Will Power's likeness added to 

the Borg-Warner Trophy 

History was made at the Indianapolis Motor Speedway Museum on December 5, 2018, with the debut of the newest face on the Borg-Warner Trophy™. Will Power, winner of the 102nd Indianapolis 500 in May, is the 105th face to be permanently fixed to the trophy. Besides displaying Indianapolis 500 champions, the trophy features a 24-karat gold head portrait of the late Speedway Owner and President Anton “Tony” Hulman Jr. in tribute to his rejuvenation of the track and the Indianapolis 500 after World War II.

Sculptor William Behrends uses a multi-phase process to create the three-dimensional masterpiece. To design the image, Behrends, who has been crafting faces to adorn the trophy since 1990, conducted a multi-phase process that took months to complete.

The process started with a series of photographic headshots taken of Power that was completed with an in-studio session where Power posed while Behrends worked on a full-scale clay model of his face to better capture Power’s personality. The life-size clay model was then scaled down to a smaller clay image, which was perfected in polysulfide rubber and plaster, among a series of other processes, to refine the image.  

Eventually, the image was cast in wax, cleaned up and sent to a jeweler to transform the image from wax to sterling silver. Once that was complete, Behrends polished, buffed and refined the image before affixing it to the Borg-Warner Trophy. 

The Borg-Warner Trophy features the sterling silver image of every Indianapolis '500' winner dating back to Ray Harroun in 1911. Made of sterling silver, the trophy with base weighs 110 pounds and stands 5 feet, 4-3/4 inches tall and is currently valued at $3.5 million.  

Since its inception, the Borg-Warner trophy has become one of the most recognizable trophies in sports with drivers from 12 countries and 21 of the United States represented on its base and cup. The trophy is on permanent display at the Indianapolis Motor Speedway Museum, located on the grounds of the famed Indianapolis Motor Speedway.

In 1935, The Borg-Warner Automotive Company (now called BorgWarner) commissioned designer Robert J. Hill and Spaulding-Gorham, Inc., of Chicago, to create the trophy at a cost of $10,000. The trophy was unveiled at a 1936 dinner hosted by then-Speedway owner Eddie Rickenbacker who officially declared it was the annual prize for Indianapolis 500 victors.  The first driver to be bestowed the honor was Louis Meyer who was presented with the trophy featuring the previous 24 winner’s faces.

The last driver to have his likeness placed on the original trophy was Bobby Rahal in 1986. With all the squares filled, a new base was added in 1987, which itself was filled following Gil de Ferran’s victory in 2003. For 2004, Borg-Warner commissioned a new base that will not be filled until 2034.

To give the winner and team owner a personal keepsake of their victory, BorgWarner established the BorgWarner Championship Driver’s Trophy™ (also known as the “Baby Borg”) in and the BorgWarner Team Owner’s Trophy™. Both are 18-inch tall sterling silver replicas of the Borg-Warner Trophy. On December 5, 2018 Power received his first “Baby Borg,” while car owner Roger Penske has seventeen of the replicas.   

BorgWarner is the Official Turbocharger Partner of the Verizon™ IndyCar Series with its Engineered for Racing (EFR) turbocharger. BorgWarner’s innovative engineering and materials expertise are race proven, with more than 1.25 million trouble-free miles since 2012, on high-speed oval tracks, road courses, street courses and short oval tracks.

Assembled in Asheville, North Carolina, the EFR turbos provide an unprecedented combination of advanced technologies, including Low-weight Gamma-TiAI (titanium aluminide) turbine wheels and shaft assemblies for quick boost response, patent-pending dual-row ceramic ball bearing cartridges for more thrust capacity, durability and turbine efficiency at low expansion ratios and investment-cast stainless-steel turbine housing for increased efficiency, improved durability and corrosion resistance.

All photographs and information provided by BorgWarner

Twilight of the Hanford Motor Speedway

Part five - the end of the first superspeedway west of the Mississippi

The years of 1967 and 1968 represented the high-water mark in the history the Hanford Motor Speedway, as the 1-1/2-mile paved tri-oval hosted three USAC (United States Auto Club) National Championship races promoted by JC Agajanian which were wildly successful with crowds of over 15,000 reported for each event.  

However, there was trouble on the horizon The state of the art 2-1/2-mile oval Ontario Motor Speedway was under construction 200 miles to the south of Hanford, and USAC’s continued its direction towards corporate partnerships with new road course racing venues.

There were financial problems for the track operator, KS Racing Enterprises Inc. which was locked in an ongoing battle with the track owner B.L. Marchbanks over the contract terms. The disagreement over distribution of the proceeds from advance ticket sales was further exacerbated when KS Racing Enterprises fell behind on rental payments. 

Kalmon “Kal” Simon the President of KS had also lost a lawsuit filed by a Fresno paving company over non-payment for paving work completed at the site during 1967 and 1968.   At the same time, Marchbanks was in negotiations for the sale of Hanford Motor Speedway with American Raceways Inc. (ARI) the owner of the new Michigan International Speedway. ARI controlled by developer Lawrence LoPatin had bought Atlanta Raceway and was in the process of building the Texas World Speedway, but talks on the sale of Hanford progressed in fits and starts.  

The 25-race 1969 USAC schedule originally included two dates for Hanford – the ‘California 200’ scheduled for Sunday April 13, and the ‘California 250’ slated for October 19. That Hanford held onto two dates was a testament to JC Agajanian’s prestige with the other USAC board members, as USAC officials remained deeply unhappy with the primitive conditions at Hanford which used temporary grandstands, concession stands and restrooms. Additionally, in response to new car owners and drivers, USAC required promoters to guarantee higher purses, at least $30,000 against 40% of the ticket receipts in the case of Hanford.   

In January 1969 JC Agajanian announced that the 1-1/2-mile paved tri-oval would host an open-competition supermodified and caged sprint car race on Sunday afternoon February 9.   This event was a follow-up to the success of a pair of ‘Open-Competition Supermodified and Caged Sprint Car 100-mile Championship’ held in the fall of 1968 at the California State Fairgrounds mile dirt track and Agajanian’s Ascot Park half-mile dirt track. Agajanian stated that he expected average lap speeds of over 140 MPH during the event sanctioned by the California Racing Association (CRA) which carried a purse of $10,000.

