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. 
In
a search for front downforce, Colucci purchased a Porsche 956 nose from
the
factory, specifically a low downforce Le Mans version, and cut and shut
it to fit the 962. The 956 nose,
being
about
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
therefore
floor area).
The revised nose moved the center of balance forward some 8"
and
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
retained
as an alternative when running at the relatively high speed/low drag
tracks such as Daytona and Road America.
Engines
were developed and maintained by Ed Pink, though this would change in
'89
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
famous
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.