Tony Stewart’s 1995 Silver Crown championship winner

As part of the 2018 Performance Racing Industry (PRI) trade show in Indianapolis the Indianapolis Motor Speedway Museum presented the “Hoosier Thunder: Indiana’s Short Track Heritage” exhibit which featured Tony Stewart's 1995 United States Auto Club (USAC) championship winning Silver Crown championship dirt car.

In 1995, Tony Stewart became the first driver to win the USAC “Triple Crown”- as won championships in the National Sprint Car, National Midget and the Silver Crown series - all in the same season. 

Tony drove this USAC Silver Crown championship dirt car owned by Edinburgh Indiana engine builder Glen Neibel  powered by one of Neibel’s potent V-6 engines with sponsorship from the Willie Boles Chevrolet dealership in Pendleton Indiana. As they were competing against cars equipped with 358-cubic-inch V-8 engines, the V-6 powered car was given a weight break.

Stewart never won a USAC Silver Crown race during the 1995 season but strung together a consistent series of finishes. In a ten-race season, Tony scored five top-5 finishes and three top-ten finishes. 

As he entered the final race of the season at the Cal Expo Fairgrounds in Sacramento California, Tony was in third place in the points. As the race progressed the two drivers ahead of him in points, Dave Darland and Jack Hewitt experienced troubles during the 100-mile race,  Stewart scored his second consecutive and third overall runner-up finish and won the 1995 USAC Silver Crown title by just two points.   

Stewart moved into the NASCAR "cup" series and won three driver championships (2002, 2005 and 2011) to go along with his four USAC driver championships. With his 1997 IRL championship, Tony is the only man to win both an IndyCar and NASCAR  championship. Stewart was elected into the USAC Hall of Fame in 2016 and the NASCAR Hall of Fame in 2019. 

All photos by the author        

Sleepy Tripp midget re-creation

at Turkey Night

Photo by the author

    

As part of the festivities at the 79^th annual ‘Turkey Night Grand Prix’ which honored Gary Zarounian and Ron “Sleepy” Tripp was this re-creation of the famous Zarounian Edmunds midget on display on the Ventura Raceway midway.

Photo by the author

This car is a recreation of the Zarounian/Tripp 140 cubic inch Autcocraft Volkswagen powered Edmunds coil midget, displayed as it would have appeared in the 1984 USAC (United States Auto Club) midget season carrying the number “1” to signify Tripp’s championship in the USAC Western States midget series in 1983. 
 

Photo by the author

Tripp also captured the 1985 USAC Western States Series championship in the same Edmunds car with Volkswagen power as well as a win at the Belleville Midget Nationals, and he won the Western States Series championship and the Belleville crown again in 1987 when the Edmunds built car was powered by a Cosworth engine.

Photo by the author

In his storied career, Tripp won eighteen midget feature races at Ventura Raceway, part of his total of 104 USAC Western States Series wins, 78 of which came behind the wheel of a Zarounian owned midget. When combined with his 59 USAC National Midget Series wins, Tripp is third on the USAC all-time wins list and is a member of the National Midget Auto Racing Hall of Fame  

Photo courtesy of Ventura Raceway

With the original Edmunds car lost after it was sold in 1988, Jeff Terry sourced a similar chassis from Texas. Since Terry was a member of the crew for the original car, he was able to restore it over a three-month period and display the re-creation at the 2019 Turkey Night Grand Prix, which featured a scale model of the car built by Ventura promoter Jim Naylor as the trophy presented to race winner Kyle Larson.     

Rapid Response

A film review

The author recently had the opportunity to watch the documentary film Rapid Response based on Dr. Stephen Olvey’s excellent book of the same name. The author highly recommends this film  - all automobile racing fans and particularly open wheel racing fans need to see this two-hour film, which was directed, edited, and produced by Indianapolis native Michael Miles through Mile A Way Productions.

