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at race speeds the 1969 race car f&els lighter relative to steering

response than the Daytona.

The effect of the aerodynamic package on the static longitudinal
lift distribution is schematically shown in the lower part of Figure 6.

The low-drag nose and front undernose spoiler system significantly re­
duce front end lift, and the horizontal stabilizer generates negative

lift at the rear of the car which is reacted at the rear wheels. The
total aerodynami o forces acting on the Daytona tend to hold it on the

road as speed is increased. This tends to make the car feel stronge
or more "roadabl 0) " at the highe c n peeds. The horizontal stabilizer

also improves cornering performance since the more negative normal
forces at each wheel increase the ability of the tires to accept side

forces. The horizontal stabilizer is an aerodynamic surface of 3 sq.
ft. in area with a geometric aspect ratio of 7.75. The cross-sectional

■jj hape is an inverted Clark Y airfoil which is a highly efficient nega­
tive force generator within the 12° adjustment range provided.

Figure 5 also presents the front and rear axle side force coeffi-

cients, for the 1969 race car and the Daytona, as a function o yaw

side forces are two
a
angle. These data indicate the Daytona rear axl )
to three times the 1969 race car rear axle side forces. Also, the

total car side force, i.e. front axle plus rear axle side force, is

significantly higher for the Daytona than for the 1969 race car. Again,

track tests have shown that the Daytona directional stability is signi­

ficantly improved over the 1969 race car.

The effect of the Daytona Aerodynamic Package on handling is

c o chematically shown in Figure 6. The package tends to reduce the front

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