser-known 1969 Dodge Charger Daytona sisters, most car nuts know about Detroit’s initial efforts to incorporate aerodynamic techniques to win at NASCAR.
Even the most casual car fan will recognize the Superbird’s drop-snoot front end and towering rear spoiler, a combination that helped it win the 1970 championship for Chrysler, but it also polarized so visually, .
Today, of course, Superbird, and Daytona, which were actually halfway through the season, are hugely collectible and worth a lot of money. So it’s no wonder that when I took a kiss This month Indy 2022 has released its lot list for sale, we have posted a story about a stunning hemi-engine Daytona being billed by Auction House as one of the main attractions of the event.
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Equipped with both optional Hemi and a four-speed manual transmission, it is one of only 22 vehicles, it is also believed to be the most high-powered Hemi Daytona and has an estimated sales value of $ 1.1-1.3 million.
But with so much focus on the Wind Chrysler cars and the Charger Daytona NASCAR, the first car in history to run at 200 miles (322 km / h), it’s easy to forget that they weren’t the only Arrow cars since the late 1960’s. Other key players in the battle to use airflow management to win the NASCARS Grand National Series and Mekum The same indie 2022 sale has at least one example of almost every one of them.
1969 Dodge Charger 500
Charger Daytona appeared in the middle of the 1969 season, but this was not Chrysler’s first attempt to make the charger more slippery. The road-going ’68 charger had a sexy recessed grille and hidden headlights, as well as a more sexy recessed rear window located between the battered c-pillar batteries. It looked exciting on the road, but both of these design features cost the racing oval charger valuable speed.
So Dodge got rid of them, or rather it got to Detroit-based subcontractor Creative Industries to get rid of them, you can see from the pictures below that the 1969 Charger 500 was compared to a stock yellow 1969 charger.
Engineers installed a grille from the humble Coronet sedan that divides the charger’s B-body chassis, mounts it flush with the front edge of the hood, and smooths the rear end, pulling out the rear window until it aligns with the rear rear. C-pillar.
Dodge was supposed to create 500 examples to integrate the changes to the race track, resulting in the Road Car Charger 500 getting the name, although actually only 392 were produced, each with a 440 Q-in (7.2-liter) Magnum V8. The 375 hp (380 PS) or 426 Q-in (7.0-liter) Hemi made 425 hp (431 PS).
Sadly, these changes weren’t enough to help Dodge outrun his rivals at Ford, who were also thinking about how to make their own cars more easily slip into the air. The 500 won many races, but Ford’s Arrow cars won more, forcing Chrysler to start its game and create a radically different Charger Daytona. Daytona made his debut in the 1969 season, but it was too late for Ford to stop that year’s spoils.
So you could say that the 500 was a failure, or you could kindly see it as an important step for the more famous, and more successful, winged cars that followed. Either way, the 500 is an interesting machine, and the car depicted here is a particularly interesting factor MekumThe list states that it is one of the 52 Hemi-equipped 500s and covers an incredible 200 miles (124 km) from the new. It carries an estimate of -3 300-350,000.
1969 Ford Torino Talladega
Ford took first place at the end of the 1968 NASCAR season, stealing Chrysler’s crown and adding insult to injury, former Chrysler Golden Boy Richard Petty switched sides and drove to the Blue Oval in 1969 with ’68 champion David Pearson. .
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And there was something else above Ford’s sleeve. Like Dodge, Ford realized that cutting his car more clearly in the air could help it gain valuable speeds on the track, even pushing cars closer to the mythical 200 mph (322 km / h) mark. So it took its 1968 season-winning Torino and set it even faster, the result being called Torino Talladega after the brand new superspeedway in Alabama.
At first glance, the 1969 Talladega (pictured below) looks no different from a regular 1969 Torino SportRoof fastback (top photo) and certainly not as wild as the Charger Daytona that will debut later that season. But do not be confused. Ford worked hard on the Talladega project, even moving to shut down his plant in Atlanta, Georgia where Torinos and their Fairlane brothers were made for two weeks to build enough special machines to meet Nasskar’s 500-unit equivalent. The lowest
Still wondering what was so special about Talladega? First there is the matter of an additional 5.9-inch (150 mm) metal graft to the nose, which is slightly bent towards the ground to give a smaller frontal area and ends with a fairlane grille that, like the Charger 500, was flush drawn. Get rid of the recessed area of the standard car.
For the extra snout length, Ford would have to weld the extra metal into the fender and create a filler panel between the grille and matte black hood, and the front bumper was actually a fairlane rear bumper that was cut into three parts, re-welded together and then re-chrome. The Finishing Touch is one of the hardest to find: Ford has rolled up the seals so that it complies with NASCAR’s minimum ground clearance rules and can further reduce racing versions.
Underneath the hood, each of the 750 Street-Legal Talladegas was equipped with a Ford 428 Q-in (7.0-liter) Cobra Jet V8 rated at 335 hp (340 PS) and is driving a three-speed traction-look def. Automatic box, though you won’t find it in the race car’s shock tower. Early versions ran Ford’s 427 tunnel port FE V8, which was powerful, but lasted for years. But the 427 was only a stop-gap until Talladega’s purpose engine was finally ready: the Boss 429.