This film uses vintage footage provided by First Turn Productions and still photos from the Indianapolis Motor Speedway film archives, which are a real treat for racing historians. The film opens with historical color footage that features the Cummins Diesel Special starting from the pole position and Troy Ruttman winning the 1952 ‘500,’ and then continues with historical footage of crashes through the years at the Indianapolis Motor Speedway (IMS).

The film weaves the story of Dr. Olvey into the history of safety developments of our sport, beginning with his days working for IMS’s Dr. Tom Hanna because he wanted to “help the drivers.” Interspersed with the historical footage are recent interviews with Mario Andretti, Al and Bobby Unser and Parnelli Jones that add flavor of what safety was like in the “old days.”  

Olvey tells the story of his role that helped improve medical response at the Indianapolis Motor Speedway through the years, and tells the story of the eventual formation of a dedicated safety team that traveled the USAC Championship Trail created by Steve Edwards to provide “consistency of performance by qualified capable people.”

The film then introduces orthopedic surgeon Dr. Terry Trammell and follows his story from his days as volunteer medical student who worked at IMS in 1973, to his treatment of Danny Ongais after his awful Indianapolis crash in 1981. Together through the 1980’s and 1990’s Trammell and Olvey worked together to improve the response to accidents and later to the collection of scientific data to help redesign the race cars to better protect drivers.

The film focuses on critical events such as Rick Mears’ Sanair accident and Chip Ganssi’s Michigan accident in 1984, complete with interviews with Mears and Ganassi. Olvey reviews the events that led to the cancellation of the CART race at the Texas Motor Speedway in 2001, and the film closes with the story of Alex Zanardi’s gruesome accident at the Eurosport oval in Germany and his triumphant return to racing.  

The film Rapid Response is unrated and contains footage of fatal accidents. 

Visit the film’s website at   https://rapidresponsemovie.com/ to find a theater near you.

The nineteen seventies

open-wheel race cars of Mario Andretti

During 2019, the Indianapolis Motor Speedway Museum is celebrating the 50^th anniversary of Mario Andretti’s 1969 Indianapolis 500-mile race win with a special exhibit open through November 10, 2019. The exhibition entitled “Mario Andretti: ICON” was the genesis of this article that focuses on several of the significant cars from Mario Andretti’s nineteen seventies open-wheel racing career.

The story of Mario Andretti’s nineteen seventies USAC (United States Auto Club) career began with an unknown chassis manufacturer, McNamara, and none of these cars were represented in the Indianapolis Motor Speedway Museum “ICON” anniversary display for reasons that will become clear to the reader.  

1970 USAC season

In 1969, Andretti joined Andy Granatelli’s STP Racing Team, and won the 1969 Indianapolis ‘500’ and the 1969 USAC National Championship. Before the 1970 season, Andretti’s long-time crew chief Clint Brawner left the STP racing team after disputes with car owner Andy Granatelli, and Jim McGee became Andretti’s crew chief. 

In early 1970, Andy Granatelli, always an innovator, (witness his experimentation with turbine power and four-wheel drive) announced that he had ordered four new cars to be built in West Germany by expatriate American Francis McNamara, who had two years of experience in building Formula Vee and Formula Ford race cars. The day-glo STP red McNamara cars, designed by Austrian Josef Karasek, would be powered by 159-cubic inch turbocharged DOHC (double overhead camshaft) “short stroke” Ford engines.

Granatelli outlined in the mid-January press release that there would be four different cars built – one specifically for the Indianapolis ‘500,’ and another for the road courses (of which there were three on the 1970 USAC schedule) possibly powered by a 320-cubic inch Ford stock-block engine. A third chassis configuration would be built specifically to race on one-mile ovals, and finally Granatelli promised a specific car would be built for the new Ontario Motor Speedway.

Andy described the Ontario car as “a super car for a super track, it will be designed to cope with possible high temperatures and high wind conditions in the first California 500 on September 6.”  The press release did not provide clarity on what the differences between the chassis were to be, and nearly 50 years later, it is difficult for a historian to confirm how many McNamara T-500 chassis, with its signature wide triangular-shaped aluminum tub were built, and what, if any, differences existed between them.  

