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 

Hogan HR-001 Can-Am car 

The second Can-Am series was created to use the unloved SCCA Formula 5000 open-wheel single-seat stock-block cars, a series that had been created in 1968 but had never caught the public’s attention even though it featured star drivers and American powerplants. From the beginning the Formula 5000 series was a source of controversy between the United States’ top open-wheel racing sanctioning body, the United States Auto Club (USAC) and the SCCA.  

In 1974 USAC threatened to withdraw from ACCUS over the “Full International” status of SCCA races but instead a series of meetings between USAC and SCCA officials commenced in January 1974 with an agreement was reached in May 1974 for the Formula 5000 series to be jointly sanctioned by the SCCA and USAC. The eighth season of the open wheel formula car road racing series, known as the 1974 “SCCA/USAC Formula 5000 Championship” began June 2 at the Mid-Ohio Sports Car Course with "Buckeye Cup." 

Beginning immediately, the Formula 5000 championship was open to not only SCCA legal cars but also to USAC cars powered by either 161 cubic-inch turbocharged, 255 cubic-inch double overhead camshaft or 305 cubic inch "stock block" engines. The USAC cars would run on methanol, with a required pit stop for turbocharged cars. Over the next few years, there were several USAC stars that competed in the Formula 5000 series; the roster included Mario Andretti, Mike Mosely and Johnny Rutherford, as well as Bobby and Al Unser, but there were only three turbocharged Offenhauser powered entries that ever tried to run the Formula 5000 series.

In a press release that announced the agreement worked out with USAC President Reynold McDonald, SCCA President Cameron Argetsinger was quoted that “joint sanction is an important step, but more importantly, USAC and the SCCA have agreed to direct their best efforts of a long-range plan for a common open-wheel car and engine formula and a single championship to be run on both road courses and ovals.” The timetable called for the two groups to formulate a detailed plan for approval by each governing board by January 1975 with the common formula put into effect in January 1976.

Alas, this plan of a common formula never came to pass as the SCCA and USAC were unable to agree on a common formula. Nearly a year after the planned target, on October 11, 1976, the USAC announced its withdrawal from the joint sanction of the Formula 5000 series. Frankie DelRoy, USAC’s Technical Director told Milwaukee Journal writer Roger Jaynes “for a while it looked like we could work out a common formula. But every time we tried to work out a compromise the SCCA wanted everything their way. Fuel, tire sizes, type of engine- everything.”

In the end, said DelRoy, “it was a case of us helping out the SCCA and them not helping us (USAC).  They got our name drivers - Mario Andretti, Al Unser and the rest to strengthen their series, but they didn’t want to help us one bit.”

The Formula 5000 series came to an end at the close of the 1976 season, and most of the teams enclosed their Formula 5000 chassis in full bodywork to compete in the “new” SCCA Can-Am series for 1977. This second version of the Sports Car Club of America’s Can-Am series, was created as the stepchild of the original Canadian-America Challenge Series for Group 7 (unlimited) sport cars which had collapsed in 1974.

For the 1977 racing season, the Sports Car Club of America’s (SCCA) “new” Can-Am series used the same single seat chassis used in Formula 5000 cloaked in enclosed bodywork. 

The same team that dominated the final years of Formula 5000, Carl Haas Racing, won the 1977 Can-Am title although the team’s lead driver Brian Redman was seriously injured in the first race of the season and replaced by Patrick Tambay who won six of nine races as Redman’s replacement.

With driver Alan Jones, the Haas team again claimed the 1978 Can-Am title as they won five of the series’ ten races. Veteran American second-generation road racer Al Holbert finished third in the Can-Am points for the Carl Hogan Racing Team and he scored a win at the series’ penultimate round at Laguna Seca Raceway and six top-five finishes. 

For the 1979 Can-Am series, Holbert and the Hogan team had a new weapon- the Hogan HR-001 designed by veteran race car engineer Lee Dykstra with a new revolutionary body that used the new concept of “ground effects’ with enclosed rear wheels, an undertray designed to generate suction and side skirts. Under the body the Hogan HR-001 used the Formula 5000 Lola T333 chassis and suspension components and a 305-cubic inch fuel-injected Chevrolet V-8 racing engine.   

Lee Dykstra was a graduate of the General Motors Institute and worked for the Cadillac division until he left GM to join the Ford racing program with the Ford GT40 and led the design team for Carroll Shelby’s Trans Am Mustangs. In the early nineteen seventies Dykstra formed his own firm DeKon Engineering with driver Horst Kwech.

