The Indianapolis Motor Speedway opened in August of 1909. The first Indianapolis 500 was held in 1911. It has been held every since except during W.W.I. (1917-1918) and during W.W.I.I. (1942-1945).
The Indianapolis Motor Speedway is located on the famous corner of 16th Street and Georgetown Road in the town of Speedway, Indiana. The town of Speedway is an inclave suburb, located a few miles west of downtown Indianapolis.
The Indianapolis 500 has always been held in conjunction with Memorial Day. From 1911-1970, Memorial Day was observed on May 30th. Since 1971, Memorial Day has been observed on the last Monday in May.
From 1911-1970, the Indianapolis 500 was scheduled for May 30th (Memorial Day proper), unless it fell on a Sunday. In those cases, it was scheduled for May 31st. From 1971-1972, it was scheduled for the Saturday of Memorial Day weekend. In 1973, it was scheduled for Monday, Memorial Day itself. Since 1974, it has been scheduled for Sunday, the day before Memorial Day.
The most wins ever for a driver in the Indianapolis 500 is four, which has been done by A.J. Foyt (1961, 1964, 1967, 1977), Al Unser, Sr. (1970-1971, 1978, 1987), and Rick Mears (1979, 1984, 1988, 1991). Mears also has won a record 6 pole positions,
The race is 500 miles long, which equals 200 laps around the 2.5-mile Indianapolis Motor Speedway.
In order to be official, the race must complete one lap beyond the halfway point. The race is advertised and scheduled for 200 laps (500 miles), so a driver must complete one lap beyond 100 (101 laps / 252.5 miles). After the leader has completed 101 laps of the scheduled 200, the race becomes "official." Note that the 101st lap is allowed to be completed under caution. If rain interrupts the race prior to the completion of 101 laps, it must be restarted after drying the track, or on the next availible day. If rain falls after the completion of 101 laps, the race can be declared over at any time by officials. If there is sufficient time that day to dry the track and resume the race, every effort will be made to do so. However, if drying the track is not possible before darkness, once the race goes past 101 laps, it will not be extended into a second day, and must be declared over.
Speedway Origins
The four founders of the Indianapolis Motor Speedway Carl Fisher, Arthur Newby, Frank Wheeler, and Jim Allison
The 320 acres of property originally purchased for the Speedway were aquired December 12, 1908. Carl G. Fisher started actively looking for property in the summer of 1908. He purchased the land through real-estate agent Lem Trotter, from the Pressley family. The price was relatively expensive $72,000.
The Indianapolis Motor Speedway was incorporated on Feburary 9, 1909 for $250,000
Initial construction of the track began March 15, 1909.
Carl Fisher was a visionary who imagined a "proving ground" for the new automobile industry. He served as the first Speedway President until 1924. He later sold the track and was an early investor in a new entertainment region: Miami Beach, Florida.
Newby was the head of the National Motor Vehicle Co. and Speedway Vice-President.
Allison was a partner in the Prest-O-Lite Co., which manufactured gas headlamps, and Second Vice-President of the Speedway.
Wheeler was the president of the Wheeler-Schebler Carburetor Co., and Speedway Secretary-Treasurer.
The track was sold August 15, 1927 to W.W.I. flying ace Eddie Rickenbacker.
On November 15, 1945, after W.W.I.I., the track was purchased by Anton "Tony" Hulman. The Hulman family still owns the track today. Tony George, Hulman's grandson, took over as the President of the Indianapolis Motor Speedway in January 1990, and served until 2009.
Speedway Layout:The track was situated on 320 acres outside of Indianapolis, Indiana. At that time, Indianapolis was considered a "motor city."
Plans: Original plans called for a circuit ranging from 2 to 5 miles, depending on where they could acquire land. A 2.5-mile, symmetrical layout was chosen that fit snuggley into the land that was purchased. The basic track layout, a rounded-off rectangle, from 1909 remains today. Two straights (5/8 mile each), two short straights (1/8 mile each), connected by four turns (1/4 mile each).
Balloon Race: The first-ever race at the Speedway was not an auto race, but a gas balloon race on June 5, 1909, witnessed by about 43,500 people. The track surface was not yet completed, but the vast open land of the infield suited the event well. A balloon club called the Indianapolis Aero Club helped organize the event with Carl Fisher. The Speedway acted as the starting point for an endurance distance race. The winner was a balloon named the "Hooiser," and it ended up landing in Westmoreland, Tennessee. There was another hot air ballon race in the early 1920s. In 1966, another balloon race was held, however, an accident that occured during the race put a stop to the events for several years. While one of the balloons was making a running start, heavy winds caused the balloon to drag along the ground. It toppled a women's toilet facility, with a woman inside, in full view of the spectators. The present-day bathroom facility, at that site inside turn four, features a painting of a ballon on its side, to memorialize the accident. Balloons reappeared in 1986, and then regularly in 2001. The Inaugural Speedway Lions Club Ballon Fest was held May 11-12, 2001. The event returned on May 4-5 2002. On May 1-3, 2009, the Centennial Era Balloon Festival celebrated the 100th anniversary of the first event.
On Thursday August 12, 1909, the first demonstration was held at the track. Ed Lingenfelder, from California, drove a motorcycle for 25 laps around the newly completed Speedway. The following day, Lingenfelder won a ten-mile match race against Jake De Rosier of Springfield, Massachussets after De Rosier suffered a blown tire. Four amateurs then raced, but the rest of the day was cancelled due to concerns about the track surface.
The first series of auto races took place on August 19, 1909. Several races of various lenghts were held in during 1909-1910.
For 1911, it was decided to have one large event per year, a 500-mile race. The first Indianapolis 500 was held Memorial Day, Tuesday May 30, 1911.
The Harvest Auto Classic was held Labor Day weekend of 1916. It was the last event other that the "500" to be held at the Speedway until the NASCAR Brickyard 400 in 1994.
Two-man cars were the norm in the early days of the race. A riding mechanic rode along with the driver to handle several duties, one including acting as a spotter for other cars. For the first Indy 500 in 1911, Ray Harroun chose to run alone, figuring the reduced weight carried would improve his fuel economy. Officials nearly dissallowed the practice, but once Harroun affixed a mirror to his car, officials agreed. This is perhaps one of the first-ever uses of a rear-view mirror on any car, and helped Harroun cruise to victory. The following year, 1912, rules required two-man cars, and it did so through 1923. From 1924 to 1929, one man cars were used. From 1930-1937, under fairly recent new management, and in the midst of the Depression, two-man cars were reintroduced. All cars have been one-man cars since 1938.
Track Pavement
Original Surface: The orginal surface was crushed stone and tar. The first events in 1909 saw the track tear up badly. Soon after, the entire track was paved with 3.2 million bricks, giving it the nickname "The Brickyard."
Bricks:In 1909, following the first ever weekend of racing, the crushed stone and tar pavement tore up. At the time, only two viable alternatives existed for roadway pavement, concrete and brick. Brick was considered the better choice, despite its cost. During the fall of 1909, the entire track was paved with over 3,200,000 bricks.
Asphalt Paving: Starting in the spring of 1936, improvements were made, and selected sections of the track were resurfaced with an overbuild of asphalt. The original bricks remained underneath the new asphalt paving. In the next several years, the turns and almost every section (except about 650 yards of the frontstrech) was paved over in asphalt. Again, except in rare exceptions, the original bricks remained underneath. A new state-of-the-art concrete pit area was built in 1957, but remained connected to the bricks of the frontstrech. Following the 1961 race, the frontstrech was paved over in asphalt. One yard of bricks at the start/finish line was left exposed. At that time, the entire track was finally in asphalt.
Following the 1972 race, a large section of the south chute was removed, and a new four-lane main entrance tunnel was built in that location. Thousands of bricks were unearthed in the process, and subsequently put in storage at an undisclosed location. The area was reconstructed and repaved completely in asphalt in time for the 1973 race. Following the 1973 race, for safety purposes, the entrance to the pit area was paved all the way to the exit of turn four. The pits were also reconfigured five feet wider.
Following the 1976 race, the entire track was repaved in asphalt, and that was the first time since 1909 that the entire track was repaved with the same material at once. The new pavement saw speeds climb, and in 1977, Tom Sneva officially broke the 200 mph barrier with help from the new pavement.
In the summer of 1988, the entire track, including the concrete pit area, was paved over in asphalt. For the first time, the entire pit area was paved in asphalt. While it made the pit area smooth and safer, it also drastically increased speeds in the pits. In anticipation of that, a new steel guardrail was built along the inside grass strip, to protect pit crew signal board men. By 1992, a speed limit was implemented for the pits. Another unexpected drawback to paving the pits with asphalt involved the pnuematic jacks used by the cars. In many cases, the jacks were embedding themselves into the pavement, damaging the pavement, and risking damage to the mechanism. For the 1989 race, teams utilized pieces of sheet metal duct-taped to the pavement. While the sheet metal prevented the jacks from embedding into the pavement, they also posed a dangerous threat to crew members if they were to come loose and be thrown by the spinning rear wheels of the cars. In 1990, they were banned.
The 1988 paving also addressed the warm-up apron. The apron, a one-lane asphalt section below the yellow (sometimes white) line, below the inside edge of the racing surface, previously was very flat and rough. Drivers were typically not permitted to drive below the line and inside the apron on a regular basis. The roughness of the apron generally precluded drivers from doing so anyway. The repaving project saw the apron paved evenly with the track surface, and smoothed. This resulted in drivers intentionally drifting below the white line in order to gain a speed advantage. Officials considered several alternatives, including penalties for consistently driving below the line. Generally, the penalties were not effective, and were abandoned. In 1992, several major crashes exhibited the dangers of driving below the white line. The severe angles of several crashed exhibited the need to eliminate driving in the apron once and for all.
In the summer and fall of 1992, a massive construction project was undertaken at the track. The apron was completely removed, and replaced with a new warm-up lane, similar to one built at Nazareth Speedway in 1987. Rick Mears was consulted on the design of the warn up lane at Nazareth. The new entry and exit lane was seperated from the racing surface by a strip of grass and rumble strips.
Following the 1993 race, the pits were reconfigured. The grass strip used by signal board men was reduced to a three-foot concrete trough, and the pit wall was moved forward several feet. The change provided teams with several move feet for equipment. The entrance and exit lanes were repaved in asphalt, while the the actual pit stalls were repaved in concrete. The concrete provided a solid surface for the pnuematic jacks, and an impervious surface for spilled gasoline, anticipated for the NASCAR Brickyard 400. The two driving lanes of the pits were still repaved in asphalt, and aligned to the new warm-up lanes.