The first McNamara T-500 chassis arrived late in Indianapolis, with the shipment from California delayed due to the trucker’s strike according to Granatelli. The car arrived on May 10, 1970, passed technical inspection on May 11 and Andretti crashed the McNamara that afternoon in a turn four crash. Mario told reporters that a universal joint broke which caused the McNamara to spin and hit the wall hard, which severely damaged the left side of the car.

Mario and the 1970 McNamara T-500

Photo courtesy of the Indianapolis Motor Speedway

Over two days and nights, the STP team rebuilt the McNamara with a new monocoque but Mario got only two days of track time before qualifying opened on May 16. In a gritty performance, Andretti posted the day’s eighth fastest run on ‘Pole Day’ with a four-lap average that was only two miles per hour slower than that of pole position winner Al Unser.   

During the 1970 Indianapolis 500-mile race Andretti was never in contention, as he made several unscheduled pit stops. In his post-race interview with Robin Miller, published in the Indianapolis Star newspaper, Andretti explained that “everything was beautiful for the first four laps then all of a sudden I didn’t have a race car under me anymore.”

Mario explained to Miller “I couldn’t go through the turns or come off of them. I figured I was dangerous as hell - to me and everybody else - and I nearly quit ten times. It was a feeling of total helplessness.”  On lap 172, Andretti drove into the infield grass in turn two to avoid a five-car incident and after the McNamara T-500 ran over something, he heard “a real loud bink.” Back on track, rather than being knocked out of the race, as he first feared, Mario claimed the McNamara chassis handled better afterward and “I was flying,” but he finished the 500-mile race in sixth position one lap behind first-time winner Al Unser.

In summary, regarding the McNamara T-500 at Indianapolis, Mario told Miller that “I was pleased at the performance when it ran and I’m going to stick with it.” During the rest of the 1970 USAC season, Andretti posted two pole position qualifying efforts but just one win with the McNamara T-500 at the ‘Rocky Mountain 150’ at Colorado’s Continental Divide Raceway road course. Andretti destroyed one McNamara T-500 chassis in a practice crash prior to the 1970 USAC season finale at Phoenix Arizona.  It is unclear how many, if any, of the McNamara T-500 chassis remain.

1971 USAC season

It appears that only two 1971 McNamara T-501 chassis were built. Compared to 1970, the T-501 used a lower profile monocoque with a wider body, fitted with what a press release identified as “hydro-pneumatic load leveler suspension” inboard rear brakes, radically offset fuel tanks and unique “stair-step” side-mounted airfoils. In initial testing at Phoenix International Raceway, Andretti claimed he ran within one second of the track record, and “we think it will be successful.”   

Press photo of Mario testing of the McNamara T-501

Author's collection

Mario crashed the new McNamara T-501 chassis later during pre-season tire testing and he raced a “new” T-501 chassis at Phoenix and Trenton. The original damaged McNamara T-501 chassis was rebuilt in time for Mario’s new STP teammate, 24-year old Steve Krisiloff to drive for the 1971 Indianapolis ‘500’

Both Andretti and Krisiloff struggled with handling issues with their McNamara T-501 chassis and never achieved lap speeds to match the new McLaren M16s. The night before ‘Pole Day’ time trials, McNamara designer Josef Karasek was awarded the 1971 Louis Schwitzer Award for Engineering Innovation and Excellence by the Indiana section of the Society of Automotive Engineers (SAE) for design innovations of the 1970 McNamara T-500.

Karasek’s 1970 McNamara T-500 design was cited by the SAE for its use of “expanded water radiator areas for improved cooling” (definitely needed with the heat generated by the DOHC turbocharged Ford engine) and “rear suspension struts and braces mounted directly to the engine and transmission case instead of the monocoque chassis.” This marked the third time that Indianapolis entries from Andy Granatelli had won the Schwitzer award, as his previous winners included the 1967 Paxton turbine car and the 1969 Lotus Type 64, which was crashed by Andretti in practice withdrawn and never raced.