Among the 100 entries for the 33-car open competition 100-mile race on the “the fastest racing track in the West” included Northern California midget racer Hank Butcher in John Driver’s “Flying Wing” sprint car, the 1963 and 1968 CRA champion Bob Hogle, and Ned Spath in Carl Alleman’s Chevrolet-powered rear engine Huffaker ex-Indianapolis car. Out of state entries came from drivers in New York, Ohio, North Dakota and Iowa, with former Indianapolis drivers Wayne Weiler and Colby Scroggin also scheduled to appear. 

Johnny Parsons, Junior, son of the 1950 Indianapolis champion emerged with the pole position after qualifying on Sunday morning with a lap of 141.546 miles per hour (MPH) in an older converted Indianapolis roadster.  Parsons led the race’s first 16 laps, but dropped out with mechanical problems. Hogle in the Offenhauser-powered Morales “Tamale Wagon” who had started in the 12^th position, inherited the lead after mid-race leader Walter Reiff dropped out. With Hanford favorite Frank Secrist in second place, Hogle made his mandatory pit stop five laps from the end of the 67-lap race, which handed the lead to Secrist, who had not yet made his required stop.

Secrist who had started from the 16^th position brought his car into the pit area with three laps to go, but instead of adding just a few gallons of fuel his crew nearly filled the car’s tail tank. As Secrist lost valuable time, Hogle regained the lead then won the 67-lap race and the $2,500 first-place check with Secrist second half a lap behind. 18 of the 33 starters finished the race, with Dieter Mundweiler of New York in third place in his roadster. Promoter Agajanian had to be disappointed with the crowd of only 5,500 fans for his ‘CRA Open-Competition Supermodified and Caged Sprint Car Sweepstakes.’

For the third annual “California 200’ JC Agajanian dropped ticket prices to $10 for a grandstand seat close to the starting line and $8 for all the other reserved grandstand seats, with $6 general admission tickets available at the gate the day of the race.  He also added a “lead in” event with a 100-lap USAC midget race the night before at the Kearney Bowl in Fresno, an hour’s drive from Hanford Speedway. Some of the lesser-known drivers advertised as last-minute entries for the ‘California 200’ included Leon “Jigger” Siriois, sprint car racers Larry Dickson and Sammy Session and Hungarian-Canadian driver George Fejer in his own Chinook creation.  

Mario Andretti, in the first year of his contract with STP Oil Treatment and car owner Andy Granatelli, qualified for the pole position in the Brawner Hawk III with a speed of 160.115 MPH. Once again, the Joe Hunt Magneto Special a front engine upright dirt car made the starting field after Bakersfield’s George Snider replaced the original driver Greg Weld.   The 23^rd qualifier was Ned Spath in the Alleman Chevrolet powered Huffaker that had competed in the open competition caged sprint race the month on the same track.

Only 25 cars started the race, as the cars entered for Sam Sessions, Larry Dickson, Denny Zimmerman, Bobby Johns, George Fejer and Ronnie Bucknum did not appear, and the Seidelman dirt car driven by midget champion Tommy Copp and Wilbur ‘Wib’ Spaulding’s Lotus both broke in practice, leaving the field one car short.  Even worse for the race promoter, only 12,075 fans reportedly passed the turnstiles; as USAC officials had predicted, without permanent seating and sanitation facilities, attendance figures continued to drop.

Andretti went to the lead at the drop of the green flag and led until lap 70 when he dropped in to make his pit stop. His teammate, Art Pollard in the STP Gerhardt Offenhauser was already in his pit stall and while the crew toiled, Pollard’s car caught fire. The uniforms of three mechanics on Pollard’s crew, Edward “Red” Stainton, Ed Stratton and Grant King caught fire, and Stainton backpedaled away from the fire and into the path of Andretti’s passing car.

After Stainton was struck, USAC officials immediately threw the red flag to stop the race while safety crew extinguished the fire and tended to the injured crewmembers.  Stainton with second degree burns and “critical head injuries” and Stratton and King, with second degree burns, were loaded into the two ambulances on site and transported to Fresno Community Hospital.

With no ambulance on site, the race remained stopped for close to ninety minutes until one of the ambulances returned. The race resumed with Andretti still in the lead, as apparently his car had sustained no damage, and Mario led the rest of the race to claim the victory, his first of nine race wins during the 1969 season. Lloyd Ruby in the ‘Wynn's Spit-Fire Special’ finished second one lap behind Andretti with Gordon Johncock and Johnny Rutherford third and fourth on the same lap as Ruby.  Attrition had been high as only eleven cars were still on course at the finish. No one knew it that day, but fans had witnessed the last race at Hanford Motor Speedway.

In victory lane with a check for $6,900 the winner’s portion of the $30,000 purse, Andretti admitted that Stainton’s injuries “certainly colors the rest of the day.”  King and Stratton were treated and released after treatment of their burns, while Stainton underwent emergency surgery later Sunday night in Fresno, but he passed away from his injuries on Tuesday April 15, 1969 at age 38 and was laid to rest in his hometown of Sanger California.  

Over the months that followed the 1969 ‘California 200,’ negotiations with ARI officials for the sale of Hanford Motor Speedway stalled, then collapsed in early September. Within days of the news of ARI’s withdrawal, USAC Director of Competition Henry Banks reportedly sent a letter to KS Racing Enterprises Inc which stated that Hanford’s seating and sanitation facilities were substandard and had to be upgraded.

USAC also demanded that that the paddock area behind the hot pit area be paved, and Banks’ directive stated that if these improvements were not made, Hanford and Agajanian would forfeit the October 19, 1969 race date. Kal Simon President of KS Racing Enterprises freely admitted that the company “did not have the resources to make the improvements” but reminded listeners that “there was not enough time to make the improvements anyway.”  

