Plymouth Superbird

The Plymouth Superbird had been the factory's follow up stock auto racing design, for the 1970 season, to the Dodge Charger Daytona of 1969, and incorporated many engineering changes and modifications garnered from the Daytona's season in competition. The car's primary rival was the Ford Torino Talladega, a flash response to the Mopar aero car. it is also been speculated that an interesting believe the assembly of the car was to lure Richard Petty back to Plymouth. Both of the Mopar aero cars famously featured a protruding, aerodynamic nosecone, a high-mounted rear wing and, unique to the Superbird, a horn which mimicked the Road Runner cartoon character. Superbirds equipped with the top-of-the-line four hundreds and twentysix cubic inch Hemi engine with a pair of 4 barrel Carter AFB carburettors (2x4bbl) producing 425 hp (317 kW) could accelerate from 0 to 60 mph (97 km/hour) in 5.5 seconds.

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 within the previous season. Dodge Charger 500 version that began the '69 season was the primary American car to be designed aerodynamically employing a structure and computer analysis, and later was modified into the Daytona version with nose and tail. The Superbird's smoothed-out body and nosecone were further refined from that of the Daytona, and thus the road version's retractable headlights (made of fiberglass) added nineteen inches to the Road Runner's original length. The rear wing was mounted on tall vertical struts that put it into less disturbed air thus increasing the efficiency of the downdraft that it placed upon the car's rear axle. For nearly 30 years the mathematic formula wont to determine the precise height of the large wing was thought to be a highly guarded Chrysler secret. within the nineties a retired Chrysler project engineer (falsely) claimed publicly that the height decided in much simpler fashion: it had been designed to provide clearance for the lid to open freely. By coincidence, the peak of the wing was at the optimum level for max downforce. The rear-facing fender scoops were to cover cutouts. These cutouts were to permit wheel clearance because of the taller, wider wheels and lowered the peak of the vehicle for NASCAR competition. On Daytonas, the scoops were actually for ventilating trapped air from the wheel wells so on reduce under fender atmospheric pressure and lift. for normal road going Superbirds the covers or "air extractors" were a cosmetic enhancement. Ground clearance was 7.2 inches (18 centimetres). 440 cubic inch (7.2 L) "Six Pack" (Super Commando Six Barrel) mid-range engine producing 390 hp (290 kW). Four-Two-six Hemi V-EIGHT engine on a '70 Plymouth Superbird NASCAR's homologation requirement demanded that vehicles to be raced must be available to the general public and sold through dealerships in specific minimum numbers. For 1970, NASCAR raised the assembly requirement from 500 examples to a minimum of 1 for each two manufacturer's dealers within the United States; within the case of Plymouth, that meant having to make 1,920 Superbirds. thanks to increasing emissions regulations, combined with insurance spike for top performance cars and NASCAR's effective ban on the aero cars, 1970 was its only production year. "Superbird" decals were placed on the surface edges of the spoiler vertical struts featuring a picture of the Road Runner cartoon character holding a racing helmet. Superbirds had 3 engine options: the 426 Hemi V8 engine producing 425 bhp (431 PS; 317 kW) at 5000 rpm and 490 lb⋅ft (664 N⋅m) at 4000 rpm of torque, the 440 Super Commando Six Barrel with 3X2-barrel carburetors producing 390 hp (290 kW) and thus the 375 hp (280 kW) 440 Super Commando with one 4-barrel carburetor. Only a view models were fitted with the 426 Hemi. because the 440 was less costly to supply, the "street" version of the 426 Hemi engine utilized in competition was homologated by producing the minimum number required. On the road, the ogive and wing were very distinctive, but the aerodynamic improvements hardly made a difference there or on the drag strip. In fact, the Runner was actually quicker within the quarter mile and standard acceleration tests because of the increased weight produced by the Superbird's nose and wing. Only at speeds in additional than 60 mph (97 km/h) did the modifications begin to means any benefit.