Following the races of 1995, the track surface was milled and repaved. The warm-up lanes were not touched. A special device was used to digitally map bumps so they could be corrected. The milling, however, destroyed the existing yard of bricks. Bricks previously dug up from another section of the track were neatly installed at the start/finish line. Track management opted to use "original" bricks to preserve tradition. The rest of the bricks still remained under the new asphalt pavement. The rumble strips in the corners were removed, and only grass separated cars from the warm-up lane. Following the 1996 Brickyard 400, the asphalt in the turns began to weaken. In the spring of 1997, the racing groove in each of the four turns was milled and repaved with a harder ashpalt compound. A "diamond grinding" was performed after the 2001 race, in an effort to smooth out bumps, notably one in turn 1. Following the 2004 race, the entire track and warm-up lanes were milled, leveled and repaved. After selective diamond grinding in the corners was done to level out bumps, drivers complained of unusual grip on the track. Prior to the opening of practice for 2005, the entire track was diamond ground to even out grip.
Yard of Bricks: By the fall of 1961, the entire track was paved in asphalt except for a traditional yard of bricks at the start/finish line. Over the years, much maintenance has been done to those exposed bricks. Grout and mortar was often reapplied, and from time to time, individual bricks were replaced, always with ones unearthed from another location of the track. During the resurfacing project in the summer of 1995, the original yard of bricks was milled, and unavoidably demolished. A new yard of bricks was placed at the start/finish line, comprised of bricks previously unearthed from other portions of the track. Many thousands of bricks have been removed from the track, specifically from the locations where tunnels have been built, and along the outside edges of the racing surface. Currently the yard of bricks is comprised of 558 bricks. In the summer of 2004, the bricks were removed in preparation for another resurfacing project. The pieces were cut up and sold as souveniers. A new set of bricks was cleanly placed at the start/finish line in time for the 2005 race, again comprising of bricks previously removed from the track. During practice on Friday May 15, 2009, one of the bricks came loose in the mortar. Mario Moraes was driving down the mainstrech when the undertray of his car made contact with a large chunk of brick that had shaken loose. Track officials dug up several feet of bricks, and replaced them cleanly before the next day's activities.
Track Survey: Over the years, several drivers and engineers imagined that the original length,
geometry, and banking most likely changed after all of the repavings. In 1996, an student civil engineering group from the Rose-Hulman Institute and engineering firm Remington Consultants surveyed and measured the track. They found that the actual length only grew by 1.27 feet, and that the actual driving line taken by the cars was a mere 2.52 miles versus the accepted 2.500 miles. All four turns were found to have slightly different variations, but no dramatic changes. The backstrech also showed an interesting geometry, as turn three was found to be two feet higher in elevation than turn two.
Speedway Nicknames
The "Brickyard"
The nickname of the track is "The Brickyard," even though the track has been resurfaced in asphalt. In 1909, following the first ever weekend of racing, the crushed stone and tar pavement tore up. In the fall of 1909, the entire tracl was paved with over 3,200,000 bricks. Starting in the spring of 1936, improvements were made, and various sections of the track were resurfaced in asphalt. Following the 1961 race, the frontstrech was paved over, and at that point the entire track was paved in asphalt. Track management left one yard of bricks at the start finish line exposed, to honor the tradition. Following the 1995 race, the track was milled and repaved, however, the milling destroyed the existing yard of bricks. Bricks were dug up from another section of the track, and neatly placed at the start finish line. Track management opted to use original bricks to replace it to preserve tradition. The rest of the bricks still remained under the new asphalt pavement. Following the 2004 Brickyard 400, another complete repaving of the track was undertaken, and another new yard of original bricks was cleanly installed.
Gasoline Alley
The garage area at Indy is referred to as "Gasoline Alley." However, gasoline has not been used in the Indianapolis 500 since 1964. In 1994, the NASCAR Brickyard 400 featured cars using leaded gasoline at Indy for the first time in thirty years. The name appears to have originated from the fueling area that once existing in one corner of the old garage layout. Eventually the entire garage area, which at the time was two parallel buildings sandwiching a single access alley, was given the name. In 1986, the garage area was completely rebuilt, but the name lived on. Following the 1999 race, the west side of the garage area was reconfigured, in preparations for the 2000 United States Grand Prix. The western-most building, which featured mostly offices and meeting rooms, was replaced with a modern building, which housed hospitality suites. A catwalk-style observation platform was built along the top, which allowed fans the ability to view the garage area. In August of 1919, a comic strip with the name "Gasoline Alley" debuted, but it is not known if it had any influence on the garage area's name.
Race Name
The official name of the event is the "Indianapolis 500-Mile Race." It was not until about 1981 that this name was universally adopted. From the intial race in 1911 through 1980, the event was advertised as the "500-Mile International Sweepstakes Race," or a very close variation of that name. However, the general monikor of "Indianapolis 500" was used by some dating back to the first event. In 1919, immediately following W.W.I., the race was called the "Liberty Sweepstakes." In 1981, the Speedway first advertised the race as the "65th Indianapolis 500-Mile Race," making use of the ordinal, although that had been practiced before to a lesser extent. All references of "International Sweepstakes" were dropped. Most called the race the "Indianapolis 500" or "Indy 500" for short. Some also use the simpler term "The 500." Early radio broadcasts sometimes referred to the event as the "Annual Memorial Day race" or similar variations. Since 1981, the Speedway has advertised the race with a unique annual logo, much like the Super Bowl, Olympics, and other major events. Incidently, the Borg-Warner Trophy, first presented to the winner in 1936, is sculpted with the name "Indianapolis 500-Mile Race." In recent years, the term "Indy 500" has become widely synonmous with the race, although many oldtimers balk at that name, including the late Speedway president Tony Hulman and historian Donald Davidson. The term "Indy" itself is widely used as shorthand to refer to anything related to the city of Indianapolis, Indiana.
Carb Day
The last day of practice before the race is called "Carburetion Day." Since at least 2000, the activities have been officially refered to with the more trendy name of "Carb Day" for short. In the early years, when it sometimes was held the day before the race, the name was derived from the practice of setting up the carburetors on the cars. It was important such that the day before the race would hopefully provide the weather conditions closest to that of race day. The name remains even though no Indy 500 engines utilize a carburetor, and have not in decades. The last car with a carburetor at the "500" was a Lotus-Ford in 1963. All cars since then, and many prior to that time, have had fuel injection. Final practice used to be referred to as "carburetion runs" or "carburetion tests," and for many years, was closed to the public, and somewhat unnoteworthy. Typically, the practice session begins at the same time the start of the race is scheduled for, in order to closely experience the same sunlight/weather conditions.
Prior to 1971, the race general was held on May 30, regardless of the day of the week, except Sunday. In those cases, Carb Day usually fell on a weekday between the final day of qualifying and the race. In some years, it was not uncommon for the last practice to occur the day before the race. By the early 1970s, Carb Day had firmly been established for the Thursday before the race. The 500 Festival Mini-Marathon then found its place on the next day, the Friday before the race. In 1977, Carb Day was expanded to include an annual Pit Stop Contest, matching the top teams competing head-to-head. In 1993, the Mini-Marathon moved to the first Friday in May, leaving the Friday immediately before the race vacant at the track. In 2000, an annual concert was added following the on-track activity. After many years of being a two-hour practice session, Carb Day was trimmed to a one-hour session in 2005. Also, Carb Day was moved after overwhelming fans' requests, to Friday, left vacant after the mini-marathon had long since moved. The move allowed a three-day weekend of events, geared towards attracing more out-of-town visitors. In addition, in 2005, the Indy Lights Series Freedom 100 was moved from the previous Saturday to Carb Day, and created an even more popular day of events.
Bump Day
Bump Day is the last day of time trials, is also lightheartedly called "Bubble Day." Faster cars can bump slower cars out the field and "bust their bubble." Prior to WWII, the term for being bumped was "crowded out."
Speedway Traditions
Gentlemen, start your engines
The famous command "Gentlemen, start your engines" was popularized by Wilbur Shaw in the mid 1950s. The origins of the command are the subject of some question, as it was not officially recognized until about 1953. For many years, an aerial bomb signalled the teams to start their cars. In the late 1940s official starter Seth Klein was thought to have made an informal "Start your motors!" command as the bomb went off. Track announcer John Francis "Irish" Horan is reported to have made the command from 1950-1952, although it was not yet recognized as part of the official pre-race festivities.
In 1953, Speedway president Wilbur Shaw decided to take over the duty of reciting the starting command, which had firmly become "Gentlemen, start your engines." Shaw died in late 1954, and for the 1955 race, Tony Hulman took over the duty. Hulman became quite rehearsed over the years, and eventually made an eleborate rendition of the starting command each year. Since his death after the 1977 race, either his late widow, Mary F. Hulman, or his daughter, Mari Hulman George, has given the command.
In 1977, Janet Guthrie became the first woman to qualify for the race. Controversey surrounded the command, because the Speedway management did not want to alter the traditional phrase. During the week before the race, the management announced that they would not change the command. In their defiance, and looking for an excuse, they insisted that the cars were actually started by male crew members with an electric hand-held starter from behind the car. Guthrie and her crew were quite displeased by the stubborness of the Speedway management, considering her unprecedented accomplishment. They reacted by assigning a female crew memeber to operate the starter at the back of her car. The Speedway's arguement was moot, and for that year, Hulman recited the following: "In company with the first lady ever to qualify at Indianapolis, gentlmen, start your engines." During the next two years (1978-1979) when Guthrie also qualified, the command was: "Lady and gentlemen, start your engines."
After Guthrie, there has been a female driver in the race in 1992-1997, 2000-2003, and 2005-2009. In 1992, when Lyn St. James qualified for the race, she publicly requested, albiet not contentiously, that the command be changed to "Drivers, start your engines." The week leading up to the race stirred some speculation, but the same "Lady and..." command was used. In 2000, there were two female starters (Lyn St. James and Sarah Fisher). In that year, the command was revised to "Ladies and gentlemen..." The same command was used in 2007-2009, when three women (Danica Patrick, Sarah Fisher, and Milka Duno) were in the field.
Bottle of Milk
The winner of the Indy 500 drinks milk in victory lane, a tradition started by Louis Meyer in 1936. Meyer wanted a cold beverage for refreshment after the race, and decidely did not want wine or champaigne, which might have been considered common for a celebrations at the time. A cold bottle of buttermilk, supposedly suggested by his mother, was waiting for him in Victory Lane, and it was noticed by members of the media. The National Dairy Association got word of the public drinking of the milk, and eventually put up a cash award for any winner who would do likewise. At one time, the award was $350 (with $50 going to the chief mechanic). Winners would drink milk through 1941, and again after W.W.I.I. in 1946. In the next few years, the milk was offered, but was not prevalent. (In 1950, race winner Johnnie Parsons was offered the milk, but declined in favor of water).
