Finden Sie Ihren nächsten buch Favoriten

Werden Sie noch heute Mitglied und lesen Sie 30 Tage kostenlos
Indy 500 Recaps the Short Chute Edition

Indy 500 Recaps the Short Chute Edition

Vorschau lesen

Indy 500 Recaps the Short Chute Edition

673 Seiten
4 Stunden
Mar 21, 2013


This book started as a self-serving exercise to personally organize the major details and interesting facts of each Indianapolis 500 over the 100-year history of the greatest race in the world. For many of us passionate racing fans who have attended a multitude of 500s, there is a tendency for the details of the races to (somewhat) blend together. I hope this book will help to provide clarity in this regard, as well as educate.
During high school, many of us chose to use CliffsNotes to assist in the education process. This book is somewhat patterned after that concept. It falls somewhere between Donald Davidson and Rick Schaffers Autocourse Official History of the Indianapolis 500the best and by far the most detailed book on the history of the Indianapolis 500and a multitude of pictorial books with limited information. I hope it will prove to be an easy read with entertaining and educational information.
Mar 21, 2013

Über den Autor

Pat Kennedy attended his first Indianapolis 500 with his family in 1963, when he was six years old. He has not missed a race since. His interest and passion was immediate and has continued to grow, culminating in his second book on the Indianapolis 500. His grandfather and father sponsored race cars at Indy from 1936 to the early 1950s under the name of their family-owned business: the Kennedy Tank Special. Kennedy Tank and Manufacturing Company has been a supplier of pit fueling tanks for many years at Indy. Pat has continued the family tradition of involvement in the Indianapolis 500. Pat is the president of a group of family-owned companies, including Kennedy Tank and Manufacturing Company (Indianapolis, Indiana); Southern Tank and Manufacturing Company (Owensboro, Kentucky); and Steel Tank and Fabricating Corporation (Columbia City, Indiana). In 2010, Pat’s first book “How Much Do You Really Know About the Indianapolis 500?” was published. It is the official trivia book of the Indianapolis 500. From being on the cover of Pat Kennedy’s Indianapolis 500 Trivia Book, the Kennedy Tank Special race car that competed in the 1948 and 1949 Indy 500’s was found, purchased and refurbished. The car is shown in May of 2011 being driven on the track by Pat Kennedy in conjunction with Indianapolis 500 Centennial Celebration. The car is on display in the lobby of Kennedy Tank and Manufacturing Company in Indianapolis, Indiana.

Ähnlich wie Indy 500 Recaps the Short Chute Edition

Ähnliche Bücher
Ähnliche Artikel

Verwandte Kategorien


Indy 500 Recaps the Short Chute Edition - Pat Kennedy

AuthorHouse™ LLC

1663 Liberty Drive

Bloomington, IN 47403

Phone: 1-800-839-8640

© 2012, 2013, 2014 Pat Kennedy. All rights reserved.

No part of this book may be reproduced, stored in a retrieval system, or transmitted by any means without the written permission of the author.

Published by AuthorHouse 02/12/2014

ISBN: 978-1-4817-2225-4 (sc)

ISBN: 978-1-4817-2224-7 (e)

Library of Congress Control Number: 2013903879

Because of the dynamic nature of the Internet, any web addresses or links contained in this book may have changed since publication and may no longer be valid. The views expressed in this work are solely those of the author and do not necessarily reflect the views of the publisher, and the publisher hereby disclaims any responsibility for them.





Indianapolis 500 Races – 1911 Through 2013

Listing of Indianapolis 500 Race Winners

Listing of All-Time Lap Leaders through 2013 Indianapolis 500

Listing of Indianapolis 500 Pole Position Winners

Listing of All Drivers and Records in the Indianapolis 500


About The Author


To the courageous drivers who have made the Indianapolis 500 the greatest sporting event in the world over the past 100 years.


This book started as a self-serving exercise to personally organize the major details and interesting facts of each Indianapolis 500 over the 100-year history of the greatest race in the world. For many of us passionate racing fans who have attended a multitude of 500s, there is a tendency for the details of the races to (somewhat) blend together. I hope this book will help to provide clarity in this regard, as well as educate.