Carl Hogan was a second-generation St. Louis trucking magnate who had been involved in Formula 5000 racing since the early nineteen seventies, and his 1979 Can-Am effort carried sponsorship from St. Louis based Anheuser-Busch Breweries Busch beer brand.  

In 1979, in addition to the Can-Am Series, Al Holbert was in his third season of racing with the NASCAR (National Association of Stock Car Racing) Grand National series in his own self-sponsored Chevrolet Monte Carlo painted in Porsche racing colors of blue, red and yellow.

The new Hogan car’s debut at Road Atlanta in May was a success, as Holbert qualified fifth fastest and finished fourth, albeit a lap behind the first three finishers, as the HR-001 was slowed during the alter stages of the race with fuel pressure problems. At the next race at Charlotte Motor Speedway, Holbert qualified tenth but dropped out on lap 40 of the 69-lap race with a burnt piston.

On June 3, 1979 at Mosport Park, Holbert qualified third but finished the race fifth, three laps behind winner Jacky Ickx in the Carl Haas entry.  A week later at the Mid-Ohio Sports Car Course, Holbert qualified fourth with the HR-001, but again was victimized by fuel system problems and dropped out on lap 11.

Next up was the Watkins Glen Can-Am race which was held the same weekend of the Watkins Glen Six-hour race for sports cars. Holbert qualified sixth for the Can-Am race but dropped after contact with another car broke the front suspension. Later in July, Holder finished third at the long Road America road course on the same lap as winner Jacky Ickx and won $8,600.  

Before the next Can-Am race, Holbert was involved in a dramatic NASCAR crash at Pocono and his Monte Carlo burned and was destroyed. On August 19 Holbert qualified fifth at Brainerd International Raceway Can-Am race, but the clutch failed on lap 29.  

Before the next race, the original Hogan HR-001 body was replaced, and the team debuted the new car sans the enclosed rear wheels over Labor Day weekend at the Grand Prix de Trois-Rivières in Canada, the Hogan HR-001 broke on lap 37 of the 42-lap race after Holbert qualified seventh. That was the final race for Holbert with the Hogan HR-001, and after he left the team he was replaced by Australian racer Geoff Brabham for the final two West Coast rounds in October.

At Laguna Seca Raceway Brabham qualified fourth, 1.2 seconds behind pole-sitter Keke Rosberg, but once again the engine failed during the race on lap 16 At the season finale at Riverside International Raceway, Brabham qualified eighth, the car’s worst time trial result of the season, but in the race Geoff and the Busch-sponsored Hogan finished in fourth place on the same lap as the winner Jacky Ickx who posted his fifth win of the 1979 season and claimed the championship for Carl Haas Racing. 

In interviews regarding his racing career, Brabham has credited the Hogan ride as his big break in racing which lead to subsequent contract with the VDS Racing team  which led Geoff to an IndyCar ride.   

Holbert was disappointed in the performance of the Hogan HR-001 the first true “ground effects” Can-Am car which developed high levels of downforce that helped in the corners but hampered the car’s overall straight-line speed. Certainly some of the disappointment stemmed from the reliability problems with the fuel system which dogged the team 

Holbert started his own team for the 1980 Can-Am season, with the CAC-1 designed by Hogan designer Lee Dykstra and scored two wins and finished second in the 1980 season points.

The restored Hogan HR-001 shown in its second body configuration is today owned by Steve Ruiz, was shown over the winter of 2018 at the Automotive Driving Museum as a fund raiser for the Racing History Project. Check out the project’s website at  http://www.racinghistoryproject.com/index.html

All photos by the author 

   

The Marmon Wasp

The 1910 Marmon Wasp, the car that won the very first International 500-mile Sweepstakes is typically displayed at the Indianapolis Motor Speedway (IMS) Hall of Fame and Museum on a raised platform.  However, during the author's May 2019 visit to the Museum, visitors had a treat as they were allowed up close access to the historic machine.

For the 1911 ‘500,’ there were no time trial runs to set the order of the starting field, rather the starting order and the car numbers were set in the order in which the entries were received.  For example, the pole-position starter, Lewis Strang, drove in the #1 Case, while the Wasp the 32^nd entry received race number 32.   

To qualify for the 40-car field, a car had to run a minimum required speed of 75 miles per hour (MPH) from a rolling start on a 1/4-mile section of the main straightaway. Those qualifying runs were conducted on May 27 and 28, and three cars entered before the Marmon, which included a pair of F-A-L-cars (Fauntleroy, Averill and Lowe from Chicago) and a McFarlan (from Connersville) driven by Fred “Skinny” Clemons were too slow, and the 29^th entry, a Lozier was destroyed in a practice crash, so the Wasp, the 32^nd entry started the race in 28^th position.   