USAC subsequently canceled the ‘California 250’ date, however, according to Agajanian, Banks and the USAC board agreed to hold open the spring and fall Indianapolis car dates on the 1970 USAC schedule and would grant him an additional sanction for a stock car date in 1970, provided the facility improvements were completed in time.

Although there was some public outcry that USAC was unfairly punishing Hanford, Deke Houlgate in his syndicated “Motorsports Today” column that appeared in many in California newspapers noted that the Hanford paddock area “comes in two conditions, a quagmire if it has rained or a dust bowl if it hasn’t.” Houlgate also observed that “sanitation, as many Hanford fans will attest, is slightly superior to what is found five miles from the nearest dirt road in the Mohave Desert.”         

 In mid-December 1969, Al Auger’s column in the Hayward Daily Review newspaper reported that Kal Simon, the Hanford track president, announced plans to build a roofed 25,000 seat grandstand “early next year.” Other planned improvements included “black-topping of the pit area, new ticket and entrance booths, press box and parking improvements,” but the article made no mention of any planned sanitary improvements. Promoter JC Agajanian was quoted by Auger that with the Labor Day 1970 500-mile race scheduled at the new Ontario Motor Speedway, “it would be only natural to have a follow-up race at Hanford.” Auger wrote that “this is the main reason for the face-lifting,” which ignored USAC’s September 1970 directive.  

The planned roofed grandstand and the other improvements at Hanford obviously never came to fruition, and instead of a race at Hanford Agajanian promoted a new September date race on the 1970 USAC schedule on the State Fairgrounds mile dirt track in Sedalia Missouri. Though Hanford Speedway sat idle during 1970 significant events occurred behind the scenes and in late August 1970, Jay Kuhne identified as a vice-president and treasurer of Hanford Motor Speedway Inc (HMSI) began to tour the state to promote a stock offering to redevelop the Hanford track.

The traveling presentation road show, complete with artists renderings of the new grandstand and pit area visited Bakersfield, Fresno, Visalia, Upland, Newport Beach, Oakland, Sacramento and San Diego. Kuhne announced that the group planned “to organize the new company with an initial capitalization of $750,000 that would enable us to acquire the existing track free and clear to build a new 25,000 (uncovered) grandstand comparable in spectator comfort to OMS to create new garage and pit facilities layout access roads parking and landscaping “to make it truly and auto racing showcase.”  The new company offered “investment units” of $2,500 each that consisted of 25 shares of $100 par value each to be sold to a maximum of 300 California residents through a syndicate of investment brokers throughout California. 

Along with Kuhne, an investment analyst, other officers of HMSI formed on April 24, 1970 with an office in the Wilshire financial district included Robert Carlin, Los Angeles attorney that specialized in oil and gas law as President, with Patrick Cooney an oil and gas machinery importer as a vice-president and Secretary and Agajanian listed as a vice-president and manager of racing. Kuhne claimed that the USAC board had “tentatively sanctioned” a September 1971 300-mile race “in alignment with Ontario Motor Speedway (OMS)” with promises of a 300-mile USAC stock car race.   Agajanian also suggested that the track could host a 250-mile American Motorcycle Association (AMA) race as at the time Agajanian promoted many AMA events in California.

Kuhn stated in an October 1 article published in Bakersfield California that “we have already reached one-third of our goal and we hope to have the entire issue subscribed before Nov 1.”  An article later in October revealed that sales had reached 40% of the $750,000 goal and a press release listed other members of the Hanford Motor Speedway Inc board that included Bobby Unser, Agajanian, and David Lockton and Chuck Barnes of the Sports Headliners talent agency, with the latter pair members of the Ontario board of directors so their inclusion was identified as part of “planned financial alignment” with OMS.

The 1971 USAC championship racing schedule which was released on Thursday December 12, 1970 listed two dates for Hanford Motor Speedway, with the “Hanford 150’ on March 14, and a “tentative” October 10 date for the ‘Hanford 200.’  An ominous article in January 1971 written by Jim Bryant in the Ontario Daily Report identified Hanford as the possible “first casualty of the Southern California race slate” as the author mused that the area was over-saturated with racing venues that included Riverside International Raceway (an ARI property) and Ontario Motor Speedway which already experienced slow ticket sales.

With the failure of Hanford Motor Speedway Inc. to generate the planned capitalization to buy the track and make the required USAC improvements, the 1971 scheduled Hanford races never occurred, although the Hanford facility was still included on an inventory of USAC sanctioned tracks released in August 1971.  The one-time hoped-for savior of Hanford, Lawrence LoPatin’s American Raceways, Inc. a five-track conglomerate, itself filed for bankruptcy protection during 1971 and was gone for good in late 1972. 

The state of the art Ontario Motor Speedway the construction of which in some ways hastened Hanford’s downfall, hosted its last races in 1980 after a short ten-year run, as ticket sales never met initial estimates to service its debt, and the track finally was demolished in the mid-1980’s. The builder and owner of the Hanford Motor Speedway, B.L. Marchbanks reportedly passed away in 1979, and the remains of the racing facility were demolished in 1984 and the property reverted to farmland.     

The racing at Marchbanks Stadium, whether on the smaller original ½-mile and 1/3-mile tracks or the later 1.4-mile paved tri-oval was always good – attendees recall the three Indianapolis-car races held in the track’s heyday as very competitive events. One may ponder what could have been, but in retrospect, the track’s remote location and reliance on temporary grandstands and sanitary facilities during Indianapolis car racing’s major growth period doomed its survival. Although Hanford Motor Speedway itself is long gone, Mr. Marchbanks will forever be remembered through his membership in the West Coast Stock Car Racing Hall of Fame as a visionary for his contribution that brought to life the first superspeedway west of the Rockies.   