The ill-fated 1969 Lotus Type 64 in the Andretti: ICON exhibit

Mario in the McNamara T-501 was not considered a threat to contend for the pole position, and he started the 1971 ‘500’ from ninth position, while Krisiloff qualified 22^nd then crashed later that day in practice, and the STP team worked overtime to repair Krisloff’s car.

May 27, 1971, brought a surprise as Boone County (Indiana) Judge C. Michael Riley granted a temporary injunction to McNamara Racing that barred the Speedway from payment of race prize money to the STP Corporation based on what McNamara claimed in his lawsuit was non-payment of $30,756.73.

On race day, in turn three on lap 11, the turbocharged DOHC Ford engine in Krisiloff’s McNamara blew in spectacular fashion and he crashed. Gordon Johncock spun in the oil from Krisiloff’s car and collided with Andretti. With three other drivers involved in the same wreck - Krisiloff, Johncock, and Mel Kenyon - Mario finished the 1971 Indianapolis ‘500’ in the 30^th place.  

Both before and after the 1971 Indianapolis ‘500,’ there were published rumors that Granatelli and Andretti were about to split, but Mario finished the season with the STP Racing Team. Krisiloff’s car wrecked in the ‘500’ was repaired yet again and became Mario’s backup car for the rest of the season. Throughout the 1971 season the McNamara was never competitive despite changes made by crew chief Jim McGee to improve the car’s performance.  Andretti scored best finishes of a second place and two fourth place finishes in his ten-race USAC season and wound up ninth in the USAC Marlboro Championship Trail standings.

In December 1971, the McNamara Racing lawsuit against the STP Corporation was dismissed after a hearing during which Francis McNamara testified that no money was owed and that there had been no financial settlement outside of court. It was later announced that McNamara Racing had failed, and that its German assets were being liquidated.

1972 USAC season

Another car that was not part of the Andretti “ICON” display was the 1972 VPJ-1. For the 1972 USAC season, Mario and Jim McGee both joined the Torrance California based Vel’s Parnelli Jones (VPJ) Racing Team which arguably was the first modern “super team.” In addition to Andretti, the team owned by Velko "Vel" Miletich and Parnelli Jones, boasted the driving talents of Joe Leonard and two-time and defending Indianapolis ‘500’ winner Al Unser who had driven a VPJ ‘Colt’ to victory in 1970 and 1971

Beside McGee, the VPJ “super team” featured the mechanical talents of George Bignotti, James Dilamarter, and John Capels, along with engine builder Charles Tabucchi, and dynamometer engineer Takeo “Chickie” Hirashima. Parnelli Jones made the bold move to hire a full-team team designer, former Lotus designer Maurice Philippe (also known as Phillippe).

Joe Leonard’s car carried full season sponsorship from Samsonite luggage, while Andretti’s and Unser’s cars carried full season sponsorship from Viceroy cigarettes. The Viceroy/VPJ sponsorship announcement caused Phillip Morris USA, the makers of the Marlboro cigarette brand, which had become the USAC National Championship series sponsor for 1971, to withdraw any further series support. The individual car sponsorships were supplemented by a massive influx of funding from the Firestone Tire and Rubber Company, which was engaged in a “tire war” with Goodyear Tire and Rubber Company.

The restored Samsonite VPJ-1 at the 2018 PRI show

A press photo of the VPJ drivers and Parnelli Jones

 with the VPJ-1 at the official press unveiling

at Ontario Motor Speedway in 1972 

Left to right - Joe Leonard, Al Unser, Parnelli Jones and Mario

Philippe's 1972 design for the VPJ Racing Team featured symmetrical air foils that sprouted at a 45-degree angle off the monocoque beside the driver - identified as “dihedral wings” which also contained the radiators. The most shocking featured of Phillippe’s patented design was the lack of a rear wing mounted behind the turbocharged Offenhauser engine, as Philippe believed that the dihedral wings provided enough downforce as they reduced drag.

The new VPJ-1 design also featured new Phillipe-designed suspension technology known as “dual camber compensators” which was designed to keep the triangular shaped chassis monocoque level in all racing conditions and the VPJ-1 rode on patented lightweight four-spoke cast racing wheels wrapped in Firestone tires.