In 1947, the young milk tradition disappeared, and was replaced by the unique "Water from Wilbur" cup. Speedway president Wilbur Shaw, a former three-time 500 winner, presented the silver cup filled with ice and water to the thirsty winner. It's ascertained that Shaw did not like milk, and his personal preferencs were for water. Shaw presented the 'water' award until he died in 1954, but the cup reappeared in his honor again in 1955 and 1956. Shaw's son Bill Shaw kept the "Water from Wilbur" cup, and as of 2009, it was being displayed at the Indianapolis Motor Speedway Hall of Fame Museum. The milk tradition returned as a permanent fixture in 1956, and has been presented every year since. Currently the cash prize for drinking milk in victory lane is $5,000.
In 1993, winner Emerson Fittipaldi almost broke the milk tradition when he drank orange juice (which he supplied) in victory lane instead. Fittipaldi was involved in the citrus industry in his native Brazil, and looked to promote his country's industry. On live television, he strongly refused the bottle, and pushed it away on at least a couple occasions. ABC-TV's Jack Arute directly confronted Fittipaldi for the refusal, and fans around the track listening over the public address system began to "boo" noticably. Minutes later, after the stern direction of car owner Roger Penske, Fittipaldi put the bottle up to his lips for a quick photo-op, but it was after the television cameras had turned off. Fittipaldi was widely criticised and ridiculed for the milk snub, and fans voiced their displeasure. A week later at Milwaukee, he was booed during driver introductions. In the year after the juice incident, Fittipaldi seemed regreful of his actions, and assured the fans that if he won again in 1994, he would first drink the milk, then drink the orange juice. Fittipaldi almost got his chance, as he was leading the 1994 race (his final start), but crashed out with only 16 laps to go. In the years following, Fittipaldi explained his actions, defending them, but at the same time, apologising for the negative attention. Despite coming clean with the Speedway and fans, when he returned in 2008 to drive the pace car, he was booed and heckled by some fans during the Public Drivers' Meeting the day before the race.
In 2001, Helio Castroneves was the race winner. After taking a sip of milk, he proceded to dump the rest of the milk over his head. He did the same with two bottles of milk when he won back-to-back in 2002. In 2007, Castroneves promised that if he won his third Indy 500, he would partake in three bottles. He did not win. When Castroneves did win his third in 2009, he was not observed doing so. In 2006, winner Sam Hornish, Jr. took a sip, then also dumped the rest out over himself and the crew. Scott Dixon, the 2008 winner, also joined in the unusual custom, taking sip, and dumping the rest out.
Some drivers over the years have shared publicly that they do not like milk, but have taken the traditional sip anyway. A.J. Foyt reportedly does not like milk, but sipped the milk on all four of his wins. Bobby Rahal, the 1986 Indy 500 winner, claims that milk "makes him gag," but he still took a tiny sip. Moments later, he handed the bottle to his car ailing owner Jim Trueman, who took several gulps.
From several years starting in 1992, the duty of providing and delivering the bottle of milk was been done by Myrna Metzger, affectionately known as the "Milk Lady." She kepts four bottles with her, one each with whole milk, 2%, skim, and lactose-free. She commonly surveyed the drivers before the race to determine their preference. Although she's since been replaced, the practice is still the same. Nowadays, each of the bottles are specially etched in gold lettering with the Indy logo, and are considered extremely valuable collectors items. One bottle each is awarded to the winning driver, owner and chief mechanic. Replica bottles are also now availible at the Speedway gift shop, as popular collectables. Anita Schmitt served as the milk presenter in 2008, and assitant Sam Schwoeppe made the presentation in 2009.
33 Starters:
Each year there are traditionally 33 cars in the starting field. This dates back to a 1912 AAA recommendation of 400 feet of track per car. In the first race (1911), there were 40 cars. For the 1912 race, Speedway President Carl Fisher heeded the AAA's advice, but originally limited it to 30, to be even more safe. Howevr, only 24 cars qualified for the 1912 race.
Subsequently, over the next few years, there less that 33 starters. In 1913, there were only 27. In 1914, the first "full" field of 30 cars started the race. At the time, the starting field was lined up in rows of four cars. The pace car lined up in the "pole" spot (leaving only three racers on the front row), therefore the field had only 3 cars in the final row. In 1915, only 24 cars qualified. The starting field was changed to an even six rows of four cars. In 1916, only 21 cars qualified, which left only 1 car in the 6th and final row.
In 1919, the number of cars was increased to the suggested 33 cars for the first time. By then, the field was lining up in the now-traditional rows of three cars. The number of cars would vary year to year until the 1930s. During the Great Depression, under new Speedway president Eddie Rickenbacker, the fields grews. In 1931, there were 40 cars in the field. That left one car in the final row. For 1932, they decided to fill the field to 42, so that the final row would be completed.
Since 1934, only twice has the field had more than 33 cars. In 1979, there was a controversey regarding turbocharger inlets. A special qualifying session was held the day before the race, and two drivers were added to rear of the field. In 1997, there arose another controversey stemming from an Indy Racing League rule allowing drivers that had earned the most IRL season points gaining automatic positions in the "500." Two non-exempt drivers were bumped from the field by IRL regulars, even though their speeds were among the fastest 33. After qualifying, their cars were re-added to the field, in 34th and 35th position. The rule regarding guaranteed positions immediately abandoned.
Curse of the Smiths:Since 1911, no driver with the last name Smith has ever qualified for the Indianapolis 500. According to the U.S. Census Bureau, Smith is the most common surname in the United States. Several have tried (the last being Mark Smith in 1993), but all have failed to qualify. The "curse" extended to the other events at the Speedway (Brickyard 400, U.S. Grand Prix, Freedom 100, IROC event, etc.) until 2008. NASCAR driver Regan Smith raced in the 2008-2009 Brickyard 400. However, due to NASCAR's Top 35 rule, Regan Smith was essentially locked into the field going into those two races, and did not have to qualify.
Traditional photographs: Photos of the procedings of every race dating back to 1911 (and prior) are part of the Indianapolis Motor Speedway photography department. At least one photograph exists of all but 12 car-driver combinations in the entire history of the race. The director of the photography department is Ron McQueeney, who has held the position since 1977.
Traditionally, a photograph is taken of every car and driver after it completes a qualifying attempt. This practice dates back to at least the 1920s and 1930s, although it seems to have become more customary in post-W.W.I.I. years. Immediately after pulling into the pits from qualifying, several pictures are taken, some with the driver alone, and others with the respective crews. In 1957, after the new Master Control Tower was built, the angle of the photo was changed such that the tower (and grandstand) would be in the background. The photo would therefore show the right side of the car. By 1961, the direction of the photo was changed to have the outside grandstands of the track in the background, and the left side of the car visible. By 1968, several of the drivers started having the picture taken while standing the cockpit, rather than still sitting in the car. The photo was taken at a point in the south end of the pit area. In 2005, the location of the photo was moved to the start/finish line in the pits. Earlier in 2000, the pit area was reconstructed for the U.S. Grand Prix, and the famous yard of bricks was extended to cross through the pit area as well. For 2005, the photo location was moved so the car lines up with the famous yard of bricks.
The morning after pole qualifying, the three cars of the front row traditionally line up for "front row" pictures. This practice dates back to at least the 1950s.
The morning after the race, the winner, the winning car, and winning crew traditionally take part in an extensive photo session at the start/finish line for winners' pictures. This dates back many decades. In 1981, race winner Bobby Unser was penalized for passing cars under yellow, and when official results were posted Monday morning, Mario Andretti was declared the winner. Though Unser had celebrated in victory lane Sunday, Andretti actually took part in the photo session Monday morning. Andretti posed with the trophy and a "late" bottle of milk. No official winning photos were taken of Unser, even though he was restored the victory in October. In 2009, heavy rains fell at the Speedway Monday morning, so the photo session was moved indoors.
Victory Lane wreath:In the 1950s and 1960s an already printed newspaper, reporting the victory, greeted the winner in victory lane. For some years starting in 1955, a bouquet of carnations was presented in victory lane, primarily to the winner's spouse, and the play-on-words "car"-nation was not a coincidence. Starting in 1960, an ornimental wreath has been presented to the winner in Victory Lane. William J. Cronin a florist hired by Borg-Warner created many of the early wreaths. For a short time from 1993-1995, Speedway president Tony George presented the wreath in Victory Lane.
Kissing the Bricks: A relatively new tradition, kissing the yard of bricks at the Indianapolis Motor Speedway has become a annual rite for winners. It was started by driver Dale Jarrett and crew chief Todd Parrott, of Robert Yates Racing, after they won the third running of the Brickyard 400 in 1996. Winners of the Brickyard 400 have formally kissed the bricks each year since. Winners of the Indianapolis 500, however, did not start doing so until probably 2001. Winners of the Indy 500 were often photographed kissing the Borg-Warner Trophy, but typically is was more of a inpromptu photo-op, rather than a tradition. In 2001, charasmatic winner Helio Castroneves was observed giving the bricks a quick kiss, but it was not widely noticed. In 2003, Gil de Ferran kissed the bricks following his Indy 500 win. Buddy Rice did so in 2004, rather informally, after heavy rains subsided and his crew urged him to do so "before it was too late." Since 2005, kissing the bricks has become a more formal ritual for the Indy 500 winner.
Climbing the Fence: In 2001, Helio Castroneves celebrated his Indy 500 victory by climbing the catchfence at the start/finish line. Several members of the Team Penske joined him. It was a unique customary celebration that Castroneves had done in previous wins at other tracks, earning him the nickname "Spiderman." Later that night, Jeff Burton and his crew mimicked the action, and climbed the fence after winning the NASCAR Coca-Cola 600 at Charlotte. Castroneves repeated his fence climbing when he won the race again in 2002. After a protest was filed for the finish of the race, the official results were posted six hours later, upholding Castroneves' victory. He re-celebrated by climbing a fence in the garage area. In 2003, Castroneves finished second, urged winner Gil de Ferran, his Team Penske teammate, to climb the fence and celebrate his win. In 2007, Castroneves celebrated a victory in the Carb Day Pit Stop contest by climbing the catch fence along the inside of the mainstrech. In 2009, Castroneves won his third Indy 500. He drove his car down the frontstrech, and stopped near the start/finish line. However, race officials and security initially held him in his car, which led people to think that they were preventing him from climbing the fence. Officials had preferred that Castroneves drive to victory lane first, however by that time it was too late. He climbed from the car, and quickly climbed up the fence to the delight of the crowd.