Hanford Motor Speedway‘s heyday

Part four of the rich history of the first superspeedway west of the Mississippi

In early 1964 KS Racing Enterprises Inc. (KSRE) signed a 20-year lease with track builder and owner Bircha Lewis “B.L”. Marchbanks for the facility, which included a paved ½-mile, oiled dirt 1/3-mile and 1-3/8-mile high banked paved tri-oval, on property located southeast of Hanford California. KSRE operated by Kalmon “Kal” Simon and T L “Tommy” Francis renamed the facility Hanford Speedway and aimed to book USAC (United States Auto Club) National Championship Indianapolis car races for the big tri-oval

For the 1964 and 1965 seasons, Hanford Speedway hosted a late season USAC stock car race, but was unable to land the desired National Championship race. In 1966, the facility reached its nadir of racing activity, with no major events reported in news outlets.   

Finally, in 1967 the newly re-named Hanford Motor Speedway landed a USAC National Championship race but only because the race was promoted by Joshua “JC” Agajanian, owner of the 1952 and 1963 Indianapolis winning cars and the West’s foremost racing promoter. Agajanian, a founding USAC board member, famed for his promotion of the half-mile dirt Ascot Park track located at 183^rd Street and Vermont Avenue in Gardena, also promoted annual USAC National Championship races at the Phoenix International Raceway and the California State Fairgrounds in Sacramento.   

The new Hanford Motor Speedway date became part of a four-race western swing that comprised the final two months of the 1967 USAC schedule, along with Phoenix, Sacramento and the addition of a new date and venue for the season finale ‘Rex Mays 300’ booked for the Riverside International Raceway. Agajanian proudly proclaimed that the inaugural ‘California 200’ at Hanford would be the first time for rear engine Indianapolis cars to race in California.  

The initial entry list released in late September listed AJ Foyt, who had won his third Indianapolis ‘500’ in May, joined by Mario Andretti, Bill Vukovich Junior, Roger McCluskey, Jim McElereath, Joe Leonard, Al and Bobby Unser and Gordon Johncock. Agajanian stated that the 26-car starting field would include “most of the Indy 500 field,” and that Parnelli Jones would make pre-race speed runs in the STP turbine car and then would pace the start of the race.

Both the major tire companies conducted pre-race tire testing at Hanford. AJ Foyt in his Ford-powered Coyote tested Goodyear tire compounds and ran multiple laps at 151 miles per hour (MPH). Agajanian, ever the great promoter claimed in newspaper interviews that Foyt told him that “it was the finest track he had ever raced on.” Art Pollard ran the Firestone tire tests in Fred Gerhardt’s turbocharged Offenhauser powered Gerhardt chassis with his faster lap reported as 154 MPH.

Days before the race, the Bakersfield Californian announced that four additional drivers had been added to the entry list – USAC regulars Chuck Hulse, Johnny Rutherford, Ronnie Duman and Wally Dallenbach.

When the gates at Hanford swung open at 9 AM on October 22, 1967 there were 7,000 general admission seats still available at $6.00 apiece. Qualifying runs for the 31 cars entered began at noon with the race scheduled to take the green flag at 3 PM.

Art Pollard in Fred Gerhardt’s turbocharged Offenhauser powered ‘Thermo King Auto Air Conditioning Special’ ran the fastest lap clocked at 154.816 MPH as Gordon Johncock in his similar Gerhardt chassis, the ‘Gilmore Broadcasting Special’ powered by a DOHC Ford engine, ran the second-best lap with an average speed of 154.26 MPH.  Al Unser in the Retzloff Chemicals Lola/Ford was third fastest, with Mario Andretti in the Dean Van Lines Ford-powered Brawner Hawk in the fourth starting position.

Towering above the field of 25 low slung rear-engine cars was the ‘Joe Hunt Magneto Special’ a Lujie Lesovsky built Offenhauser powered front engine dirt car driven by Gary Bettenhausen in just his third USAC championship start. Tommy Copp, Bob Harkey and Sonny Ates failed to qualify, while Bruce Walkup crashed in practice and Dempsey Wilson’s car broke a piston in practice. To confirm JC Agajanian’s pre-race claim that most of the Indy ‘500’ field would be Hanford for the ‘California 200,’ 20 of the 26 starters had competed in the 1967 Indianapolis 500-mile race.   

Race day dawned with cold temperatures and valley fog, but the sun broke through just before the command to start engines. At the drop of the green flag, Pollard rushed into the lead and led the first 108 laps, while challengers Al Unser and Andretti were both eliminated in a first turn crash on the 18^th lap.

Pollard was passed by Joe Leonard in the ‘Vel’s Ford Sales’ DOHC Ford powered Mongoose on the 109^th lap, and Joe led until he spun in turn one on the 129^th lap, which handed the lead to Johncock. Gordon led the final four circuits around the 1-1/2-mile tri-oval to claim his first USAC championship victory and a $15,000 check out of the total $60,000 purse.

Bobby Unser in the Rislone Oil Treatment/Leader Cards Eagle/Ford crossed beneath Shim Malone’s checkered flag five seconds behind Johncock. Lloyd Ruby in the American Red Ball Special was third one lap behind with Foyt fourth and Pollard in fifth position as Leonard recovered from his late race spin to finish seventh as he had lost two laps.

Bettenhausen in the Hunt dirt car finished in 11^th place, five laps in arrears just ahead of McElreath in the second Leader Cards entry which was the final car to finish. The race was completed in one hour 34 minutes and 34 seconds with an average speed of 127.531 MPH for the 201-mile race distance.

Post-race press reports were enthusiastic as JC Agajanian reported gate admissions of $121,000, with the crowd count reported as both 18,000 and 20,0000.  Jack Lattimer with the San Mateo Times newspaper reported the higher head count and stated that “on more times than we can recount, we watched the cars race three abreast” but eluded to some complaints from drivers regarding dusty track conditions that caused several of the cars to spin. 

Lattimer claimed that “when the drivers get the ‘feel’ of the track Hanford is in for some headlines, although a little more time and money must be spent to put the grounds in shape, but the superspeedway is excellent.”  Lattimer claimed that Agajanian told him that he planned two visits per year of the Indianapolis cars in the future. Larry Press’ column in the Bakersfield Californian newspaper reported 18,000 attendees and noted that “seating, concession and restroom facilities all are temporary and there is room for improvement in those areas.” 