Wait, wasn’t the Boss 429 a Mustang? It was, and for reasons most familiar to itself, that Ford chose to install the required number of engines for the Mustang, not the road to its new Hemi-Head 7.0-liter 429K Torinos. NASCAR had no problem with such exchanges, but Ford’s engineers did. They subcontracted the work of the complex shoe horn to the car craft, which was forced to be completely re-engineered at the front end of the vehicle to fit a wide, 375 hp (380 PS) motor.
Unlike the 1969 Boss Mustang, the Torino Taladegas had quite a basic interior, a simple bench seat cabin and column-change shifter, no rev counters and they only came in three colors: white, red and blue. These bench seats didn’t offer too much side support in a NASCAR oval, but were tied to a proper bucket seat, drivers like Pearson and Petty won after the win to ensure an overall victory for Ford in the Manufacturers Cup, Pearson was ahead to honor Petty the best driver. .
Today, the Talladega ticks off almost every collectible box: it’s relatively rare, and it not only has the motorsport’s pedigree, but it’s an actual homologue car. If it were a Porsche it would be worth a few thousand dollars. Yet Torino is a bargain. Mekum It has both red and white cars on sale in May (blue was also available) and the লাল 50-75,000 estimate for the red car makes it look like a great value.
1969 Mercury Cyclone Spoiler II
No celebration of Torino Talladega is complete without mentioning its Mercury Cyclone Spoiler II twins. Other than that they are not really twins. Yeah Al that sounds pretty crap to me, Looks like BT aint for me either.
According to the Talladega Spoiler Registry, Mercury has acquired an extra 4-inch (102mm) fender on top of the already significant extra-length Ford in Torino. The angle of the nose was also different, with Mercury being accused of accelerating 2-8 miles (3-13 km / h) on the track due to these two changes. Spoiler II also got a smaller original spoiler for the road, which did not use Talladega or Racing Mercaris, and if you are thinking of that II suffix, Mercury offered a spoiler (not an “II”) with a regular whirlwind snout. .
Both cars got Boss 429 engines in the guise of competition, but when the road Taladegas came with only 428 V8, Mercury chose to make 290 hp (294 PS), 351 cu-in (5.8-liter) small-block V8 290 hp. Mustangs are also available in standard matches. Like Ford, Mercury was forced to build 500 cars, but not Dodge. Production statistics show that out of 503 vehicles built, only 351 were Spoiler II variants with NASCAR noses.
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Of these, the Talladega Spoiler Registry says that 199 were the Cal Yarboro special edition with blue stripes, and 152 were red-striped Dan Garni cars, yet you will find one in each. MekumIts May sales, both carry estimates of $ 65,000-85,000.
1970 Ford Torino King Cobra
Ford’s Torino Taladega, with the help of his Mercury Hurricane Spoiler II siblings, brought the ’69 NASCAR crown to Uncle Henry, but Ford knew the 1970s season was going to be a lot tougher. Dodge Charger Daytona arrived too late to prevent Ford from winning the 1969 season, but it proved its worth with several victories and became the first stock car to lap at over 200 miles (322 km / h). Coincidentally, that car is also for sale MekumIts indie event. Daytona will compete again in 1970, but this time it will be joined by a similar Plymouth Superbird (pictured above), one of which will be driven by Richard Petty, who returned to Chrysler.
Ford needed to do something drastic. The Torino road was new for the 1970s (pictured above), but instead of grafting a typical aero noscon at the edge of the existing fender, Ford created a completely new front end that could not be seen out of place on a fancy Italian GT. The slippery snout prototype allowed the Torino King Cobras to pass tests at 200 miles per hour, but without the rear wing to keep the tail attached, the car was unstable at high speeds. Sadly, Ford canceled the program, returning to the old Taladegas and Spoiler II for the 1970 season, which it lost to Chrysler.
Three Torino King Cobra prototypes are known to exist today, as well as a 1970s Mercury Cyclone Spoiler II that was given the same treatment. One up for those Torinos grabs MekumIts indie 2022 sales, and it’s incredible, cover just 837 miles from the new one. A non-Boss 429 Cobra Jet V8 rated at 370 hp (375 PS) and backed by a three-speed automatic, it was purchased by NASCAR team owner Bud Moore in 1971 when he saw it fall into disrepair at the Ford facility and it exists. What may be there today as a reminder. McCoom estimates it will receive 400,000-500,000.
The end of the arrow car
The NASCAR rule change for 1971 effectively ended the reign of the Arrow car. Series boss Bill France Sr. didn’t officially ban wing and nose cones that year, but a new rule limiting cars powered by 305 Q-in (5.0-liter) engines was as good as the ban. And by the mid-1970s all cars were forced to run engines smaller than 358 cu-in (5.9-liter). But for a short time between 1969 and 1970, when big motors and even big wings were left in America’s trajectory, the only things that were crazier than cars were the boys who were brave enough to drive them.
If you want to create an instant arrow collection and be as rich as a real NASCAR driver, check out MekumIts indie sale where you will find no less than all the cars and four Plymouth Superbirds pictured Yes, four. That superbird always has to dominate the conversation, doesn’t it?