NASCAR driver Tony Stewart has also adopted the fence climbing celebration. His first attempt was at the 2005 Pepsi 400 at Daytona International Speedway, where he actually climbed all the way into the flagstands. He climbed the fence at Indy after winning the Allstate 400 at the Brickyard in 2005 a month later. Stewart repeated the fence climb after winning the 2006 Pepsi 400, and the 2007 Allstate 400 at the Brickyard, as well as a handfull of other NASCAR races.
Back Home Again in Indiana:The song "Back Home Again in Indiana" has been sung every year before the race since 1946. In most years since 1972, the song has been performed by singer/actor Jim Nabors. In 2007, Nabors was unable to attend due to illness, and the 300,000 spectators sang the song in unison.
Purdue Band: The Purdue University "All American" Marching Band is the traditional band to play official pre-race ceremonies. Traditional songs include "On the Banks of the Wabash," "Stars and Stripes Forever," "Back Home Again in Indiana," and "The Star-Spangled Banner." Starting in 1994, as a gesture to another major school in the state, the University of Indiana marching band was invited to perform pre-race ceremonies for the Brickyard 400.
Taps:The famous military musical piece "Taps" is played every year before the race to honor the Memorial Day holiday. Through the 1970s and early 1980s, a combined military color guard band played the song. Later, the Purdue University marching band was used, playing an "echo" version. Since 2006, a solo trumpeter, Sgt. Byron Bartosh of the Indiana National Guard, has been invited to play.
Invocation: A pre-race Invocation has been delivered every year since 1974. The 1974 race was the first to be scheduled and held on a Sunday. The invocation has been recited by a notable Roman Catholic clergyman or Protestant minister from the Indianapolis-area, or in some cases, a nationally-known minister. Rev. Billy Graham (1999), and Oral Roberts (1977) have both recited the pre-race Invocation. In most years since 1993, Archbishop Daniel M. Buechlien of the Roman Catholic Archdiocese of Indianapolis has recited the invocation. He has established a tradition of reciting the word "Godspeed" (a word meaning a wish for a prosperous journey, success, and good fortune) in all the native languages of the starting drivers. A few times, Buechlien has added a well-wishing postscript for the local Indiana Pacers basketball team, if they were still alive in the NBA playoffs, which is ongoing at the time of the race.
Aircraft Fly-by: One of the first regular pre-race aircraft fly-bys was reported to be in 1972 with the Blue Angels. A B-2 Stealth bomber has participated several times. In 1949, F-80 Shooting Stars from the 56th Fighter's Wing of Southridge Field entertained fans in attendance.
Tom Carnegie: Tom Carnegie, the Speedway's pubilc address announcer, called every race from 1946-2006, a total of 61 years. The 2005 race marked his 60th anniversary. His final race as chief announcer was the 2006 Indianapolis 500, a race in which he took few breaks. About a week after the 2006 Indy 500, the 86-year old Carnegie announced his retirement from the microphone, informing he will only do cameo appearances in the future. During his tenure as announcer, he worked during every Indianapolis 500, Brickyard 400, U.S. Grand Prix, and support events. His assistant, Jim Phillippe, worked with him every year from 1950-2003. In 2003, Phillippe passed away at the age of 84 having worked during 73 different races.
Blimp: A Goodyear balloon, airship, or blimp flew over the race almost every year from 1923 until about 1999. Several other various blimps have flown over the track as well. ABC-TV began utilizing the blimp for aerial footage regularly around 1982. The Goodyear blimp has been mostly absent since 2000, at which time Firestone became the exclusive tire supplier for the Indy Racing League and Indianapolis 500. Goodyear's participation in Indy car racing ended indefinetly in October 1999.
Pace car: Almost every year since 1936, one of the the pace cars, or its equivalent replica, has been awarded to the race winner. In 1941, there were only six copies of the special Chrysler Newport, and no production models created, so the winners didn't recieve it. In 1946, an oil painting and a trip to Italy was substituted as the award, but winner George Robson died before he recieved it. In 1991, the Dodge Viper was still a protoype vehicle, and only two were in existance. Winner Rick Mears was awarded instead a Dodge Stealth, which was used throughout the month of May as an "Official Car."
Number of seats: Since the Hulman family assumed ownership, the race attendance has never been announced. The Speedway will not even officially announce the total number of permanent seats in the facility. Over the years, media, news outlets, and even police, have made various estimates, some reliable, some not. The only figure the Speedway will claim is that there are "more than 250,000 permanent seats." The Speedway has made that claim for over two decades, a time in which several thousands of seats have been removed, while thousands of new seats have since been built. In 1981, the Speedway announced an official attendance estimate for the first time, at 422,000 spectators.
In 2004, Indianapolis Star reporter Curt Cavin published that he had personally counted all of the seats. In a six month long researched column published on race day (May 30, 2004), he broke down the count detailing each grandstand, and came up with a total of 257,325 seats. The number was mildly disputed. Tony George stated it was 'close but a little light.' Cavin has admitted to overlooking a few seating areas, but is generally accepted as nearly accurate. For 2008, the First Turn Terrace (5,136 seats) was removed for construction of the Moto GP road course. That brought Cavin's accepted total seating down to an accepted 252,189 seats.
In 2009, a Speedway release claimed the seat benches laid end-to-end would strech 99 miles. No details were given to calculate the estimate.
For the 2008 Red Bull Indianapolis Moto GP motorcycle event, an announced attendance of 91,064 was released. It marked the first time an official attendance count had been released for any Indianapolis Motor Speedway event under Hulman/George ownership.
Pagoda: The landmark of the Speedway is the tweleve-story pagoda, which houses race control and broadcasting. The first wooden pagoda was built in 1913, but that burned down in 1925. A second wooden pagoda was erected a year later. That pagoda was replaced by the steel and glass Master Control Tower in 1957. The current Pagoda replaced the old control tower when it was completed in 2000. Over the years, building wraps have been installed to decorate the back of the Pagoda. From 2002-2008, the rear of the Pagoda was decaled to resemble the old Master Control Tower. In 2009, a building wrap image of the old wooden pagoda was placed on the back side of the Pagoda.
Scoring Pylon: The scoring pylon at the south end of the pits was the brainchild of the late Speedway officer Joe Cloutier. The original pylon stood 78 feet tall, was manualy operated, and showed the running order of all 33 cars. The latest pylon was constructed in 1994, and stands 99 feet tall. There are 33 permanent scoring positions, and two scrolling digits to handle an unlimited number of cars. Starting in 1999, ABC-TV mounted a television camera on the top of the pylon, giving viewers a bird's eye view of the mainstrech never seen before. In the 1990's, several tracks began to erect similar scoring pylons, notably California Speedway, seen as a gesture to the famous structure at Indy.
Victory Banquet: Every year, the "500" is concluded with a Victory Banquet & Awards Ceremony held at the ballroom of the Indiana Convention Center. Most years the banquet has been scheduled for the evening following the day of the race. In 2000-2001, the banquet was held the night of race day, immediately following the race. The 2000 race was delayed by rain, and did not finish until nearly six in the evening. Participants had to rush to make the banquet on time. In 2002, the banquet was moved back to Monday night. In 1973, the race was delayed for two days due to rain, serious accidents, and ultimately suffered two fatalities. The banquet was cancelled due to the tragic nature of that year's race. In 1986, the race was delayed until the following Saturday, and the banquet was cancelled due to scheduling concerns. A private luncheon for the top three finishers was held Sunday afternoon instead, the day after the race at the Speedway Motel.
Gordon Pipers: The Indianapolis "500" Gordon Pipers bigpipe band have entertained at the Speedway since 1963. Dr. Wallace Gordon Diehl, founded of the band in 1953, and landed their first performances in 1962. A year later, the pipers became known as the "Gasonline Alley Pipers," as they began the tradition of performing at the track. Eventually, they began to wear black and white checkered outfits, and greeted the winner of the "500" into victory lane. That year, Speedway President Tony Hulman became an honorary member, and urged them to change the name to the Indianapolis "500" Gordon Pipers. Along with several perforances throughout the year, the pipers are present at the Speedway every year on opening day, qualifications, the "500" Festival Parade, and race day. Honorary members include: Tony Hulman, Jim Clark, Tom Carnegie, Sid Collins, Clarence Cagle, Mary F. Hulman, Mari Hulman George and Tony George.
Safety Patrol: Since 1948, safety and security at the Speedway has been the responsibility of the I.M.S. Safety Patrol. Commonly referred to as the "Yellow Shirts," these men and women are part of a proud and traditional duty that is rewarding, exciting, and many times envied. On the other hand, it can be very tedious, stressfull, dangerous, boring, and employees usually work very long hours. There are almost always outdoors, and often have to suffer the consequences of unpredictable May Indiana weather. Many memebers of the Safety Patrol have been doing so for many years, some even many decades. Possible duties include patrolling the gates, grandstands, inside and outside fenced area, garage area, pits, and parking areas. Most members work several days throughout the month of May, but can enjoy free admission for the month, as well as extensive access to the garage area and pits. Patrol members are issued a shirt and jacket for the month (which can be washed for free), and have the option to purchase a new cap every year. In an effort to moderize the fleet, the Safety Patrol was outfitted with a new wardrobe for the 2000 U.S. Grand Prix. From 1976-1993, the Safety Patrol office was housed in the original Hall of Fame Museum at the corner of 16th St. & Georgetown Rd. In the summer of 1993, that building was razed for construction of the new administration building. When the Brickyard 400 premiered in 1994, the same patrol members that worked during the month of May were invited to work that event as well. Decisions by NASCAR, however, do not allow patrol members the same garage area and pit access as the do for the Indy 500. Only employees that work in those areas are allowed access. In addition to the Safety Patrol members, the Speedway is also monitored for criminal activity by the Indiana State Police, which have an office in the infield. When the track opened in 1909, and until 1947, the Speedway was policed by the Indiana National Guard. In 1948, after coordinating with local law enforcement, the track Safety Patrol was created. Members wore long-sleeved, dark-blue uniforms with safari-style pith helmets. In the early 1970s, more comfortable yellow shirts were introduced, along with plastic hemlets. By 1975, all members wore yellow, and the helmets were replaced by baseball caps.
Balloon Spectacle: Terre Haute Tent & Awning Inc., also known for its balloons, has a long history with the Indianapolis Motor Speedway. In 1953, the company first provided more than 40,000 balloons for release during opening ceremonies for the "500." They would continue to do so for the next 49 years. In 1990, the company released its 1 millionth balloon at the Indianapolis Motor Speedway. The company did not supply balloons in 2003, but expects to be back again in future years. The first release of the balloons was believed to be in 1947, at the suggestion of Mary F. Hulman. Eventually the release was timed to coincide with the song "Back Home Again in Indiana," when it comes to the line "The new mown hay..." In 2008, the balloons were biodegradeable, in an effort to increase the Speedway's "green" approach.