True to Agajanian’s promise following the October 1967 race, the USAC championship cars were booked for two races for the 1968 season, with dates that bookended the season with races scheduled in February and November to avoid the intense heat of California Central Valley summers. The 1968 USAC season opener, the second annual ‘California 200,’ was set for Sunday March 17, with reserved seats tickets priced at $10 for those closest to the start-finish line with advance sale seats at the ends of the grandstand available at $8 each.

In the weeks leading up to the race, Bobby Unser tested tires for Goodyear and reportedly recorded a lap in his turbocharged Offenhauser Eagle of 156.069 MPH, faster than Pollard’s 1967 pole-winning speed. Pre-race news articles quoted a press release that stated that “during the winter months many improvements have been made to the Hanford site.

New bleachers were brought in and placed farther from the track for better viewing. Many more restroom and concession stands have also been added for race fan’s convenience.” An article by Al Auger in the Hayward Daily Review claimed that “the track has been completely modernized with a new surface,” but this claim years later remains unsubstantiated.

In qualifying for the second ‘California 200,’ Bobby Unser set a new track record with an average speed of 155.709 MPH which outpaced Art Pollard, Mario Andretti, Lloyd Ruby and Roger McCluskey. Once again, Gary Bettenhausen put the ‘Joe Hunt Magneto Special’ into the starting field, but this time his upright dirt car was joined by sprint car veteran Charles “Sonny” Ates in a Turner chassis front engine upright dirt car and George Benson in the Vince Conze-owned Watson roadster.

The appearance of Conze’s Watson roadster, which had finished second in the 1960 Indianapolis ‘500’ driven by Rodger Ward, powered by a 220-cubic inch Offenhauser engine, marked the final instance of a Watson roadster in the starting field for a USAC race according to author Joe Scalzo.  In a field filled with cars equipped with Offenhauser and Ford engines, four cars powered by stock-block Chevrolet power plants made the 26-car starting field: Ates’ upright front engine machine owned by Hoosier muffler shop chain owner Boyce Holt, and the rear-engine cars of Max Dudley, Dempsey Wilson and Johnny Rutherford in the Jerry Eisert entry. 

USAC sophomore driver Jim Malloy in the ‘Jim Robbins Seat Belt Special’ Vollstedt was the only car that failed to record a lap fast enough to qualify, as Bob Hurt’s entry broke an oil line and drag racer Danny Ongais, in his first Indianapolis-car appearance, crashed the rear-engine Chevrolet-powered Mickey Thompson entry in practice after it caught fire.

The first twenty laps of the race saw furious action at the front, as Pollard, Bobby Unser, and McCluskey each took turns at the point until Unser established himself as the leader. Bobby led until lap 91, then with his pit stop, Pollard and McCluskey got past Unser and the pair exchanged the lead over the next 14 laps.

Unser’s Eagle reassumed the lead on lap 105 and Bobby looked to be cruising for the victory until he spun in traffic on lap 120 and Art Pollard hit the wall in the ‘Thermo King Auto Air Conditioning Special’ to avoid Unser’s spinning ‘Rislone Special.’  Bobby lost a lap with his spin and fell to sixth place with his brother Al and Gordon Johncock at the front of the field.   

Johncock assumed the lead and repelled Al’s late attempts to pass and led the final 14 laps to claim his second consecutive “California 200’ victory. Lloyd Ruby finished in third position, and AJ Foyt fourth as Bobby Unser recovered to finish fifth. Mario Andretti, now a car owner following the death of benefactor Al Dean, started what would be an unhappy 1968 season, a retired early when his Brawner Hawk broke a half shaft after just 40 laps.

Attrition was much less of a factor in the 1967 “California 200,’ as 17 of the 26 starters finished the race, which finished in an hour and 39 minutes with a record average speed of 155.709 MPH. The racing was good with ten recorded lead changes, but attendance was down from the inaugural event, with only 15,000 fans reportedly on hand.

There were apparently no other major races held at Hanford Motor Speedway during the Summer months of 1968, but a major event occurred that did not bode well for the long-term survival of the facility. On July 9, 1968, the sale of $25.5 million in mortgage bonds were completed to finance the construction of the Ontario Motor Speedway. The new facility west of the Los Angeles metropolitan area would feature a 2-1/2-mile oval and infield road course was planned to be the world’s most modern multi-purpose racing facility with seating for 95,000 fans. With the general contractor Stole, Inc. already under contract, the new facility was set to open with a USAC Indianapolis-car race in the Fall of 1970.

In the lead-up to the November 3, 1968 ‘California 250’ race, much of the publicity focused on the appearance of a pair of STP-sponsored Lotus 56 machines powered by Pratt & Whitney ST6N-74 gas turbine engines. The door-stop shaped dayglo red turbine cars had been a sensation in their debut at the Indianapolis ‘500,’ and a turbine car came within nine laps of winning the race.

Two weeks after the ‘500,’ ownership of the turbine cars shifted from STP Oil Treatment president Andy Granatelli to Parnelli Jones and they had appeared in a handful of USAC races, mainly road courses. The four-wheel drive turbines proved to be fast in qualifying but suffered from numerous mechanical maladies and brake problems in races which had limited their finishes.

‘California 250’ ticket prices increased over the Spring race, with starting line area seats priced at $12 each, with outer area reserved grandstand seats $10 and day of the race general admission seats $8 apiece. JC Agajanian who had posted a guaranteed purse of $25,000, featured the entries of three drivers in piston engine cars to battle the turbines – Roger McCluskey, Al Unser and Bill Vukovich Jr.  McCluskey a two-time USAC sprint car champion and Vukovich from Fresno, the 1968 Indianapolis Rookie of the Year were entered in cars powered by turbocharged Offenhauser engines, while Unser was entered in a Lola powered by 750-horsepower turbocharged Ford engine.

