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By the end of the ’60s, wind resistance was becoming the limiting factor for track speeds. Although both shared similar designs, it begs the question: which one was better, the Superbird or the Daytona? Plymouth wanted their own aero car for driver Richard Petty, but they ended up building 1,935 cars to meet new NASCAR requirements. The Superbird used a different wing design than the Daytona, but the basics were still there.
The Superbird may have had success with Petty at the wheel, but the Daytona’s longer race career brought it more wins.

Chrysler was being beaten by Ford’s more aerodynamic Torino, so they went all-out with the Daytona and Superbird.
Aside from some required add-ons like power disc brakes, the Daytona could be ordered with anything available in a Charger. Dealers struggled with selling something so radical, often resorting to turning them back into stock Road Runners to move them off the lot. Like the Road Runner it was based on, the options list was light, keeping cost and curb weight down. Coupled with its smaller, more successful production run, it’s the King of the Aero Cars.

Both cars sported a revolutionary pointed fiberglass nose to reduce drag and a tall spoiler to provide downforce at high speeds. In the end, the 503 cars produced were enough to satisfy customer demand and qualify the car for a full race season.
Buddy Baker used a Daytona to break the 200 mph barrier in 1970, setting a speed record that would stand for 13 years.

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