In early testing the VPJ-1 proved to be a horrible combination – it was both scary and slow. The team went to work to revise the design and develop the VPJ-1, which included the loss of the dihedral wings during the month of May. Despite the early problems, the revised VPJ-1 race cars finished second, third, and eighth in the 1972 Indianapolis 500. 

As the 1972 season progressed the VPJ-1 cars evolved and by the season finale at Phoenix, they all looked much different than the original design with front wings on either side of the car’s nose and a massive rear wing. In the middle of the 1972 USAC season, Joe Leonard won three consecutive races – the 200-mile race at Michigan, the Schaefer (beer) 500-mile race at Pocono Raceway and the ‘Tony Bettenhausen 200’ at Milwaukee Wisconsin.

On the strength of his strong finishes, and even though he crashed in practice in Phoenix and did not start the season finale, Joe Leonard captured his second straight USAC national championship and teammate Al Unser finished in fourth place in the 1972 USAC points. Mario qualified for every race in the top eight but suffered a series of mechanical maladies during the 1972 season with his VPJ-1 and finished the USAC Championship Trail in eleventh place.

1973 USAC season

Maurice Phillipe penned the 1973 Vel’s Parnelli Jones Racing Team entry, the VPJ-2 which used torsion bars on all four corners and a very shallow monocoque tub, but the most notable feature of the original design was the rear wing which was part of the bodywork over the turbocharged Offenhauser engine.  

The 1973 VPJ car sponsorships carried over from the previous season, with Andretti assigned one of the Viceroy sponsored machines. Throughout the 1973 season the VPJ team experimented with several different engine cover designs and rear wing mountings on the VPJ-2. The car owned by the Indianapolis Motor Speedway Museum was shown at the Mario Andretti “ICON” exhibit as it appeared at the 1973 Indianapolis ‘500;’

Mario won the second heat of the April 1973 “Trentonian Split 300” in his VPJ-2 and in October won the pole position at the 2-mile Texas World Speedway with a stunning 214.58 MPH lap that set a new world’s closed course speed record.  After his historic qualifying effort, Mario led 16 laps in the Fall 1973 USAC “Texas 200” before he retired with a broken valve in the 4-cylinder Offenhauser engine.

The Philippe VPJ-2 design in generally considered by historians as a failure, as Unser and Andretti only won one race each during the 1973 USAC season, while their teammate Joe Leonard scored only a pair of early season fifth-place finishes as his best results in 1973.  Andretti, in fifth place, was the highest finishing VPJ-2 in the 1973 USAC National Championship, in a season dominated by McLaren and Eagle chassis. 

1974 USAC season

The 1974 season began as a disaster for Vel’s Parnelli Jones as sponsor Samsonite pulled out and Firestone Tire slashed their funding, and Joe Leonard was seriously injured in March in a crash at Ontario during the “California 500” that ended Lenard’s racing career. 

Press photo of Mario testing the VPJ-3

Author's collection

Maurice Phillipe’s VPJ-3 design appears to have borrowed a lot from the All-American Racers (AAR) Eagle design. The new the VPJ-3 appeared just once during the 1974 USAC season, at Trenton New Jersey in the “Trentonian 200” in Viceroy livery and Mario was the fastest qualifier.  Mario’s VPJ-3 later appeared briefly during May in practice at the Indianapolis Motor Speedway, but the Vel’s Parnelli Jones Team soon switched to 1974 AAR Eagle customer chassis for the Indianapolis 500-mile race and for most of the rest of the 1974 USAC season.  

Andretti drove a modified VPJ-2 in two 1974 races at the Ontario Motor Speedway and the “Rex Mays 200” at Milwaukee but spent most of the season in this 1974 Eagle that was displayed at the Indianapolis Motor Speedway Museum “ICON” exhibit in May. Powered by a 159-cubic inch Offenhauser and carrying chassis number #7406, Andretti finished only three 1974 USAC races in this car, with a best finish of third at the “Phoenix 150” season finale.