There was a three-hour practice session held on Saturday November 2, with qualifying on Sunday at noon followed by the start of the race at 2:30 PM. Defending champion Gordon Johncock crashed in Saturday practice and Pollard in one of the turbines broke a differential and neither car could be repaired in time.  In qualifying, Joe Leonard in the STP turbine obliterated the previous track record with a best lap of 163.093 MPH trailed by USAC points leader Mario Andretti, Lloyd Ruby and the 1968 Indianapolis ‘500’ winner Bobby Unser, as all four drivers posted laps which were faster than the old track record.     

At the drop of the green flag by JC Agajanian, Leonard in the #60 turbine seized the lead and led the first 93 circuits until he pitted for a kerosene fill-up and new tires on lap 94.  While Leonard was stopped, the yellow flag flew which allowed AJ Foyt, Bobby Unser and Andretti to pit under caution and dropped Leonard to fourth place. Unser and Andretti battled for the lead over the next 29 laps before AJ Foyt took the lead for good on lap 132 and led the final 36 circuits.

Foyt’s Coyote crossed the finish line three seconds ahead of Unser with Andretti in third one car length behind Bobby. Leonard wound up in fourth place on the lead lap, the best-ever finish for the STP turbine with Jim McElreath in fifth place three laps in arrears to the winner.

Foyt’s win marked the first USAC championship victory for the turbocharged Ford engine as Andretti’s points lead fell to 72 markers with two races remaining on the 1968 schedule. Post-race newspaper articles  the next day optimistically reported attendance of 15,000, but a later local newspaper article stated that “promoter Agajanian barely escaped with his shirt.”  

In our next installment, we will look at the 1969 season as the 18-year old Hanford Motor Speedway facility began to encounter serious financial difficulties.

Honoring the history of the Indiana State Fairgrounds one-mile track

On June 20, 1903, on the one-mile Indiana State Fairgrounds dirt track, Berna Eli “Barney” Oldfield became the first driver to run a one-mile track in one-minute flat, or 60 miles per hour (MPH).  The Indiana State Fair Board eager to support the automobile craze allowed the first automobile race on the dirt track in November 1905 staged by the Indianapolis Automobile Racing Association.  Races on the Fairgrounds also occurred on Decoration Day 1906 and in September 1908.  

In 1917, a pair of racing greats, Oldfield and 1915 Indianapolis 500-mile race winner Ralph DePalma held match race for the World’s Track Championship on the Fairgrounds track. Oldfield “the master driver of the world” raced his famed Golden Submarine while DePalma “the idol of the speedways” drove the 12-cylinder Packard “White Twin Six.”

One of the most important series of auto racing events held on the Fairground’s oval track was ‘The Gold and Glory Sweepstakes,’ a race organized by the African-American community from 1924 to 1936. The Sweepstakes was a 100-mile race with a grand prize of $2,500 which drew an estimated 10,000 spectators. Indianapolis native Charlie Wiggins earned the nickname the "Speed King" for winning the ‘Gold and Glory Sweepstakes’ four times.

After the American Automobile Association (AAA) championship cars first ran on the big oval in 1946 for the ‘Indianapolis 100’ before the annual ‘Hoosier Hundred’ began in 1953, a tradition which continues until today.

Long-time Hoosier Hundred promoter 

Tom Johnson addressed the gathering

Tom Johnson and IRMA chairman Brian Hasler unveil the marker 

On May 24, 2018, nearly 115 years after Barney Oldfield's record run, the Indiana Racing Memorial Association (IRMA) a group dedicated to memorializing the people, places and events historically associated with Indiana motorsports, led by Chairman Brian Hasler, dedicated a permanent marker outside the first turn on the Fairgrounds mile in the afternoon prior to the 63^rd running of The Hoosier Hundred.  

The plaque honors Barney Oldfield’s First Minute Mile, 

The Gold & Glory Sweepstakes and The Hoosier Hundred.

All photos by the author 

1934 Charlie Allen midget

While passing through the Indianapolis International Airport for the 2018 Performance Racing Industry (PRI) show, the author spied this 1934 Charlie Allen midget race car on display. 

Owned by the Indianapolis Motor Speedway Museum, this car was built by Los Angeles race car builder Clyde Adams, who got his start along with fellow car builder/metalworker Myron Stevens working for Harry A. Miller. After Miller sold out to the Schofield Company and the company went into decline, Adams and Steven left to start their own race car shop.  

The first documented midget car race took place on June 4, 1933 at Hughes Stadium in Sacramento, California, and less than a year later, Adams built this car for car owner/driver Charlie Allen, powered by a 2-stroke 4-cylinder ELTO engine.

Outboard motor pioneer Ole Evinrude sold his eponymous company in 1913 to care for his ill wife with one of the terms of the sale that he could not enter the outboard motor business for five years. 

Ole kept experimenting and developed a lighter more powerful two-cylinder outboard motor and in 1921 he founded a new company to sell his invention. Ole couldn’t use his name for the new company so he called it ELTO, which stood for “Evinrude Light Twin Outboard."

During the early nineteen thirties ELTO marketed two two-cycle engines to the midget auto racing community; the ELTO 4-60 (as in this car) comprised of four cylinders with a single rotary valve that displaced 59.4 cubic inches that produced 60 horsepower, lot of power in its day. For lubricant, racers added castor oil to a mix of methanol (wood alcohol) and benzene which created the signature trail of smoke associated with ELTO engines.

In 1939, Charlie Allen continued his ground-breaking ways, as he purchased the first Frank Kurtis-built midget which was equipped with a four-cylinder Offenhauser engine.  

Photos by the author 

Hanford Speedway – Hanford California

Part three of the rich history of the first superspeedway west of the Mississippi

From the debut of automobile racing with jalopy races in May 1951 through 1962, racing events on Marchbanks Stadium’s paved ½-mile, oiled dirt 1/3-mile and 1-3/8-mile high paved tracks had been promoted by the track builder and owner Bircha Lewis “B.L”. Marchbanks.

The racing facility southeast of Hanford California was managed during the 1963 season by Bakersfield boxing promoter Ed York’s Racing Associates Inc. then in late June 1964 it was announced that race driver “Caveman” Bob Christie and his partner Tommy Francis had signed a lease with an option to buy the facility.  Writer Jack Lattimer, who broke the story in the San Mateo Times newspaper, noted that the big oval with three 22-degree banked turns had seen very little use lately outside of some “small time races.”