The Wasp was entered by the Indianapolis-based Marmon Motor Car Company factory (a division of Nordyke & Marmon), with Ray Harroun, a Marmon engineer at the wheel. Harroun, "the King of the Speedways," the defending AAA (American Automobile Association) national champion behind the wheel of the Wasp, who had won seven previous races at the Indianapolis Motor Speedway, had retired from race driving after the 1910 season, but came out of retirement to drive the Wasp in the first 500-mile race.

Compared to its contemporaries, the Marmon Wasp was lightweight, estimated to weigh 2,800 pounds, compared to the minimum weight of 2,200 pounds, and was narrow and streamlined compared to other entries, as it carried only the driver, the only car in the race to not utilize a riding mechanic.

1911 '500' starting field was arrayed in rows of five, with the Stoddard-Dayton Pace Car on the inside of the first row, which left the last starter, the Benz (with the smallest engine in the field at 444 cubic inches) driven by "Billy" Knipper alone in the ninth and final row.

Harroun received relief driving help from lap 71 to lap 102, and his relief driver Cyrus Patschke drove the Wasp up through the field, as Harroun took the race lead for the first time on lap 103 one lap after he resumed the driving duties.

From that point forward, the race lead traded back and forth between Harroun and Ralph Mulford in the Lozier who had started 33rd. Harroun took the lead for good on lap 182 and won by one minute and 43 seconds over Mulford. 

Harroun led three times for a total of 88 laps in a race that took over 6-1/2 hours to complete. By comparison, 2019 '500' winner Simon Pagenaud completed the same distance in less than three hours.  Harroun who promptly retired again in victory lane, won $10,000 from IMS and earned an additional $4,250 in accessory prizes in addition to the race purse.

The Wasp rode on Firestone tires on Dorain de-mountable rims, while the spark for the inline engine was provided by a Remy magneto from Anderson Indiana that fired Bosch spark plugs that ignited the fuel/air mixture fed through a single Schebler carburetor, with lubrication by Monogram oil produced by the New York Lubricating Oil Company. 

Contemporary legend, primarily fueled by Charles Leerhsen's book Blood and Smoke, is that the finish of the first '500' was mired in controversy, but IMS historian Donald Davidson states unequivocally that IMS records indicate that there were no protests filed.

Second place finisher Mulford stated in a June 4 wire story datelined Detroit that he was "more than satisfied with the outcome of the race and gives full credit to Ray Harroun and Cyrus Patschke for their great victory."

Mulford, who drove the race without relief, stated that his actual running time for the 500 miles in the Lozier was fourteen minutes less than the Marmon's, but that due to the weight of his Lozier (reported as 3,240 pounds) he suffered repeated tire failures and stopped eleven times to Harroun's four stops.

Mulford went on the state that he did not believe that any one of the 40 cars entered could have beaten this combination, as the Marmon "was built for this kind of work." Mulford admitted that if a similar race were run again, the result would be the same.

Ray Harroun spent the rest of his life working in the automotive industry. He later started his own eponymous albeit short-lived car company, patented many inventions and even attempted to develop a midget auto racing engine. He died at age 89 on his farm near Anderson Indiana in 1968. 

Cyrus Patschke is sadly a forgotten man, seldom mentioned as the co-winner of the first Indianapolis 500-mile. He also drove relief in the 1911 '500' for the second Marmon entry driven by Joe Dawson.

Cyrus drove in three more races for Marmon in 1911, retired from racing, and briefly returned for a single race in Sioux City Iowa in 1914, after which his wife prevailed upon him to retire from racing permanently. Patschke returned to his hometown of Lebanon Pennsylvania and ran a service station until he died in his hometown in 1951 of heart attack at age 63.

As for the Marmon Wasp, it remained in the hands of the Marmon family and made occasional public appearances until it was sold to Indianapolis Motor Speedway owner Anton “Tony” Hulman during the nineteen fifties and has been a centerpiece in the IMS Museum since the original museum opened in 1956.

1963 Indianapolis '500' winner Parnelli Jones had the honor of driving the Wasp in parade laps prior to the 100th anniversary running of the '500' in 2011. A connecting rod broke and severely damaged the six-cylinder 447-cubic inch engine block which was later repaired.