New York City Media Tour: Since 2005, the drivers in the starting field have all participated in a special media tour to New York City the Monday before the race. The morning after Bump Day qualifying, all 33 drivers are flown to Manhattan to take part in "Indianapolis 500 Day in New York City," doing various television and radio interviews, and other appearances. The most notable part of the trip, however, is a special photo session where the 33 drivers dress in their race suits, line up in the traditional eleven rows of three, joined by the Borg-Warner Trophy, and represent the starting grid. In 2005 and 2007, the photo-op took place on Military Island in Times Square. In 2006, it took place on the flight deck of the USS Intrepid Sea, Air and Space Museum. In 2008, the photo was taken on Wall Street in front of the "Charging Bull" statue. In 2009, the photo was taken near Macy's in Herald Square, the famous site of the annual Thanksgiving Day parade. Macy's, through an arragement with IZOD clothing, featured an extensive Indy 500 display.
Speedway Nostalgia
Checkered Flag: The checkered flag may have come from late 19th century bicycle racing. The offical would wear a black & white checkered outfit, similiar to football officials wearing black & white stripes these days, so they would be easily seen. Eventually, the practice of simply using a black & white checkered flag was introduced.
Pole Position: The "pole position" is the inside starting position of the front row in auto racing, typically awarded to the fastest qualifier. The term "pole position" may be based on the term "post position" from horse racing. The "post position" is the innermost position in the starting gate in horse racing. During the turn of the century, it was not uncommon for auto races to be held at horse tracks. Starting grids, usually for a standing start, were lined up alongside the starting mileposts of the horse track.
Prize Money: In the early years of the "500," drivers were required to complete the entire 500 miles in order to recieve prize money. In 1912, prize money was only posted for the first 12 position. Ralph Mulford was the only car left on the track, running 12th, and hoped he could park the car and still get paid. Officials refused, and Mulford continued. He and his crew replaced the shock absorbers, and enjoyed a fried chicken dinner. After 8 hours and 53 minutes, Mulford finally finished, averaging 56.29 mph to earn his check.
Finshing: For many years, when the winner crossed the finish line, drivers still on the track were allowed to complete the rest of the race. Until 1963, the policy of the officials was to let as many cars finish the 500 miles within a reasonable time frame. Early years cars would be running up to 45 minutes after the winning finished, but by the 1950s, the additional time was limited to about 15-20 minutes. In those cases, while the victor was in winner's circle, cars would still be roaring by on the track, and many spectators would be heading for the exits. Starting in 1964, however, the race was shown on live closed-circuit television. The extra time to finish the race was reduced to about five minutes. In 1974, fans stormed the track to greet winner Johnny Rutherford. Officials had to red-flag the race and decided a policy change was in order. Starting in 1975, the race would be over once the winner crossed the finish line. The remaining cars were allowed to complete the lap they were on, then be flagged to the pits. Rain shortened the race in 1975 and 1976, so both finished under the red flag. Without rain, the 1977 race would wind up being the first race finished under the new "flagged" to pits rule.
Flags & Signals: The early races were held in the years well before uniformly accepted traffic signals. To start the first race in 1911, the red flag was waved instead of the now-used green. The final lap was signalled by the green flag, rather that the now-used white. In 1936, the first yellow caution lights were used to warn of on-track danger. The pace car was first used during caution periods to pack-up the field in 1979. In 2007, the green flag used during the race had a white Ethanol logo, as a gesture to the new exclusive use of a "100% blend" of the renewable fuel for the cars in the Indy 500 and entire IRL IndyCar series season.
Counter-clockwise: Since the track opened, the Speedway has always been raced counter-clockwise. Races in Europe at the time, and even today, are almost always clockwise. Ovals, and many road circuits in the United States are used counter-clockwise. Many historians believe that auto racing followed the precident set by horse racing. In Europe, horse races were contested clockwise, and in the United States, horse races were contested counter-clockwise. In the early days of auto racing, some events took place on horse-tracks, and in order to prevent the need for reconfiguration, they were run in the same direction as the horse race were run. In fact, counter-clockwise rules are common in sports in the United States. For instance, a baseball diamond is always run counter-clockwise, as well as track and field events, and even speed skating. Some historians believe that this "American Tradition" stems as far back as after the War of 1812. People living in America at the time decided to change as many things as possible, so as not to affiliate themselves with Great Britian and Europe any longer. This is evident in things such as general English language differing in America versus Europe, different units for weights & measures, driving on the right side of the road versus the left, and contesting races in the other direction. Americans seemingly wanted to do exactly the opposite of their European counterparts. When the Formula One event began at the Speedway in 2000, due to the F-1's European-style rules, the road circuit had to be designed to be run clockwise. Incidently, centuries ago during the Roman Empire, horse races, like the ones glamorized in the movie Ben Hur, were run counter-clockwise.
Start Time: The first race in 1911 began at 10:00 a.m., and the last car finished around 7:00 p.m. Officials estimated that the race would require at least seven hours to complete, and wanted to allow enough daylight to finish the race and still allow spectators, many using horse-draw carriages, to return home.
The race began at 10:00 a.m. local time through 1963, as the race still took several hours to complete. In addition, the state of Indiana has had a decades-long unique attitude about their time zone status. By 1918, Indiana was assigned to the Central time zone. After W.W.I.I., state officials banned the use of daylight saving time, and while unenforceable, it is largely followed. In 1961, the state was divided amongst the Eastern and Central time zones, with Indianapolis falling in the Eastern. Eastern Standard time is adopted for the area, and daylight saving time is not observed at all in the Indianapolis area. Despite various tweaks in other parts of the state, the Indianapolis-area remains on year-round Eastern Standard time for over four decades. As a rule of thumb, during daylight saving months, (which includes the month of May), Eastern Standard Time is equivalent to Central Daylight Time.
Starting in 1964, the race was being shown live on closed-circuit television in venues around the country. The Speedway moved the start of the race to 11:00 a.m. EST local time (12 p.m. EDT) to allow for a larger viewing audience, especially on the west coast. In 1970, the race was scheduled for Saturday for 12:00 p.m. EST (1 p.m. EDT), but morning rain delay pushed the race back a half hour. Subsequent years were moved back to 11 a.m. EST local time (12 p.m. EDT). Starting in 1986, the race was broadcast live on ABC television for the first time, but the starting time was not changed.
In 2005, in order to broaden the television viewing audience, the race was moved to 12:00 p.m. EST local time (1:00 p.m. EDT). After years of debate, in April 2005, the Indiana General Assembly passed a law that would have Indiana observe daylight saving time starting in 2006. The 2006 Indianapolis 500 was scheduled for 1:00 p.m. EDT.
<
Live Television: The race was not shown live on network television until 1986. From 1965-1970, the race was shown on ABC's Wide World of Sports. From 1971-1985, the race was shown same-day tape-delayed on ABC in prime time.
Bug: The 1994 telecast of the Indy 500 on ABC was one of the first sports broadcasts to feature a scoring "bug." The transparent bug, located in the upper right corner of the screen, displayed the number of laps remaining in the race. The first telecast to feature a bug is belived to be the NASCAR Atlanta 500 on ABC earlier that same year. In the fall of 1994, FOX-TV introduced a scoring bug in its premier season of televising NFL football. Within a year, the use of scoring bugs on television became a staple of football, baseball, basketball, and auto racing telecasts. By 1996, ABC expanded its Indy 500 telecast graphic from a bug to a banner that streched across the screen. Not only was the lap count shown, but an entire field summary scolled continuously. Additional graphics would be used to display speeds, split times, and various other information.
Radio: The radio broadcast of the Indy 500 is one of the largest of its kind in the world, reaching hundreds of stations worldwide on race day. The feed is also picked up by the American Forces Network, the LeSea Broadcasting Network, and World Harvest Radio.
May: Through 93 races, despite being scheduled the last week of the month, and through numerous rain delays, the race has always been contested entirely in the month of May.
Names: A driver by the name of Dennis Firestone raced using Goodyear tires, and a driver by the name of Scott Goodyear has raced using Firestone tires. Neither had any relation to the respective tire companies, nor won the race.
Aerial Bomb: On race day, a military bomb signals the 5:00 a.m. or 6:00 a.m. opening of the Speedway gates. In years past, when infield parking was more prevalent, traffic was normally backed up for several miles.
I-70: Interstate 70 through Indiana is named the Anton "Tony" Hulman Memorial Way to honor the former owner. Roads in the vicinity of the track, including Crawfordsville Road and 16th Street also have the honorary designation.
Historic Landmark: On race day, May 26, 1975, in honor of the 59th Running of the Indianapolis 500, the Speedway was honored by being added to the National Register of Historic Places. On February 27, 1987, the Indianapolis Motor Speedway was designated as a National Historical Landmark. In its designation, the National Parks Service offered that the Speedway was "the only reasonably intact early 20th-century high-speed auto race course in the country, and the oldest continuously operated automobile race course anywhere. It has long been the premier auto racing site in the United States: Since 1911, it has been the site of the Indianapolis 500, one of the largest single-day spectator sporting events in the world. The Speedway has also made significant contributions to automobile design, performance, technology, and safety." In 2006, President George W. Bush honored the 90th running of the race with an official letter from The White House.
Speedway Motel: The Brickyard Crossing Resort & Inn was located outside turn two of the track. Nearly every Indy legend spent the month of May there sometime in their career. It opened in 1963 as the Speedway Motel, and was renovated in 1981. The original design was done by Daggett Naegele Architects. It served as the clubhouse for the Speedway Golf Course until 1991, and currently serves as such for the Brickyard Crossing championship golf course. Originally with 96, there were 108 rooms, and numerous Indy paintings, displays, and even a roadster in the lobby. The Beatles stayed in rooms 228, 230, 232, & 234 when they played the Indiana State Fair on September 3, 1964. When fans found out, the hotel became jammed. Clark Gable once stayed there, and Paul Newman filmed scenes for the movie Winning in Room 214.
Following the race, the large Speedway Motel marquee would display a "Congratulations ___" for the race winner. The sign was taken down at some time in mid-1996, with Buddy Lazier the final driver to have his name displayed. On December 15, 2008, Speedway officials anounced that the motel would be closed and demolished, in favor of redevelopment. The seperate clubhouse portion will remain open. On February 17, 2009, demolition began on the rooms portion of the motel.