Christie, a 40-year old racing veteran from Grant’s Pass Oregon had qualified for eight consecutive Indianapolis 500-mile races between 1956 and 1963 with a best finish of tenth in 1960. Outside of Indianapolis, much of Christie’s racing career was spent in AAA (American Automobile Association) and USAC (United States Auto Club) stock cars. Christie appeared to be an unlikely candidate for a race track promoter as when not racing, he traveled the country as an employee of JC Penney Automotive Centers.

Just over a month after that surprising announcement, a United Press International wire article revealed that KS Enterprises Inc. had signed a 20-year lease for Marchbanks Stadium. T L “Tommy” Francis, identified as the KS vice president and general manager, said that the facility would immediately be renamed Hanford Speedway.

Francis a former stock car racer from San Gabriel California had notably competed in the 1950 Carrera Panamericana Mexican road race. Francis and co-driver Jimmie Crum were initially reported as killed after their 1950 Ford crashed and rolled over in the final stage, but that report was corrected after the pair and their battered car appeared at the finish line in Chiapas after the time limit had expired.   

In an extended newspaper interview, Francis related that the newly-formed company headed by Kalmon “Kal” Simon planned to spend $200,000 over a two-year period to develop the track into “the Indianapolis of the West.”  Simon, a machinery dealer, was virtually unknown although he had been involved in racing previously as the owner of a late model stock car. The new business, KS Racing Enterprises, Inc. was registered as a California corporation on May 11, 1964 with the 12-story Taft Building in Hollywood listed as its official address.   KS also maintained business offices in an industrial section of the City of El Monte and the Yucca Vine Tower office building in Hollywood.

The new company’s plan was to bring Indianapolis-type cars to Hanford “possibly within six months” to race for a purse of $20,000 before projected crowds of 35,000 to 75,000. In the UPI article Francis stated that “California is the breeding ground for racing with 48 race car builders located in the state,” and he noted that “of the 311,000 fans at the Indianapolis ‘500,’ 48,000 were from California.” 

Francis also revealed that Henry Banks, the USAC Director of Competition, and Louis Meyer, the first three-time Indianapolis ‘500’ winner, had recently inspected the Hanford facility and given a “100% okay for USAC stock car racing” and that the pair of retired champions thought that the track would be suitable for Indianapolis-type cars with a “few minor changes.”   

On September 5, 1964, the California Racing Association (CRA) sprint cars ran a 100-lap feature on the Hanford Speedway paved half-mile track in a program with a purse of $3,500. The entry list for the 24-car starting field included local favorite (and three-time Hanford track champion) Frank Secrist in the #94 Boghosian Brothers car, but it was Bob DeJong from San Francisco who set quick time in qualifying.

Speedway General Manager Francis reported paid attendance of 7,156 fans who watched Paul Jones (Parnelli Jones’ younger brother) flip down the backstretch during the feature and suffer a broken leg and collarbone in the crash. Hal Minyard in his Leonard Surdam owned Chevy-powered sprinter beat defending CRA champion “Lover Boy” Bob Hogle to the checkered flag with the race completed in 42 minutes 41.3 seconds.   

Due to the success of the first CRA visit, Hanford Speedway hosted the sprint cars again on Sunday afternoon October 11, with additional grandstands erected to accommodate up to 12,000 fans. In the penultimate CRA race of the 1964 season, things were not much different as DeJong again set quick time and Minyard won the feature again - this time Hal edged out 1961 CRA champion Jack Brunner who had started the 100-lap feature from eighteenth starting position.

In notching his tenth CRA feature win of the season on a warm 90-degree day, Minyard also shaved two minutes off the track record for the 50-mile distance. Bob Hogle second in points raced the Morales Offenhauser powered sprinter with an arm injury suffered in a crash the week before, but soldiered on to finish sixth after he stopped twice for new tires.  Two weeks later after the CRA season finale at Ascot Park, Minyard at age 40 was crowned the 1964 CRA driving champion as his car owner Leonard Surdam from Rialto California won the car owner’s title.

On Sunday afternoon November 29, 1964 the Hanford Speedway, which was now referred to as a mile and half long track, hosted the USAC stock cars, with qualifying held on Saturday the 28^th. 1964 Indianapolis ‘500’ winner AJ Foyt won the pole position with an average speed of over 109 miles per hour (MPH) followed by Joe Leonard and Rufus “Parnelli” Jones, who three days earlier had won the Turkey Night Grand Prix for midgets with Bobby Unser in the fourth starting position.    

Other USAC ‘stars’ in the field included Lloyd Ruby, Bob Christie, Norm Nelson, defending USAC stock car champion Don White, Dempsey Wilson and Eugene “Jud” Larson who made an unusual stock car start.  With Hanford the penultimate event on the USAC schedule, Jones, the 1963 Indianapolis ‘500’ winner held a 300-point advantage over Nelson for the title of 1965 USAC stock car champion but Parnelli needed a solid finish to clinch.    

Bobby Marshman, who shared Rookie of the Year honors in the 1961 Indianapolis 500 with Jones, was scheduled to appear at Hanford but he suffered critical burns on November 27 in a tire-testing crash of his Pure Oil Firebird Lotus 29-Ford at Phoenix International Raceway. Marvin Porter winner of the 1960 NASCAR Grand National Marchbanks race was called upon to substitute for Marshman.  

KS Enterprises predicted more than 20,000 fans would attend the 200-mile ‘Billy Vukovich Memorial’ race, but only 6,500 fans passed the turnstiles.  Foyt in a 1964 Dodge charged into the lead trailed by Leonard, and the top remained static until the pair pitted around halfway through the race. Jones who had pitted earlier around lap 50 took the lead on the pit stop exchange but was forced to the stop for more fuel on lap 105.

