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The Ultimate 1980s IndyCar Fail: The Eagle Aircraft Flyer Special 🏎️👀 In 1982, aviation engineer Dean Wilson looked at the high-speed oval of the Indianapolis Motor Speedway and thought, "Why not just build a flipped-over airplane?" The result was the Eagle Aircraft Flyer Special (also known as the DW2), quite possibly the most bizarre, dangerous, and aerodynamic-defying contraption to ever attempt to qualify for the Indy 500. Driven by veteran Ken Hamilton (and briefly tested by racing legend Gordon Johncock), this Chevy V8-powered monstrosity was supposed to revolutionize ground-effect aerodynamics. Wilson designed the entire body of the car as a giant, inverted wing. He completely enclosed the front suspension and boxed in the wheels with massive, heavy fairings to streamline the airflow. Instead of a breakthrough, it was an absolute death trap: * Zero visibility: The massive front nose and side pods completely blocked the driver's view of the front tires. Hamilton had to guess where his wheels were on the track. * Insane drag: The bulky bodywork acted like a parachute. Even with a powerful V8, the car was painfully slow on the straights. * Unpredictable handling: In the corners, the aerodynamic forces shifted constantly, making the car terrifyingly unstable at high speeds. Johncock famously stepped out of the cockpit after a few laps and refused to ever drive it again, calling it a literal death trap. Hamilton tried his best during practice, but the car never came close to reaching competitive speeds. The team eventually threw in the towel, and the Flyer Special failed to qualify. It stands today as a legendary reminder that what works beautifully in the skies doesn't always translate to the asphalt!

racing_culture's tweet photo. The Ultimate 1980s IndyCar Fail: The Eagle Aircraft Flyer Special 🏎️👀

In 1982, aviation engineer Dean Wilson looked at the high-speed oval of the Indianapolis Motor Speedway and thought, "Why not just build a flipped-over airplane?"

The result was the Eagle Aircraft Flyer Special (also known as the DW2), quite possibly the most bizarre, dangerous, and aerodynamic-defying contraption to ever attempt to qualify for the Indy 500.

Driven by veteran Ken Hamilton (and briefly tested by racing legend Gordon Johncock), this Chevy V8-powered monstrosity was supposed to revolutionize ground-effect aerodynamics. Wilson designed the entire body of the car as a giant, inverted wing. He completely enclosed the front suspension and boxed in the wheels with massive, heavy fairings to streamline the airflow.

Instead of a breakthrough, it was an absolute death trap:

* Zero visibility: The massive front nose and side pods completely blocked the driver's view of the front tires. Hamilton had to guess where his wheels were on the track.

* Insane drag: The bulky bodywork acted like a parachute. Even with a powerful V8, the car was painfully slow on the straights.

* Unpredictable handling: In the corners, the aerodynamic forces shifted constantly, making the car terrifyingly unstable at high speeds.

Johncock famously stepped out of the cockpit after a few laps and refused to ever drive it again, calling it a literal death trap. Hamilton tried his best during practice, but the car never came close to reaching competitive speeds. The team eventually threw in the towel, and the Flyer Special failed to qualify.

It stands today as a legendary reminder that what works beautifully in the skies doesn't always translate to the asphalt!

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ナッツ

@nr_er34

3 days ago

ミッション載せ替え、レーシングサクションとマフラー交換だけのスーパーライトチューンだけど、この状態でローラー式の計測器で計数かけてやけど 270PSオーバーやったんやけど、こんなもん？

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nr_er34 retweeted

マスゾー(Masuzoh) @Masuzoh_twt

4 days ago

色々補足説明してくださったベテラン社員の方「屋根のないクルマなんか平和な世界でなきゃ怖くて乗れません」「広島は爆心地から復興してそんな平和な世でこそ走れるクルマを作らせて貰っています」「ロードスターはマツダの願いの象徴なのです」この言葉は響いた… #マツダミュージアム

Masuzoh_twt's tweet photo. 色々補足説明してくださった
ベテラン社員の方
「屋根のないクルマなんか平和な世界でなきゃ
怖くて乗れません」
「広島は爆心地から復興してそんな平和な
世でこそ走れるクルマを作らせて貰っています」
「ロードスターはマツダの願いの象徴なのです」

この言葉は響いた…

#マツダミュージアム https://t.co/KCvJUJ5D3r

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@nr_er34

3 days ago

CカーとAE86が混走してるのびっくりした🫢 この頃のCカーも決勝の最高速も330〜340km/hくらいでてたんじゃない？怖すぎw

Racing Culture

@racing_culture

3 days ago

Toyota 88C-V vs. Nissan R88C at Fuji. The Toyota 88C-V and Nissan R88C marked the transition to all-aluminum twin-turbo V8 engines in the 1988 JSPC, focusing on high torque and lightweight design. The Toyota 88C-V (3.2L R32V engine, 809-970 hp) suffered from chassis instability with its carbon fiber tub, while the Nissan R88C (3.0L VRH30T engine, ~750 hp) utilized an elongated aluminum March chassis to improve stability.

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Racing Culture

@racing_culture

3 days ago

Toyota 88C-V vs. Nissan R88C at Fuji. The Toyota 88C-V and Nissan R88C marked the transition to all-aluminum twin-turbo V8 engines in the 1988 JSPC, focusing on high torque and lightweight design. The Toyota 88C-V (3.2L R32V engine, 809-970 hp) suffered from chassis instability with its carbon fiber tub, while the Nissan R88C (3.0L VRH30T engine, ~750 hp) utilized an elongated aluminum March chassis to improve stability.

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