During high school, many of us chose to use CliffsNotes to assist in the education process. This book is somewhat patterned after that concept. It falls somewhere between Donald Davidson and Rick Schaffer’s Autocourse Official History of the Indianapolis 500—the best and by far the most detailed book on the history of the Indianapolis 500—and a multitude of pictorial books with limited information. I hope it will prove to be an easy read with entertaining and educational information.


This book is dedicated to my dad, William E. Kennedy, Jr.; my great uncle, Big John Berry; and my grandpa, William E. Kennedy, Sr. Their passion for, interest in, and love for the Indianapolis 500 and Indy car racing was instilled in me at a very young age and continues strong to this day.

I would like to make a special dedication to my mom, Fran Kennedy, who thought her boy could do no wrong! I would also like to dedicate this book to the Kennedy Clan for their tremendous support and love, namely: the Shorters—Peggy Kennedy Shorter, Mark Shorter, Mickey Shorter, Kelly Shorter Schneider, Matt Schneider, Logan Schneider, Maddie and Molly Schneider; the Fairchilds—Kathy Kennedy Fairchild, Thom Fairchild, Kyle Fairchild, Kimmie Fairchild Rumer, and Justin Rumer; the Bolins—Ann Kennedy Bolin, Paul Bolin, Courtney Bolin, Kevin Bolin, and Brian Bolin; and the Kennedys—Cheryl Kennedy, Maura Kennedy, Billy and Ellen Kennedy, Jimmy Kennedy, Patrick Kennedy, and Joey Kennedy Gaines. Without this clan I could not do what I do!

Special thanks to Angie Brackin, my right hand on this project, whose hard work, understanding, interest, and commitment made this book possible.

Many thanks to Donald Davidson, the savant of the Indianapolis 500, whose tremendous input, fact checking, support, and guidance were very instrumental in elevating the quality of this project.

Thanks to everyone from the Indianapolis Motor Speedway involved in this book, especially Jason Ellison and Mary Ellen Loscar of the Photo Operation, for their helpful assistance.

Lastly, special thanks to Mark T. Watson, my lifelong best friend, whose artistic talent is responsible for the design of the book cover. Reach him at Spotlight Photography, (317) 894-3666.


The partners in the Indianapolis Motor Speedway ownership were: Carl Fisher, James Allison, Arthur Newby and Frank Wheeler.

Drivers had to be able to average 75 mph or better from a flying start over a distance of a quarter mile in order to be included in the starting field.

Qualifiers were lined up by the dates on which the entries were received. There were forty-six entrants total with the first entrant on the pole.

Lewis Strang was on the pole.

Cars were lined up in rows of five. There were forty starters. The pace car and four cars constituted row 1. The ninth row consisted of a single car; all other rows had five cars.

Carl Fisher, the leading partner in the track ownership, drove the Stoddard-Dayton pace car.

A large crowd of approximately 80,000 attended the first 500.

Johnny Aitken led the first lap of the inaugural Indianapolis 500, or the International 500-Mile Sweepstakes, as it was referred to through 1980.

Prize money was awarded to only the top ten finishers, with $10,000 to the winner (plus accessory prizes, for a total of $14,250), and $500 for tenth place. The total purse was $30,150.

David Bruce-Brown led for most of the first half of the race and at one point opened up a lead of three laps over the second place car. He led a total of eighty-one laps.

Ray Harroun ran a consistently paced race in his six-cylinder Marmon Wasp at approximately 75 mph to minimize tire wear. Cyrus Patschke relieved Harroun near mid-race and drove for about 35 laps. Ray Harroun led 88 laps total, including laps 182-200, for the victory. All of Harroun’s laps led occurred after the 102nd lap. He made four stops and changed three right rear tires.

Harroun drove the only single-seater in the race, with the aid of what is believed to be the first rearview mirror on an automobile. All other cars had riding mechanics.

Ralph Mulford, driving a Lozier, ran a charging race, resulting in a greater number of tire changes, fourteen versus four for Harroun. He finished second. David Bruce-Brown finished third in a Fiat.