When Jones stopped, Foyt regained the lead and raced to the win over Jones, Leonard, Unser and Marvin Porter with Lloyd Ruby in sixth place. Jones had secured his 1964 USAC stock car championship earlier in the race when the engine in Norm Nelson’s Plymouth blew up on lap 39. With his third-place finish at Hanford, former AMA motorcycle champion Joe Leonard clinched the USAC stock car division’s Rookie of the Year honors.  

During the 1965 season Hanford Speedway, which KS Enterprises billed as “Big H” that they advertised offered racing that included “stock, Indy Cars, sprint, sport and unlimited,” hosted two CRA sprint car races, both 50 lap events. The first CRA event was held on Sunday February 21 on what was now billed as Hanford’s 5/8-mile track. In practice on Saturday, Ernie Koch in Ben Zakit’s rear engine Offenhauser-powered sprint car from Oregon crashed and the crew was unable to make repairs in time for the car to compete in the next day’s races.

Ray Douglas in the Fisher Chevrolet-powered car topped the 31 cars that presented for qualifying and he set a new track record of 21.95 seconds. Second and third qualifiers Dick Atkins and Dee Hillman, teammates on the team owned by John Pestana and Bob Lang that used the former Fike Plumbing machinery, also eclipsed the old track record.  Don Thomas, Tink Elenberg, and Billy Wilkerson were the winners of the three five-lap preliminary heat races.

Douglas started the feature from the pole position and led the first 16 laps of the feature which was slowed by four caution flag periods for oil on the track, spins and crashes. Atkins powered past Douglas on the backstretch on the 17^th lap and then held off his teammate Hillman to win by two lengths. Bob DeJong the former track record holder finished third trailed by Hal Minyard and Bob Hogle.  

In the week following the CRA sprint car race, San Mateo Times writer Jack Lattimer reported that with new financial backing, Hanford Speedway manager Tommy Francis was remodeling the “poorly designed” 1.8-mile track. “Parts of the track are being rebuilt and the racing groove stretched to two miles,” Lattimer’s article claimed “the turns will be 65 feet wide with two short and two long straightaways similar to Indianapolis. All turns will be equal and banked 15 degrees.” According to Lattimer, Francis hoped to have the new track ready by April 7 for a 200-mile USAC national championship race.

A month later, Lattimer wrote in the San Mateo Times that Hanford would host a 200-mile USAC championship race on the two-mile oval on November 7, followed by a 150-mile USAC stock car race on November 27.  There is no confirmation that the USAC schedule actually planned on a 1965 Indy Car race, but neither the race or the promised track construction ever occurred.  A planned 1965 American Motorcycle Association (AMA) 125-mile championship road initially scheduled for April or May 1965 was cancelled during the month of March according to the AMA “due to the promoter’s failure to confirm date.”

Hanford Speedway hosted an open-competition 200-mile race for cars with “early late model stock bodies (1950 to 1962) with big late model mills” for the weekend of April 17-18, 1965.  The $5000 purse event, run over the track’s 15-turn 1.8-mile road course was sanctioned by California Auto Racing Inc (CAR), the successor to the California Jalopy Association.

CAR president and race promoter Art Atkinson, a used car dealer and former race car driver, explained that the race was part of a “new trend of road racing stock cars which is spreading fast.” Advertised entries for the “Cotton Picker 200” included Frank Secrist, Jim Cook of Norwalk, Marshall Sargent of San Jose Speedway fame, and drivers from the nearby towns of Bakersfield, Shafter, Oildale, Porterville and Delano. Practice was scheduled for Friday with qualifying on Saturday to determine the “100 fastest cars to start.”

The promotion was a disaster as only 31 cars entered with some of the entries Atkinson described as “so bad we warned them not to run over 30 miles per hour.” Atkinson claimed that a “calculated cold-blooded plot” was the reason for the failure, because “other minor league local clubs called mandatory inspections for Sunday to sabotage my program.”  Bobby Mills of Porterville won the race despite that fact that during a pit stop an excited crewmember accidentally poured two gallons of water into the car’s fuel tank. 

The CRA sprint cars returned on Saturday night May 29 1965 for a scheduled 24-car 50-lap feature race. Entries included earlier winner Atkins and Frank Secrist, but Jay East drove Leonard Surdam’s orange #1 car to victory in place of regular driver Hal Minyard, who was “back East” as sale representative for his ‘McHal’ line of racing helmets. East started the feature from eighth place and made a daring last lap pass in turn two to claim his first career CRA feature victory.    

The November 28 race at Hanford Speedway was the final date on the 1965 USAC stock car schedule, and the Rookie of the Year honors had already been awarded to Canadian phenom Billy Foster but the driver’s championship still hung in the balance. Norm Nelson held a 260-point advantage over second-place driver Paul Goldsmith with 400 points available to the race winner. Behind the lead pair, Don White and Jim Hurtubise were separated by just 215 points in their battle for third place.   

Other big-name USAC drivers entered for the 200-mile included Sal Tovella, Bay Darnell, 24-year old Gary Bettenhausen and the 1965 Indianapolis 500-mile race rookie of the year and new USAC National Champion Mario Andretti in a 1964 Ford sponsored by Hanford Speedway promoter Kal Simon. Other entries included midget racer Tommy Copp, Dempsey Wilson, Lloyd Ruby, and USAC stock car rookie and three-time race winner Bobby Isaac although none of that quartet was able to crack their way into the 31-car starting field which was led by fast qualifier Goldsmith in Ray Nichels’ 1965 Plymouth.

The race day crowd of over 9,000 fans saw Foster start second in a 1965 Dodge and Hurtubise from third in Norm Nelson’s #56 1965 Plymouth. Hurtubise, Foster and Goldsmith all lead early but each retired with engine failure, and Goldsmith’s retirement on the 87^th lap not only handed the lead to Norm Nelson, but clinched Nelson’s second USAC stock car championship.  Nelson crossed the finish line several laps ahead of Scotty Cain to claim the $2,000 winner’s check with Mario Andretti in third, five laps behind Nelson, with only 11 cars were still running at the finish.  This marked the USAC stock cars final appearance at Hanford, and it would be four years before the CRA sprint cars would return.