A big change for Mario Andretti was that his long-time crew chief and friend Jim McGee left Vel’s Parnelli Jones Racing Team after the 1973 season and went to work in a similar role with Bob Fletcher's Cobre Tire team

1974-1975 Formula One seasons

In 1968 Mario began to make occasional appearances in Formula One races with the Gold Leaf Lotus Team, with one race in 1968 and three races in 1969. For 1970, the STP Corporation entered Formula One racing with the nascent March factory team with the March 701 for full-time drivers Jo Siffert and Chris Amon with a third car for Andretti at five races.

Mario drove for Scuderia Ferrari in occasional appearances during the 1971, during which he won the season opening Grand Prix of South Africa in the dominant 12-cylinder Ferrari 312B for his first Formula One win. Mario also won both the 32-lap heats of the non-championship 1971 Questor Grand Prix, a race that included Formula 5000 cars, in a Ferrari 312 B. Andretti drove a Ferrari 312B2 in five Formula One races during the 1972 season and then made no Formula One appearances in 1973. 

In 1974 the Vel’s Parnelli Jones Racing Team debuted the VPJ-4 Formula 1 car designed by Maurice Philippe which was powered by a 182-cubic inch Cosworth DFV (Double Four Valve) engine. At that time in Formula One, ten of the twelve teams used Cosworth engines – only Ferrari and BRM used their own engines.

Click to enlarge- why does a Firestone

sponsored car carry a Goodyear logo on the wing?

Interestingly during the same period, Roger Penske’s Penske Racing Team was building and developing its own Formula One car, the PC-1 designed by Geoff Ferris also powered by a Cosworth engine.  Both the new American Formula One entries, the VPJ-4 and PC-1 debuted at the same race, the Canadian Grand Prix at Mosport, the penultimate round of the 1974 Formula One season. 

Andretti qualified sixteenth in VPJ-4, while 1972 Indianapolis 500-mile race winner Mark Donohue qualified the Penske PC-1 24^th in the 26-car starting grid. Andretti and the VPJ-1 finished seventh, one lap behind the winner Emerson Fittipaldi’s Lotus, while Donohue finished twelfth.    

Two weeks later at the 1974 United States Grand Prix, Andretti qualified the VPJ-4 third on the starting grid but was disqualified when the Cosworth engine stalled on the starting grid and the VPJ crew pushed the car after the rest of the field was away. 

For the 1975 racing season, Mario Andretti only appeared in the three 500-mile ‘Triple Crown” USAC races for Vel’s Parnelli Jones Racing Team, as he devoted most of his time and energy to the Formula One circuit. Even so, due to scheduling conflicts Andretti missed the Belgium Grand Prix as he raced at Indianapolis and the Dutch Grand Prix due to his Pocono “Schaefer 500” USAC commitment. 

 Mario appeared in twelve 1975 Formula One Grand prix events in the VPJ-4, finished six races and scored points in two races, with a fourth places in Sweden and a fifth place in France.  In qualifying, the VPJ-4 proved to be a mid-pack performer, the exception being a fourth-place qualifying effort at the Spanish Grand Prix.

1976 Formula One season

Phillippe updated the VPJ-4 for the 1976 season, which was known as the VPJ-4B, but the Vel’s Parnelli Jones Team lost the Viceroy sponsorship in both Formula One and USAC. The Al Unser USAC team and the Formula One team carried sponsorship from American Racing Wheels, in effect a self-sponsored program, as Parnelli Jones and partner Art Hale ran American Racing.

The VPJ team elected to skip the Formula One season opener in Brazil and Andretti appeared in a Lotus 77 as the teammate to Ronnie Petersen. At the next Grand Prix, Andretti and the VPJ-4B qualified thirteenth and finished sixth. At the inaugural United States Grand Prix West at Long Beach, Andretti set the fastest lap, but the VPJ-4B dropped out on the 15^th lap after a water leak caused the Cosworth DFV to overheat and fail.

