|West Palm Beach 1988. The nose is a standard 962 part with a splitter added to the front blanking off the underfloor "funnel" inlet. The rear end aero has been completely revised as well.|
a search for front downforce, Colucci purchased a Porsche 956 nose from
factory, specifically a low downforce Le Mans version, and cut and shut
it to fit the 962. The 956 nose,
5” longer than the 962’s, allowed the rear wing to be moved forward by
a similar amount (and still maintain the maximum legal length and
The revised nose moved the center of balance forward some 8"
increased front downforce around 20%. With more front downforce,
more rear wing could be run, and thus higher total downforce. The
standard 962 nose was
as an alternative when running at the relatively high speed/low drag
tracks such as Daytona and Road America.
were developed and maintained by Ed Pink, though this would change in
when the Miller sponsorship, in a deal led by Alwin Springer following
Al Holbert's death, was parceled to Busby in order to lure them back to
Andial . This would see the Busby cars switch to the very
gold, white, and green Miller High Life colors.
The large duct on the engine cover feeds the huge intercooler located above the engine. The side duct branching off of the back end of the intercooler inlet feeds the turbo. The NACA ducts feed air into the rear brakes.
|The bodywork ends just aft of the rear wheels and the double element rear wing is lowered to further interact with the tunnels. The depth of the endplates is very evident, sealing nearly all the way to the track surface.|