Looks like the love child of a C-3 and a Porsche 935. Of course, the 935 was pretty close to state of the art in the alte '70's and is an absurdly fast car by anyone's standards.

 

You can log onto the Greenwood Vette site and read the reasoning behind this street car was to homologate the Porsche type "whale tail" and side skirts for areodynamic efficiecy and low drag compared to the other AAGT winged wonder cars of that era. I tried to locate a picture of the Greg Pickett 1100HP twin turbo Vette and also a guy named Rich Sloma both had some wild winged wonders in that era. All these vettes were able to reach 220+MPH with proper gearing, I still like the Dekon Monzas from this era, they kicked serious butt on 934/935 Porsches in their time.

 

There are basically 2 devices that are mounted on the rear of vehicles, and their operation can overlap to an extent.

Spoilers
They are devices that alter the flow of air behind the car. Aerodynamics of cars is determined in large part as a result of how the air flows off the BACK of the car, instead of the front. If I recall correctly from my aero class days, the rear airflow is more important than the front, or more responsible for drag anyhow. Alter that flow to make it more efficient and your car is more efficient.

Wings
These are downforce creating devices. In general, cars are shaped like wings with a curvy kinda top. As a result, cars have aerodynamic lift. Get enough lift and very bad things can happen. Put a wing on the rear of a car to generate downforce, or at last counteract the effects of lift on the body. Wings can have have a small or large net effect. You can have a wing just get you back to your 0 mph loading when going fast, or you can have a wing add tons of downforce (literally in some cases) allowing you to corner much better.

I'm with rollavette on this though. I'd never try to put a wing on a car in hopes of it providing an appreciable amount of downforce without studying it in detail first.

Many of the Corvette wings that have been used in the past were done in the days before wind tunnels were used for race applications. These days, there is the opportunity to optimize wing and spoiler design to maximize their effectiveness without increasing drag any more than absolutely necessary.

 

Less an assault on the senses than most, however, better you than me! A good point was brought up above; when I stomp on it my C-3 is a front end lifter, maybe I should put a wing over my front fenders?!?! :eek:

 

Solid LT1 - In the late 80's i actually saw one of the "Daytona tt cars" In a race shop parked for years in Sacrameto. This shop specialized in Sprint car motors 360 & 410's I drooled so bad that I later on had my car cloned to the 81 TT front end and wing. The front end is @ 150 pounds lighter because of the thinner fiber glass.

In years past you used to see lots of the clones like mine at the all Corvette drags or road races at Sears Point.

When i down at the Luguna Seca historic races and looking at all the actual old race Vettes one of the guys came up and said mine really looked nice for a clone. I don't have the air inlets opened up and i didn't but the optional air cooled front disk ducting. :( at the time it was only another $390 But it was already a $8000 dollar job with the custom Ghost flame paint. It just got out of hand and money was tight. My rear wing has box tubing to the frame because the last thing i would want is for it to tear off at 200 mph

 

My good freind with a Corvette repair shop knows where a AAGT twin turbo small block Vette from the late 70's is "ratholed" in a garage but so far he's not going to tell me where it is. The car has some IMSA west coast wins against the Pickett car and was reputed to make over 1000HP in it's day. I am longing for some shop space but am limited in my ability to add to my stable (enough projects already!) I would like to get this one!