At 6 foot-6 inches tall, Chris Kneifel, who raced in 1983-1984, and Joel Thorne who raced from 1938-1941, are believed to be the tallest-ever Indy drivers. The tallest-ever driver to win the race was Troy Ruttman in 1952, who stood 6 foot-4 inches tall. NASCAR driver Michael Waltrip, who has driven in the Brickyard 400, stands 6 foot-5 inches tall. In 2008, at 6'-2", rookie Graham Rahal was not even the tallest driver on his team. His Newman/Hass/Lanigan teammate Justin Wilson was 6 foot-5 inches tall.
In 1982, rookie Chet Phillip was the first full-bearded Indy driver since Doc MacKenzie in 1936.
Eight Indy winners wore a mustache at the time of their victory: Jules Goux (1913), Rene Thomas (1914), Gaston Chevrolet (1920), Bill Cummings (1934), Wilbur Shaw (1937, 1939-1940), Mauri Rose (1941, 1947-1948), Graham Hill (1966), Bobby Rahal (1986).
Mario Andretti in 1969, was the last winner to wear an open-faced helmet. Every winner since 1970 has worn a full-faced helmet. The first driver to use a full-faced hemlet in the race is believed to be Dan Gurney, who finished second in 1968.
During the month of May of 1988, driver Al Unser, Jr. drove the Oscar Meyer Wienermobile around the Speedway when it came to visit.
In October 2005, legendary football broadcaster John Madden rode his famous "Madden Cruiser" motorcoach around the Speedway. He was in town for a Monday Night Football game of the Indianapolis Colts.
On May 10, 1994, an annular eclipse of the sun traversed North America, including the state of Indiana. Practice was scheduled for the day, and the annular eclipse was to occur in the Indianapolis area between 12 noon and 12:15 PM local time. During an annular eclipse, the sun's light is partially blocked from view by the moon. Its effects include reducing sunlight, cooling the surrounding air, and reducing the heat on the racing surface. At 12:14 PM, under the unusual, cool conditions, Mario Andretti set the fastest practice lap of the month to that point, at 228.351 mph. A few minutes later, before the track heated up, Paul Tracy went even faster, going 229.961 mph. Top speeds averaged 2-3 mph faster than the previous two days.
On Spetember 10, 1967, late-night television host Johnny Carson, of "The Tonight Show," was a guest at the Speedway of Andy Granatelli. The STP Turbine, in which Parnelli Jones dominated and finished sixth in the 1967 race, was brought to the track for a testing session. Carson was driven around the track in the pace car by Mario Andretti, then was allowed to take the STP Turbine around the track for a few hot laps. Carson reportedly hit 138 mph on one of his laps around the Speedway.
Car numbers have always been an important part of racing. Many drivers use a traditional number, for example, A.J. Foyt, as an owner and driver, has used the #14 for nearly 30 years. For many years, up until the early 1990's, the defending champion had the honor of using #1 for the race. Every number #1 through #99 has been used at least once since the first race in 1911. The last of those numbers to be used for the first time by any driver was #50, it was first used in 1979. In 2003, Greg Ray used #13, and that was the first time since 1914, a span of 89 years, in which that number, usually considered unlucky, had been used. Single-digit numbers (#1-#9) account for 50 of 92 wins. In 2007, the numbers with "zero-" prefixes were allowed for the first time. Davey Hamilton drove #02, as the first to do so. In 2009, Nelson Philippe became the first to qualify with #00.
Three Indy 500 winners, accounting for four wins, share a birthday, January 10: Rodger Ward (b. 1921; won 1959 & 1962), Bobby Rahal (b. 1953, won 1986), and Eddie Cheever, Jr. (b. 1958, won 1998). At least one winner has been born in each of the twelve months. Al Unser, Sr. is the only driver to have won the race on his birthday, May 29, in 1971. His son, Al Unser, Jr., won the race on May 29th 1994, giving his father a unique birthday gift.
The oldest currently living Indy 500 winner is Jim Rathmann, born 7/16/1928. Rathmann is also the longest-ago winning driver still living. He won the race only one time, in 1960.
The founder of the Indianapolis Motor Speedway, Carl Fisher, and the winner of the first Indianapolis 500, Ray Harroun, shared a birthday. Fisher was born Jan. 12, 1874, and Harroun was born Jan. 12, 1879.
The first Indianapolis 500 was run in near-perfect temperatures for spectators and competitors alike. The high temperature for the day was 81 degrees, with a low of 62. A trace of rain was reported for the day.
The hottest day on record for the running of the Indianapolis 500 was 1953. The thermometer topped out at a record 98°F. Sadly, driver Carl Scarborough died from heat prostration. many drivers required relief help, and some relief drivers needed relief. Winner Bill Vukovich, who was from southern California, joked with reporters that the heat was not as bad as driving his tractor on the farm back home during the summer. He remarkably drove the entire race without relief at near-record pace. The 1925 race was reportedly run with a temperature of 96°F. More recently, the 1978 race was held at a daytime high of 90°F, and 2006 race was held with a high of 89°F.
The coldest day for the running of the 500 is believed to have been 1915. More recently, the 1992 race was held under overcast skies, high winds, and a wind chill as low as 39°F. The cold conditions contributed to many serious accidents, as the low track temperature hindered tires' ability to maintain grip. In 1966, low temperatures for race day dipped to 40°F.
Presidential Visits: It is known that four United States Presidents have visited the Speedway for the race, or at least some time during the month of May. In 1979, then-former president Gerald Ford was the grand marshall for the "500" Festival Parade, and also attended the race. In 1976, Ronald Reagan, at the time running for the Republican nomination, visited the track in May. In 2003, former presidents George H.W. Bush, and Bill Clinton were in attendance for the race. Bush was a guest of Tom Kelley of Kelley Racing, and Clinton was a guest of the Indiana Pacers' owner Bren Simon. Vice-President Dan Quayle, an Indiana native, has attended the race many times. While he was in office, he attended the race from 1989-1991. He was grand marshall of the 1990 "500" Festival Parade. It is also believed that then-eventual President Harry Truman attended the race in the 1930s. On May 6, 2008, former first lady Hillary Rodham Clinton, and then-presidential nominee candidate, visted the track. She was the guest of Sarah Fisher, and was in town campaigning for the 2008 Indiana Democratic Primary.
1976 winner Johnny Rutherford was invited to the White House to meet with then-President Gerald Ford. He was re-invited to meet with President Jimmy Carter after his 1980 victory. Bobby Rahal visted the White House after his victory in 1986, and presented President Ronald Reagan with a Truesports jacket. Rick Mears was invited to the White House to meet with President George H.W. Bush after his fourth win in 1991. Buddy Rice, who won in 2004, was invited to the White House to visit President George W. Bush.
From 1950 to 1987, longtime "500" fan Larry Bisceglia had the tradition of being first in line when the Speedway opened for the month. In early May in 1950, Bisceglia drove his brown Chevy truck from Chicago and found he was the first to arrive at the track before the gates opened. After a few years, Bisceglia continued to line up first, and became well-known by the Speedway management and participants. He was granted lifetime admission, garage and pit access, and was a Speedway favorite. In subsequent years, Bisceglia lined up as early as a month in advance with the same brown Chevy. Eventually the Speedway installed an electric outlet and other amenities to accommodate him. When he retired, he moved to Phoenix, AZ, but continued to drive cross-country and arrive first in line. As a gift after he moved, the Speedway gave him a brand new truck. In 1987, Larry attended his final race at the Speedway. With failing health, he missed the 1988 race, and passed away December 7, 1988. In 2006, his famous camping truck was displayed at the Indianapolis Motor Speedway Hall of Fame Museum.
Professional golfer Greg Norman was scheduled to drive the pace car in 1998. He tested the Corvette pace car, but unfortunately had to withdraw from the duty due to elbow surgery.
In 1921, Elmer Cline, Vice President of Taggart Baking Company of Indianapolis, makers of a new 1.5-pound bread loaf, was put in charge of merchandise developement. Cline attended the International Balloon Race at the Indianapolis Motor Speedway, and was awestruck by the sight of hundreds of hot-air balloons in the sky. To Cline, the sight signified "wonder," and the world-famous "Wonder Bread" name was born. The packaging for Wonder Bread still to this day, features red, blue, and yellow ballons, a throwback to Cline's facination of that day.
Rick Mears won his first Indy 500 in 1979. Five years later he won again in 1984. Four years later, he won yet again in 1988. Three years later, he won for the fourth time in 1991. After that fourth victory, some Indy historians anticpated what could be an seemingly impossible statistical possiblilty. If Mears could continue the streak by winning two years later in 1993, then one year later in 1994. If Mears could accomplish that incredible feat, he would be the Speedway's all-time greatest winner with six victories, would be the first back-to-back winner since 1970-71, and have in the history books, one of the most phenominal records in the history of the sport. Mears, however, abruptly retired from racing in December of 1992, and the opportunity was gone. Interestingly enough, the 1993 race and the 1994 race were won by Mears' Marlboro Team Penske teammates Emerson Fittipaldi and Al Unser, Jr. respectively, argueably his succesors on the team.
A.J. Foyt drove the Indy 500 a record 35 times in his career from 1958-1992. In those 35 years, he raced against at least 227 different drivers. During that period, he raced against eight sets of fathers and sons.
In the days before electronic communication, telegraph was the quickest method to transmit news across the vast nation. This process was referred to as sending information "overhead." On May 30, 1933, George Zanaon, a typesetter for the World Independant newspaper in the small town of Walsenburg, Colorado was preparing a story for the Indianapolis 500, being contested that afternoon. As Memorial Day was a holiday, the young reporter was alone monitoring the Associated Press wire for race updates. The race took several hours to complete in the 1930s, and the A.P. wire was shut down prior to the finish. The reporter had nearly the entire story ready for print, minus the winner of the race. An helpful A.P. editor in Denver advised him that he would send the name of the winner via Western Union telegraph. The telegraph read, in typical newspaper shorthand lingo: "WILL OVERHEAD WINNER OF INDIANAPOLIS 500," meaning that he would send the information by telegraph when the information was availible. The young reporter misunderstood the message, and reported that a driver named Will Overhead was the winner. The headline read "Will Overhead won the Indianapolis Memorial Day race today. At the two hundred fifty mile post Babe Stapp was leading the string of racing cars, but gave way to Overhead on then last half of the 500 mile grind." The true winner was Louis Meyer. The gaffe put the town of Walsenburg, and the World Independant newspaper, on the map. In 1984, the event was celebrated with Zanon serving as grand marshal of the first annual "Overhead Day" parade. The celebration is held each year in May. Interestingly, Tony Colnar, former employee of the World Independant newspaper, built seven cars entered in the 1948 Indianapolis 500.
