Dodge was not satisfied with the results of the Charger 500.
The car was not enough to beat the other aerocars on the NASCAR circuit.
After months of research and development, including at the aftermarket shop, Creative Industries, the Dodge Charger Daytona was introduced on April 13, 1969.
It quickly received over 1,000 orders.

Chrysler made many attempts at improving the aerodynamics of the 500 by adding noses rumored to be up to 23 in (580 mm) long.
The Charger Daytona finally received an 18 in (460 mm) nose.
The full size Charger Daytona was tested with an 18 in (460 mm) nose at the Lockheed-Martin Georgia facility.
The test was a success and the project was greenlighted.
The nose piece was only part of the innovation.
The Charger Daytona also received a 23 in (580 mm) tall wing in rear.
This wing was bolted through the rear quarter panels and into the rear subframe.
Although proven to be less effective than shorter wing designs, the engineer responsible for the development of the wing, John Pointer, chose the tall design so the wing would be in "clean air" to help increase the car's overall speed.
That the tall wing prevents interference with operation of the trunk lid can be considered a fortunate coincidence.
The tall wing also helped out in another unintended way, by giving the car directional stability due to its deeply splinted sides.

The Charger Daytona engineering model was tested on the Chelsea, Michigan Chrysler Proving Grounds on July 20, 1969.
Driven by Charlie Glotzbach and Buddy Baker, it was clocked at 205 mph (330 km/h) with a small 4-bbl.
carb.
The Charger Daytona's nose made 1,200 pounds of downforce and the wing made 600 pounds of downforce.
The Dodge styling department wanted to make changes to the Charger Daytona as soon as they saw it, but was told by Bob McCurry to back off; he wanted function over finesse.

The Charger Daytona introduced to the public had a fiberglass nose without real headlamps and a wing without streamlined fairings.
The media and public loved the car, but were mystified by the reverse scoops on the front fenders.
The PR representatives claimed it was for tire clearance.
Actually, they reduced drag 3%.

The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb⋅ft (650 N⋅m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential.
Optional was the 426 Hemi with 425 hp (317 kW) and 490 lb⋅ft (660 N⋅m).
The 426 Hemi was also available with the no cost option of the A833 4-Speed Manual.
Only 503 Charger Daytona's were produced as U.S. cars. (
An additional 40 were for Canada), Of the 503 U.S. cars produced, 433 were 440 Magnum, 139 4-Speed and 294 Torqueflite; 70 were 426 Hemi power, 22 4-Speed and 48 Torqueflite.

In the end, the Daytona was brought down by the decision to make the 1970 Plymouth Superbird the only Chrysler winged car for the model year.
While Daytonas were raced through the 1970 season, only one Daytona was raced until 1971 (in the 1971 Daytona 500) when NASCAR decreed that engine displacement of wing cars would be limited to 305 cu in (5.0 L).
That particular car, driven by Dick Brooks, finished in seventh place.

The very first 1969 Charger Daytona was a hand build by the Chrysler engineers and was on display at the 1969 World fair in New York.
After the fair ended the car went via a Dodge dealer lottery to a Dodge dealer in Kingston, Ontario, Canada.
This is documented by Chrysler.
Dodge was not satisfied with the results of the Charger 500. The car was not enough to beat the other aerocars on the NASCAR circuit. After months of research and development, including at the aftermarket shop, Creative Industries, the Dodge Charger Daytona was introduced on April 13, 1969. It quickly received over 1,000 orders.
Chrysler made many attempts at improving the aerodynamics of the 500 by adding noses rumored to be up to 23 in (580 mm) long. The Charger Daytona finally received an 18 in (460 mm) nose. The full size Charger Daytona was tested with an 18 in (460 mm) nose at the Lockheed-Martin Georgia facility. The test was a success and the project was greenlighted. The nose piece was only part of the innovation. The Charger Daytona also received a 23 in (580 mm) tall wing in rear. This wing was bolted through the rear quarter panels and into the rear subframe. Although proven to be less effective than shorter wing designs, the engineer responsible for the development of the wing, John Pointer, chose the tall design so the wing would be in "clean air" to help increase the car's overall speed. That the tall wing prevents interference with operation of the trunk lid can be considered a fortunate coincidence. The tall wing also helped out in another unintended way, by giving the car directional stability due to its deeply splinted sides.
The Charger Daytona engineering model was tested on the Chelsea, Michigan Chrysler Proving Grounds on July 20, 1969. Driven by Charlie Glotzbach and Buddy Baker, it was clocked at 205 mph (330 km/h) with a small 4-bbl. carb. The Charger Daytona's nose made 1,200 pounds of downforce and the wing made 600 pounds of downforce. The Dodge styling department wanted to make changes to the Charger Daytona as soon as they saw it, but was told by Bob McCurry to back off; he wanted function over finesse.
The Charger Daytona introduced to the public had a fiberglass nose without real headlamps and a wing without streamlined fairings. The media and public loved the car, but were mystified by the reverse scoops on the front fenders. The PR representatives claimed it was for tire clearance. Actually, they reduced drag 3%.
The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb⋅ft (650 N⋅m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential. Optional was the 426 Hemi with 425 hp (317 kW) and 490 lb⋅ft (660 N⋅m). The 426 Hemi was also available with the no cost option of the A833 4-Speed Manual. Only 503 Charger Daytona's were produced as U.S. cars. (An additional 40 were for Canada), Of the 503 U.S. cars produced, 433 were 440 Magnum, 139 4-Speed and 294 Torqueflite; 70 were 426 Hemi power, 22 4-Speed and 48 Torqueflite.
In the end, the Daytona was brought down by the decision to make the 1970 Plymouth Superbird the only Chrysler winged car for the model year. While Daytonas were raced through the 1970 season, only one Daytona was raced until 1971 (in the 1971 Daytona 500) when NASCAR decreed that engine displacement of wing cars would be limited to 305 cu in (5.0 L). That particular car, driven by Dick Brooks, finished in seventh place.
The very first 1969 Charger Daytona was a hand build by the Chrysler engineers and was on display at the 1969 World fair in New York. After the fair ended the car went via a Dodge dealer lottery to a Dodge dealer in Kingston, Ontario, Canada. This is documented by Chrysler.
Dodge Charger (B-body)