The race took six hours and forty-two minutes to complete, a 74.6 mph average for Harroun.

There was one fatality in the race, as Art Greiner (#44) turned over on the back stretch on his thirteenth lap, his riding mechanic, Sam Dickson losing his life.

The race was not completed without technological mishaps, as the scoring wire broke on two occasions during the race before being repaired.

Arthur Newby, a partner in the track ownership, was president of the National Motor Vehicle Company and had three cars compete in the race.

Eddie Rickenbacker drove relief for Lee Frayer, who finished thirteenth.

1911 Winner Ray Harroun drove a Marmon Wasp, the only single-seat car in the race.



Riding mechanics became mandatory and would remain so through 1922.

There were twenty-nine entries, and twenty-four cars qualified for the race. Qualifying required greater than a 75 mph average for a full lap. Cars once again started by entry order received. Gil Anderson started on the pole in a Stutz.

This was the first 500 for future track owner Eddie Rickenbacker as a primary driver. He started thirteenth and finished twenty-first.

Teddy Tetzlaff, in a Fiat, led the first two laps, then Ralph De Palma led from lap three to lap 198, when a connecting rod broke on his Mercedes. He and his riding mechanic, Australian Rupert Jeffkins, unsuccessfully attempted to push the 2500-pound car to the finish.

Joe Dawson—whose pit manager was fellow driver Johnny Aitken—made up a deficit of over five laps and went on to win in his National in six hours and twenty-one minutes for an average speed of 78.7 mph. Don Herr relieved him for laps 108-144. Teddy Tetzlaff finished second and Hugh Hughes, in a Mercer, finished third. The Mercer was the smallest car in the race in relation to piston displacement at only 301 cubic-inches.

Dawson’s car housed a 491 cubic-inch National, which would be the largest on a winning car in history.

The total purse was increased to $50,000, with $20,000 going to the winner.

Dawson was 22 years, 323 days old, and would remain the youngest 500 winner in history until 1952, when Troy Ruttman won at 22 years, 86 days old.

Ralph Mulford finished tenth in 8 hours and 53 minutes in a Knox, after several lengthy stops, including a snack break. Tenth was the last position for which prize money was awarded. Mulford won $1,200. His time was 2 hours and thirty-two minutes longer than the victor.

Ralph De Palma and riding mechanic Rupert Jeffkins push their broken-down Mercedes, eventually finishing in eleventh place.



A new five-story open-sided Japanese style pagoda had been built trackside for officiating and scoring.

From the outset, the Speedway management had intended for the race to be an international event. A few teams accepted the invitation in 1913, including the Peugeot team from France.

The starting order was determined by a blind draw, with twenty-seven starters. A starting field consisting of four cars in each row, instead of five, was implemented for the first time.

Even though the piston displacement had been cut from 600 cubic-inches to 450, the speeds in the qualification trials were higher than the previous year.

Caleb Bragg started on the pole in a Mercer.

Johnny Aitken was pit manager and race strategist for first-year driver Jules Goux in a Peugeot.

On a day with temperatures at 90 degrees Goux led a total of 138 laps, including from lap 136 to the checker. He won by thirteen minutes and eight seconds—a record that still stands as the greatest margin of victory. His speed average was 75.9 mph.

Goux became the first winner to drive the full race without a relief driver.

Spencer Wishart, in a Mercer, finished second and Charlie Merz finished third in a Stutz, though his car was on fire as he crossed the finish line.

Ten cars received the checkered flag, completing the full 200 laps, while only one other car was still running. Surprisingly, there was only one accident in the race.

After the race Goux was quoted but for the wine, I would have been unable to drive this race. Goux supposedly refreshed himself with a little champagne during several pit stops.

An estimated crowd of 96,000 attended the race.

Jules Goux with riding mechanic Emil Begin in the winning Peugeot.



Thirty cars competed in the 500.

The starting field was determined by a blind draw that resulted in six lead changes between five drivers in the opening thirteen laps.

Arthur Duray led 77 of the first 115 laps in his Peugeot.

Jean Chassagne, in a Sunbeam, started on the pole and finished twenty-ninth, the second one out.