Andretti soon found out from press reporters that team owner "Vel" Miletich told people in the paddock that the VPJ Formula One team was done. Andretti quit VPJ that day and the next day re-joined Lotus for the rest of the Formula One season and finished sixth in the World Drivers Championship. Meanwhile Andretti joined Penske Racing for four USAC races in 1976 in an updated McLaren M16C.

The VPJ-4 was later redesigned by John Barnard and became the turbocharged Cosworth powered VPJ-6 that the VPJ team used from 1975 through the 1979 USAC seasons.

1977 USAC season

For 1977 Mario Andretti was fully engaged in his quest for the Formula One championship with Lotus and he appeared in all seventeen Grand Prix and won four but finished third in the World Drivers Championship for Team Lotus. Andretti still found time in his busy schedule to appear in six races for Penske Racing, four as the driver of this McLaren M24 powered by a turbocharged Cosworth DFX engine.

After six seasons, the ground-breaking McLaren M16 design was replaced by the M24, which was a derivative of the successful McLaren M23 Formula One car. The M24 featured an aluminum honeycomb monocoque chassis with four-wheel double wishbone suspension with the front suspension fitted with inboard coil over shock absorbers. In place of the Cosworth DFV V-8 engine used in Formula One, the M24 was powered by a turbocharged 161-cubic-inch Cosworth DFX engine that developed 725 horsepower in period.

Roger Penske had approached Cosworth Engineering in 1975 about turbocharging the DFV engine that had been raced since 1965 but was met with little interest. The Vel’s Parnelli Jones team headed by Larry Slutter undertook the project in-house beginning in the winter of 1974-1975.

The development period stretched through the 1975 season as the VPJ team learned that there was a lot more to the conversion than the addition of a turbocharger and shortening the cylinder stroke. VPJ eventually debuted their version of the turbocharged Cosworth at the 1975 season finale at Phoenix and Al Unser finished fifth, one spot behind his former teammate Andretti in a one-off race for the Sugaripe Prune team.

During 1976, while the VPJ team raced their version of the turbocharged Cosworth and won three races with Al Unser, others entered the engine race - McLaren and Penske combined in a joint development venture and Cosworth Engineering also began their own development program from a shop in the same town as VPJ headquarters, Torrance California that employed several key former VPJ development program employees.

At the 1977 USAC season opener, the “Jimmy Bryan 150” at Phoenix, the Penske built turbocharged Cosworth engine in Andretti’s CAM2 McLaren blew up after he had qualified, and the car was scratched from the race. The sponsorship of Andretti’s car came from CAM2 motor oil, a joint venture of General Motors, Sun Oil Company and Penske Racing first introduced in 1975.   

Four of the five turbocharged Cosworth-powered entries qualified in the top eight starting positions for the 1977 Indianapolis 500-mile race, including the pole position as Tom Sneva (in the other Penske turbocharged Cosworth powered McLaren M24,) became the first driver to break the 200 MPH barrier at the Speedway. Mario qualified sixth, but unfortunately, in the ‘500,’ a broken exhaust header sidelined the McLaren M24 on lap 47.

In his other four 1977 USAC appearances in this CAM2 car, Andretti never qualified worse than fifth – he started second twice and scored three top five finishes with his best finish a second place at the “Schafer 500” at Pocono behind his teammate Tom Sneva.

In just six race appearances during the 14-race 1977 USAC season, Andretti amassed enough points to finish seventh in the USAC National Championship.  After the 1977 season, the McLaren M24 was sold to George Walther and driven by David “Salt” Walther throughout the 1978 USAC season. Today the McLaren M24 as displayed is owned by collector and vintage racer Jeff Urwin.   

Postscript - 1978 Formula One and beyond

After his third-place finish in the World Driving Championship in 1977 wherein he won more races than the World Champion Niki Lauda, in 1978, Andretti was crowned the World Champion with six race victories to his credit. Mario became the last American driver to win the World Championship, and his victory at the 1978 Dutch Grand Prix is the last Grand Prix race victory for an American driver. Mario maintained a full-time Formula One schedule in the 1979, 1980 and 1981 seasons, then made his final Formula One appearance in a turbocharged Ferrari at the 1982 Caesar’s Palace Grand Prix in Las Vegas Nevada. 