In 1927, Leon Duray's car was powered by the grain-based fuel ethyl, rather than gasoline. In 2006, the cars of the Indy Racing League, and Indianapolis 500, started using a 10% blend of ethanol. In 2007 the cars switched to a full "100% blend" of ethanol. The mixture was 98% ethanol and 2% gasoline, which was required to fullfill federal regulations that the fuel be unfit for human consumption. For the 2008 Indy 500, the Chevrolet Corvette pace car, driven by Emerson Fittipaldi, was an E85 powered vehicle.
For decades, following the action during the month of May was difficult for those outside of the Indianapolis area. Practice typically opened on or around May 1st (and in later year, the first weekend of May), but coverage of practice was scarce. Local Indianapolis-area television news crews camped out at the Speedway during the month, but national coverage of practice did not begin until 1993. Generally, the only way to follow the action leading up to race day, was to be there in person.
It was a popular custom for out-of-town fans to order mail subscriptions of the Indianapolis Star and/or Indianapolis News to follow the action. However, by the time the papers arrived at the door, the news was usually several days old.
In 1993, ESPN broadcast a 30-minute "Live Daily Report" wrap-up of the afternoon's activities. Slowly, the shows were expanded over the years, and in 1998 they were as long as two hours per day.
In 1999, the Indianapolis Motor Speedway replaced their dot-matrix electronic scoreboards with large video boards. The project was completed in 2000. Starting in 2001, the video board feed was streamed over the internet. Fans around the country, and around the world, for the first time were able to view live full-day coverage of practice. With minor glitches, it was largely popular. In 2002-2003, the service was handled by Yahoo! (and a small fee was charged.) In 2004, the streaming video returned in-house, free of charge. A deal was unable to be brokered to stream the practice in 2005, but it returned by popular demand in 2006. In 2007, the Speedway signed a three-year deal with WhiteBlox to host the streaming content. By 2009, the service was handled by Neulion.
In 2009, the worldwide "social media revolution" had arrived at the Speedway. The Speedway, teams, and drivers, had all begun to use the popular web sites Facebook and Twitter to communicate with the worldwide fanbase.
Victory Lane
The original victory lane was located in the grass at the south end of the pits. When the tower terrace grandstand was built in 1957, the grass victory area remained, with a checkered tarp-like floor to drive upon. A large photographers' stand was also located there, which unfortunetely was crashed into by the pace car in 1971. In 1970, Al Unser, Sr. was the last driver to pull into victory there.
In 1971, the victory lane area was moved to the horseshoe area of the tower terrace. Two famous ramps were constructed to drive the car onto a checkered platform. Al Unser, Sr. was the first driver to celebrate victory there. In 1976, after rain ended the race early, Johnny Rutherford was the first driver to walk to victory lane there. Danny Sullivan was the last to celebrate there in 1985.
In 1986, a new hydraulic lifting platform victory area was constructed in the pit lane. Cars would drive onto the platform, and it rose several feet and rotated. After Emerson Fittipaldi won in 1993, the pit lane was reconstructed, and the platform had to be remooved. In 1994, it was relocated to Indianapolis Raceway Park.
In 1994, after the pit area was rebuilt, the victory area was moved back to the horseshoe area of the tower terrace. A round, solid, rotating platform lifted the car and crew several feet above the ground. Al Unser, Jr. was the first driver to celebrate victory there. The platform was also constructed in order to accomodate stock cars, and Jeff Gordon, who won the first Brickyard 400, celebrated there. That platform was used through 1999.
In 2000, during construction of the new Pagoada, and F1 garages, the entire horseshoe area was removed. A new European-style Victory Platform was built to accomodate the post-race podium celebration. The previous platform was relocated to Kentucky Speedway. Juan Montoya, winner of the 2000 Indy 500, was the first driver to celebrate there, however, it was not complete. Temporary ramps led to the victory area, decorated with flowers. By 2001, the Victory Platform and victory area was completed, with decorative brushed steel checkerboard patterns, and a hydraulic lift for the cars. The Victory Platform was then used for various festivities, including pre-race ceremonies. In 2004, heavy rains ended the race 20 laps early. Due to severe weather in the area, the victory lane celebration was moved to the garage underneath the Pagoda, adjacent to Victory Lane. The garage was also used in 2007, when rain ended the race early.
Starter's Stand
A very important, and very famous part of the Speedway has been the starter's stand, where the flagman signals the drivers. In the early years of the race, the checkered flag was waved by the flagman on the track, as the winner drove by a few feet away. Over the years, each flagman deveopled their own fancy style of waving their flags, and it eventually became an timeless art.
Shortly after the track opened, an overhead catwalk-style bridge was constructed over the mainstrech, and the flagman periously stood over the field to signal the drivers.
The Tower Terrace grandstand and Master Control Tower were built for the 1957 race, along with a state-of-the-art pit area. A grass strip ran along the track, and flagman Bill Vanderwater would stand on top of a new square platform inside the track, which was a couple feet above the pavement. Flagman Pat Vidan became famous for his elaborate waving style that standing nearly on the track allowed.
After the tragic 1973 race, safety improvements were made to the track. A new flagstand tower with an air-conditioned booth for officials was built on the outside of the track. Seating for five officials, including chief stewart Tom Binford and his assistant Keith Ward, inside the booth offered a wide view of a significant portion of the Speedway. One official operated the yellow lights around the track, one the fire & safety crews, and one the pace car operations. Pat Vidan's famous flag waving style had to be detuned on the flagman's portion of the stand, without as much room to wave anymore. The next flagman, Duane Sweeney, officiated on the flagstand for over fifteen years, and devolped a unique style fitted for that newer stand.
After the 1986 race, the official's booth was removed from the top, and became a platform for television cameras. The booth was removed because of its limited space, difficult access, and since it blocked many spectators' sightlines. A new booth was built on the roof of the Paddock Penthouse grandstands, next to the new television booth also built there.
After the 2000 race, and in preparation for the Formula One event, the flagstand had to be removed. The race required an overhead light signal that crossed the track. In an effort to make the flagstand easy to remove and put back each year, a new ultra-modern "crow's nest" flagstand was constructed. It can be relatively easily lifted out of place, and replaced with the Forumla One starting lights. When needed again for the "500," it can be easily put back into position. Bryan Howard is the current Indy flagman.
Speedway Superstitions
Over the century of competition at Indy, lore and legend has developed numerous superstitions. Though most are ambigous, and many people dismiss them, they are still a popular part of the Indy culture.
Peanuts
It is considered back luck for racers to eat peanuts at the track. An ambiguous, long-standing superstition against eating peanuts at the race track has dominated Indianapolis since at least the 1940s. Legend says, though unconfirmed, that a crashed car was found with peanut shells in the cockpit. Some versions claim the driver was killed. The origin of this superstition is vague, and may extend to even pre-WWII years. As of 2009, however, peanuts are sold at trackside concessions.
No Green cars
Many drivers will not drive a green-painted car. Until the 1960s, few green cars even showed up at the track. In 1920, Gaston Chevrolet drove a green car to victory at Indy, but was killed in the same car later that year in a crash at Beverly Hills. The most recent green car to win the race was Jim Clark in 1965.
Certain green cars have been riddled with bad luck. In 1992, polesitter Roberto Guerrero drove a green '92 Lola/Buick, but crashed it out on the pace lap. He was credited with last place. In 1993, Jeff Andretti drove the same exact chassis, again painted green. He crashed out with another car, coincidentally driven by Guerrero. In 1994, Guerrero was back behind the wheel of that original '92 Lola/Buick, again painted green. He crashed and finished last.
In 1998, polesitter Billy Boat drove a green car and wound up dropping out and finishing 23rd. In 2000, Greg Ray drove a two-tone green car, and won the pole position. He too crashed during the race and finished in last place.
In 1961, the dark green-painted rear-engined Cooper-Climax was driven by Jack Brabham. It signalled the beginning of the rear-engined "British invasion," and within a few years, front-engined cars would all but disappear from the Speedway. Many historians consider this a key moment that changed Indy-style racing for ever.
Car owner Roger Penske notably has been said to avoid green on any of his cars. Of note, his entry for Danny Sullivan in 1988 featured a new gold and white Miller High Life paint job, along with very minor green piping on the numerals. Sullivan qualified 2nd, and led the most laps, but he broke a wing adjuster and crashed just beyond the halfway point. In 1989, Sullivan returned with his car painted the same. He crashed his car in practice, breaking his arm. He dropped out on race day with a broken clutch. Sullivan did manage to win the 1988 CART championship in the car, but his performance at Indianapolis was poor.
In 2002, Paul Tracy drove a green and white painted 7-Eleven sponsored car. In a battle for the lead with Helio Castroneves on the 199th lap, the caution came out as he attempted to pass. Officials ruled the pass did not count, and he finished second.
Tony Kanaan has driven in the Indy 500 eight times from 2002-2009. He set a record by leading a lap in each of his first seven consecutive starts (2002-2008). In all starts except 2002, Kanaan has driven a green and white 7-Eleven sponsored machine. He won the pole position in 2005, and has led over 200 laps in his career, but has notably failed to win the race. Three times he has crashed in turn 3 around the halfway point. In 2007, he was leading the race when rain fell just past halfway. If the rain had continued, he would have been declared the winner. The race was re-started, however, and Kanaan eventually spun out and dropped to 12th at the finish.
E.J. Viso has attempted to buck several superstitions. In 2008, his car was black & green, carrying #33. He dropped out after 139 laps and finished 26th. For 2009, his car changed to black & green #13. He dropped out again after exactly 139 laps, and finished 24th.
In 2008, four cars carried green colors. Three of the them dropped out (two crashed).
Car #1
It was the tradition for many years for the winner to have the exclusive use of the number "1" the following year. However, few drivers experienced any success using that number, and it was eventually credited to "bad luck." Presently, some teams claim that they choose not to use the number "1" because the photos taken at Indy will not match with photos taken throughout the year, where the team may use a different number. Some teams even use a favorite number, for example #14 for A.J. Foyt's team. The lack of use of #1 then began the superstition.
Climbing in
Some drivers consider it bad luck to enter and exit a car from the same side.
Photos
Some drivers find it bad luck to have their photograph taken just prior to going out on the track. Rumors say they do not want it to be their last photo taken alive. This superstition is mostly lost in the present time, as fatal accidents are much less common.
Counterclockwise
Some people find it bad luck to drive around any portion of the track the wrong way (clockwise). In 1973, a pit crew member was struck and killed when a fire truck drove up the pit road the opposite direction.