René Thomas led a total of 102 laps and led from lap 116 to the checker in his first 500, driving a French Delage. Thomas set a new race record of 82.5 mph.

The first four finishers were swept by French entries, with second and fourth going to Arthur Duray and Jules Goux in Peugeots and first and third going to Thomas and Albert Guyot in Delages.

Barney Oldfield finished fifth in a Stutz, the top-finishing American team. Billy Carlson finished ninth in a Maxwell with inaugural winner Ray Harroun as team manager. Eddie Rickenbacker finished tenth in a Duesenberg.

Joe Dawson was involved in a serious accident on lap forty-five that resulted in his retirement from racing.

An estimated crowd of 110,000 watched the race, as thirteen cars covered the full 500 miles.

René Thomas and riding mechanic Robert Laly in the winning Delage outside the foreign car garage.



A rule was adopted that allowed only three cars per make to compete. Several Peugeots and Sunbeams were eliminated because of there already being three of each.

A qualifying procedure of lining the cars up by speed was implemented, with the fastest starting on the pole.

There were only twenty-four starters for the race.

Howdy Wilcox won the pole at 98.9 mph, with Ralph De Palma starting second at 98.6 mph.

The field of cars started four abreast.

The race was postponed from Saturday, May 29 to Monday, May 31 because of rain.

For the fifth and final time Speedway President Carl Fisher drove the pace car to start the race.

Ralph De Palma led for 132 laps total, but with three laps remaining, his connecting rod broke and punched two holes in the crankcase. This time he was able to nurse his cream, red and black Mercedes for the final three laps, the victory avenging the bitter defeat of 1912. His average speed was a record 89.8 mph, more than 7 mph faster than the previous year’s record. The new record would stand until 1922.

At one point in the race, Dario Resta led by more than a lap over De Palma. Resta experienced a blown tire and steering problems later in the race but soldiered his French Peugot to a second-place finish after a fierce duel with DePalma.

Johnny Aitken came out of retirement and drove relief for Gil Anderson in a Stutz, who finished in third place. Earl Cooper placed fourth.

Attendance was slightly more than half the 110,000 of the previous year. The major reason for the decline in attendance was soft ground from the heavy rains prohibited automobile parking.

Following the 1915 race T.E. Pop Myers was made general manager of the track.

1915 Winner Ralph De Palma drove this Mercedes accompanied by riding mechanic Louis Fontaine.



The maximum engine displacement was reduced from 450 cubic-inches to 300.

Single-lap qualifications were used and cars were lined up by speed. For the first time, cars were also lined up by day, with first day ahead of second day, second day ahead of third day, etc.

Twenty-one cars started, the lowest number in 500 history. Seven cars were owned by track management under the banner of the Indianapolis Speedway Team Company and the Prest-O-Lite Racing Team.

The race was scheduled for 300 miles, mainly because of wartime efforts of conservation. As a result of the shorter distance, the race was moved from the normal ten a.m. start time to one p.m.

Defending champion Ralph De Palma did not defend his title because he was not successful in getting the Speedway to pay him appearance money.

Johnny Aitken won the pole with a speed of 96.7 mph.

Dario Resta led from lap eighteen to the finish (120 laps) in his Peugeot and collected $12,000 for the win. Resta averaged 84.0 mph. Wilbur D’Alene finished second in a Duesenberg and Ralph Mulford finished third in a Peugeot.

A crowd estimated at 83,000 attended the race.

A second event was run on September 9, 1916. The Harvest Day Classic included races of 25 miles, 50 miles and 100 miles. Each race was won by Johnny Aitken. An estimated crowd of 10,000-12,000 attended.

Dario Resta, with riding mechanic Bob Dahnke in a Peugeot, won the Indianapolis 300.


Sie haben das Ende dieser Vorschau erreicht. Registrieren Sie sich, um mehr zu lesen!
Seite 1 von 1


Was die anderen über Indy 500 Recaps the Short Chute Edition denken

0 Bewertungen / 0 Rezensionen
Wie hat es Ihnen gefallen?
Bewertung: 0 von 5 Sternen