Mario returned full-time to Championship car racing for the 1982 CART (Championship Auto Racing Teams) season and finished third in season points in in both 1982 and 1983 before he captured his fourth and final National Championship in 1984.  Mario retired from active open-wheel competition at the end of the 1994 season, but he continues to appear frequently as the driver of the Honda two-seat IndyCar.  

Hopefully this length overview of Mario Andretti’s nineteen seventies racing career has ignited your interest to the entire Andretti exhibit. For more information about the Indianapolis Motor Speedway Hall of Fame and Museum and the “Mario Andretti: ICON” continuing exhibit please visit www.indyracingmuseum.org

All photos by the author unless noted

Rich Vogler’s midget

As part of the 2018 Performance Racing Industry (PRI) trade show in Indianapolis the Indianapolis Motor Speedway Museum presented the “Hoosier Thunder: Indiana’s Short Track Heritage” exhibit which included Rich Vogler’s midget.

Rich Vogler won his first United States Auto Club (USAC) national midget title in 1978, and then would go on to win the national midget championship in 1980 (the same year he won the national sprint car title), 1983, 1986 and 1988. Vogler repeated as the USAC sprint car champion in 1989. Vogler was the first man to win the midget and sprint title in the same season.

During his career, Rich won all the prestigious midget races - the inaugural Chili Bowl Nationals in 1987, the Night Before the 500 at Indianapolis Raceway Park in 1978, the WWRA Florida Winter Nationals in 1983, the “Hut Hundred” eight times, the midget portion of the 4-Crown Nationals  at Eldora Speedway  four times, the midget portion of the  Copper World Classic twice and the Hoosierdome Invitational twice. Vogler also drove in the Indianapolis 500-mile race five times, frequently qualifying for the race with very few practice laps.   

His record of 134 USAC National Series wins - 95 Midget, 35 Sprint, and four Silver Crown wins is second only to AJ Foyt’s total of 169 wins. Vogler was inducted in the National Sprint Car Hall of Fame in 1992 and into the National Midget Auto Racing Hall of Fame in 1986.

Rich Vogler lost his life the day before his 40^th birthday, July 20, 1991 in a crash during live-televised USAC sprint car race at Salem Indiana.   Rich was leading the race at the time of the accident and the race was considered complete after the accident with Rich declared the victor for his 134^th and final USAC national win.   

All photographs by the author 

Ed Carpenter's quarter midget at PRI 2018 

One might ask how did a man who has started from the coveted pole position for the Indianapolis 500-mile race three times and finished as the runner-up in the 2018 Indianapolis ‘500’ get his start in racing?

The answer is quarter midget racing, and Ed Carpenter’s quarter midget was part of the “Hoosier Thunder: Indiana’s Short Track Heritage” exhibit. at the 2018 Performance Racing Industry (PRI) trade show in Indianapolis.

Ed began to race his quarter midget in 1989 at age eight, comparatively old for that type of car, as some quarter midget drivers start at age four. Before he moved up to up to three-quarter midgets at age 16, Ed won several local and regional titles. At age 17, Carpenter debuted in full-size midgets and during his career, he has driven in all three of the USAC national series - midget, sprint and Silver Crown championship cars.

Carpenter started in the Indy Lights series in 2001 and the Indy Racing League (run by his step-father Tony George) in 2003. Ed has won three IndyCars races - in 2011 at Kentucky Speedway, 2012 at Fontana Speedway and Texas Speedway in 2014. 

Carpenter started from the pole position at the Indianapolis ‘500’ in 2013, 2014, and 2018. As an IndyCar owner/driver since 2011,Ed Carpenter has only driven on oval tracks in IndyCar since 2014. 

For comparison, we share photos of a modern quarter midget race car as shown at the Bilstein booth at the PRI show. Compare with Ed Carpenter's 1990's era quarter midget to see how technology has advanced. 

All photos by the author