[Vman455]

Here's the link to the Motorsport article. Of interest is this passage:

Whereas Goldenrod had a quoted frontal area of 9sq ft and drag coefficient of 0.117 to give a CdA of 1.05sq ft, Bluebird had a much larger frontal area (26sq ft) and a drag coefficient of 0.16, giving it a CdA of 4.16sq ft — getting on for four times greater.

But also interesting:

The other great restraining hand on an LSR car is tyre drag, and in this respect Bluebird was almost certainly superior to Goldenrod, as Ron Ayers — Thrust SS C’s aerodynamicist — has explained in these pages (October 2001, page 54). Quantifying tyre drag on salt has never been a simple matter, not least because the compression of the surface depends on its condition, which varies from season to season and year to year. But George Eyston’s aerodynamicist Jean Andreau had developed an equation to allow its estimation which, in addition to showing that tyre drag is much more highly speed-dependent on salt than on a hard surface like asphalt, established the crucial importance of tyre pressure. According to Andreau’s formula, tyre drag at 300mph could be reduced by three-quarters by doubling inflation pressure from 60 to 120psi. For this reason, Cobb’s tyres had run at a high 120psi; CN7’s were enigmatically specified as operating at ‘greater than 100psi’, but in truth ran substantially higher. During the Goodwood shakedown in July 1961, Dunlop technicians were spotted setting the pressures to 130psi. For the record attempts, Ken Norris recalls, 160psi was used. So, despite the fact that tyre drag didn’t feature in his calculations for Bluebird because of the difficulty in quantifying it, he could be confident that CN7 had unprecedentedly low rolling resistance, a factor that will have helped nullify, at the very least, its higher aerodynamic drag.

And here's the article mentioned there, by Ron Ayers, on Goldenrod (which you should read in its entirety, because it's fascinating):



This car has cD = 0.1165 and area A = 8.5 ft^2.