Car #13
The number "13" has, since the beginning of auto racing, been associated with bad luck. Generally speaking, Americans in many situations avoid the number 13. For example, many high-rise buildings do not have a 13th floor, airplanes typically do not have a row "13," and Friday the 13th has a long superstition tied to it. Only twice prior to 2003 has a car qualified at the Speedway with the number "13." In 1914, George Mason started 13th, and finished 23rd. In the 1998 NASCAR Brickyard 400, Wally Dallenbach, Jr. drove a #13 car to a 40th place finish. In the 2003 Indy 500, 89 years after George Mason, Greg Ray, dismissing any superstition, drove his car #13 to a 7th place finish. In 2009, E.J. Viso drove a green #13 car, but dropped out and finished 26th.
Traditions Lost
From 1911 to 1993, the Indianapolis 500 was the only event held at the Speedway. The only exception was the little known 1916 Harvest Auto Classic, held Labor Day weekend, just prior to the United States involvement in World War I. The Speedway management had reasonable suspicion that the 500 might not be allowed to be held in 1917 (it was not held from 1917-1918) because of fuel, steel, and rubber rations if the United States entered the Great War. However, in 1994, the first Brickyard 400, featuring the NASCAR Winston Cup Series, was held in August. Many traditionalists balked at the idea of a second race. The Speedway management eased the fears of the new event by billing it as "a new tradition." The race debuted with the largest-ever specator crowd for a stock-car race (250,000) and reportedly received roughly 750,000 ticket requests (the claim was "three times as many requests as could be filled"; and there were approximately 250,000 seats at the time). For several years, the Brickyard 400 featured the richest purse in NASCAR.
Until 1993, at the start of the race, a creshendo of aerial bombs were exploded over the Speedway to signal the start of the race. By the mid-1990s, the practice became outdated and unnecessary.
In 1993, winner Emerson Fittipaldi drank orange juice in victory lane, instead of the traditional milk. Fittipaldi wanted to promote the citrus industry, in which he is a quite prevalent investor. After several minutes of insistance, Fittiapldi fianlly did take a sip of milk, but after the cameras had turned off.
On race day, one of the most popular places to watch the race was the infield. Over the years, some sections of the infield regualarly became unruly, with high consumption of alcoholic beverages, among other practices. The section inside of turn one was eventually referred to as the "Snakepit." The Speedway management, over the years, scaled back the area of the infield, slowly paving parking sections, and increasing garage and race support area size. In 1981, the Speedway attempted to put an end to the "Snakepit" by erecting bleacher seats along the inside of turn one. The following year, the "Snakepit" was not dead, as it moved to the inside of turn four. More bleacher seating resulted, and the unruly area moved again, to the inside of turn three. By 1993, a new golf course was constructed in the infield, and infield parking was all but eliminated. By 2000, the entire turn four infield section was closed to the public with the construction of the Formula One road course. Today, general infield parking has been practically eliminated, but walk-in infield crowds are welcome. Spectator mounds have been constructed along the backstrech, and at the head of the mainstrech, for a more "family atmosphere" to the infield.
On March 29, 2001, driver George Connor (b. 8/16/1906), who competed in the "500" fourteen times, passed away at the age of 94. He was the last living driver who competed at Indy prior to World War II.
In one of the most unusual policies, the Speedway did not allow women into the garage area or the pits through 1970. Credentials were first given to female reporters for the 1971 race, although with very strict regulations. Five years later in 1976, Janet Guthrie became the first female driver to enter the race. She would qualify in 1977.
Across the street from the Speedway, on 16th Street, several well-known landmarks have come and gone. Indianapolis Miget Speedway operated across the street from turn two for many years in the 1950's, and several Indy drivers would compete there the night before the race.
In 1989, the legendary brick smokestack with the former Prest-O-Light battery company's sign was finally destroyed. For years, drivers would watch the smoke for clues about the wind speed and direction in the first turn. A Steak n' Shake restaraunt was a popular spot during the month of May, located across the street from turn one on 16th Street. However, business outside of May was slow, and it eventually closed. The Speedway acquired the land in the late 1990s and converted the building into a Safety Patrol office. The building was finally demolished on January 12, 2004. The Classic Motor Lodge, formerly the Holiday Inn, at the corner of Polco and 16th St., served guests for many years until it fell into disrepair in the 1990s. The lobby featured Indy artwork and other Speedway-related items. The Speedway aquired the land in 2003 and leveled it on January 21, 2004. The American Art Clay Company was located across from the south end of the Speedway on 16th Street for decades. When the company decided to relocate its facility in February 2004 to Guion Road in Indianapolis, the Speedway immediately moved to purchas the land. In March of 2004, the building was torn down. Over a five year period, the Speedway acquired over 20 acres are land across the street, and although future development is pending, the area has been untilized for spectator parking.
Nostalgia
The Hard-Luck Andretti family
When Mario Andretti arrived as a rookie in 1965, his career was looked at with great anticipation. He won the pole position in 1966 and 1967, and won the race in 1969. After that day, however, he and his family was riddled with bad luck. Even finishing the race was becoming a novelty. Over the next 23 years, he was only running at the finish 6 times, and completed the full 500 miles only three times. Some of his defeats were the most famous ever. In 1981, winner Bobby Unser was stripped of the title in a post-race scoring penalty. Andretti was awarded the win only to have the decision reversed. In 1982, he was taken out at the start by the controversal Kevin Cogan crash. His teamate Gordon Johncock, whom he was faster than all month, wound up winning the race. In 1985, eventual winner Danny Sullivan spun out directly in front of Andretti. In 1987, after winning the pole position and leading 166 laps, Andretti stalled with 23 laps to go. Mario's son Michael Andretti has also experienced bad Indy luck. He blew an engine while leading in 1989. He led 160 laps in 1992, only to drop out with 10 laps to go while leading. In the closing laps of 1991, he made a despiration outside pass to take the lead over Rick Mears, only to have the same thing done to him a lap later. In 1994 he had a rare blown tire, and was penalized a lap for a pit violation when the final standings were released. In his final race in 2003, Michael led occasionally, running comfortably until mechanical trouble forced him to drop out just short of the halfway point. Michael stands as the driver having led the most laps in his career (430) without ever winning. Mario's other son Jeff Andretti has also not enjoyed success at Indianapolis. A devistating 1992 crash shattered his legs, and in three starts he never finished the race. In 2006, Michael's son Marco Andretti entered the Indy 500 as a rookie, and qualified 9th. On race day, Marco took the lead from Michael with three laps to go, only to lose the race when Sam Hornish, Jr. passed him with only about 100 yards to the finish line. Hornish won the second-closest Indy 500 in history, and Marco became the next Andretti to lose the Indy 500 in a frustrating manner. Never before had a driver at Indy taken the white flag as the leader, and failed to win the race.
How Close was the Closest Finish?
The closest finish in the history of the Indianapolis 500 was in 1992. Officially, Al Unser, Jr. beat second place Scott Goodyear by 0.043 seconds. However, theoretically speaking, it is likely that Unser's winning margin was in fact closer. Scoring was kept using individual transponders in the cars, which, when driven over antennas imbedded in the track, would signal a scoring computer. The standard location for the transponders in 1992 was in the left sidepod, next to the driver, near the middle of the car. Unser, Jr.'s car, the Galmer chassis, was not able to accomodate the transponder. The unit, about the size of a remote control, had to be placed in the car's nose. When the two cars crossed the finish line, side-by-side, Unser's car technically was scored the instant the nose crossed the line, whereas Goodyear's car wasn't recognized until the mid-point of the car crossed the line. A longer lag time was attained, but it would be nearly impossible to calculate it. Had Goodyear been able to edge out Unser by the nose of his car, it is quite possible that the computer would have unintentionally scored Unser as the winner. If Goodyear's nose touched the line first, but his transponder didn't hit it until after Unser's nose (where his transponsder was) touched the line, poor Scott Goodyear might have lost in a technicality. Although the error is known to exist, the official margin is still accepted as 0.043 seconds.
Odds and Evens
From 1982 to 1994, Bobby Rahal experienced an incredible odd/even, good/bad streak. In the even-numbered years, Rahal finished well (12th-1982, 7th-1984, 1st-1986, 4th-1988, 2nd-1990, 6th-1992, 3rd-1994). In the odd-numbered years, Rahal's results had been poor. (20th-1983, 27th-1985, 26th-1987, 26th-1989, 19th-1991, and he was bumped in 1993). In 1995, his final start, he finally broke the streak with a 3rd place finish.
Unser's Lucky Day
Until the early seventies, the "500" was almost always scheduled on May 30th. Beginning in 1974, the race was to be scheduled for the Sunday of Memorial Day weekend. The race was held on May 24th for the first time in 1981, and it was won by Bobby Unser. It was held on May 24th again in 1987, and Al Unser, Sr. won that year. In 1992, the race was held for a third time on May 24th, this time it was won by Al Unser, Jr. Eddie Cheever, Jr. finally broke the lucky day streak on May 24th, 1998.
Missed Chance
Pole Day in 1969 started with Mario Andretti as the big favorite. The rules for the qualifying procedure were different than they are today, such that the drivers could only have a shot at the pole on the first day, and were not guaranteed a actual attempt if weather interferred. Rookie driver Jigger Sorois was the first car to make an attempt. He was waved off after three laps when the crew did not think his qualifying time was strong enough. Minutes later, rain began to fall, and it continued for two days. Had Sorios finished his run, he would have been the only qualifier that day, and would have secured the provisional pole position. Instead, he was not able to make another decent run, failed to qualify, and never would make the field in his career. It wound up that the speed he put up the first time would have probably made the field anyway.
Controversal National Anthem
For the pre-race ceremonies for the 2001 Indianapolis 500, the Speedway invited Steven Tyler, lead singer for the widely famous rock group Aerosmith, to sing the National Anthem. Backed up by the Purdue University "All-American Marching Band," Tyler began the song with a harmonica solo, then tossed the instrument into the crowd. Known to be a controversal figure, Tyler took his artistic imagination to the extreme, and altered the the last line of the song from "...the home of the brave" to "...the home of the Indianapolis 500." The crowd, along with military Medal of Honor recipients in attendance, had mixed feelings about the performance, propting Tyler to apologize and state he meant no disrespect. Said Tyler, "I'm very proud to be an American, and live in the home of the brave." Speedway president Tony George released a statement the following Tuesday citing "While we are certainly sorry that some were offended, it was neither our intention nor that of Mr. Tyler to be disrespectful. All of us have the utmost respect for the sacrifice our veterans have made for us." The rendition will go down in history with the dubious distinction of being the most remembered "Star Spangled Banner" in Indy history, and the day that Purdue Marching Band trupeter David Horthal recovered a prized Aerosmith harmonica.
