23 Days in August: No. 23, Mel Kenyon, 1972 Gilmore Racing Coyote/Ford

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Photo credit: Indianapolis Motor Speedway photo

Mel Kenyon's 1972 Gilmore Racing Special is another example of hard-working
mechanics adding wings to an older car to try to keep up with the state-of-the-art
Eagles and McLarens.

23 Days in August: No. 23, Mel Kenyon, 1972 Gilmore Racing Coyote/Ford. Considered one of the true gentlemen in the sport, Mel Kenyon had several top finishes at Indianapolis and is considered the best USAC Midget driver in history. His longevity is particularly amazing. Some 30 years after his last start in the 500, Kenyon was still racing at age 70! Even more incredible, Kenyon was severely burned in a crash in 1965 and raced with a special glove with a device that fit in the steering wheel – incredible determination and will.

For 1972, Kenyon drove one of the Gilmore Racing entries, with Wally Dallenbach in the other Gilmore car. While Kenyon qualified safely in 12^th, Dallenbach was bumped.

Dallenbach did, however, get to start the race as he replaced Art Pollard, who broke a leg in practice after qualifying the No. 40 STP Oil Treatment Lola/Foyt. Race Day was rather difficult for Dallenbach as his car caught fire several times during pit stops. He pressed on, finishing 15th, 18 laps down to winner Mark Donohue.

For his determination, Dallenbach won the “Extra Mile” award from the St. Piux X Council of Knights of Columbus. (I haven’t been able to watch the Victory Banquet for many years; does this award still exist?)

Kenyon’s race was far less eventful. He ended up 18^th, going out after 126 laps with fuel injection woes. Later that season, Kenyon almost won at Michigan. He ran out of fuel while leading with just two laps to go.

23 Days in August: No. 22, Tony Stewart, 1999 The Home Depot Dallara/Oldsmobile

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Tony Stewart was a busy man in May 1999, splitting his time between Indianapolis
Motor Speedway and Charlotte Motor Speedway. After qualifying for the
Indianapolis 500, he had to quickly fly to North Carolina for his NASCAR
commitments. He presumably had to return later for his official qualifying photo,
which was taken at the end of pit lane.

23 Days in August: No. 22, Tony Stewart, 1999 The Home Depot Dallara/Oldsmobile. Tony Stewart was the first homegrown star of the Indy Racing League. His pedigree was perfect: An Indiana native who won USAC national titles in Midgets, Sprints and Silver Crown cars (all in the same season!) who proved immediately adept at driving Indy cars, too, winning races and a championship in those as well.

After running in the IRL from 1996 to 1998, Stewart became a full-time NASCAR driver, appearing in the 500 just two more times (1999 and 2001). Stewart was fast right off the bat in stock cars, too, and finished his NASCAR career with three Cup titles and two wins in the Brickyard 400.

In the 1999 Indianapolis 500, Stewart finished ninth, four laps down to winner Kenny Brack. But Stewart’s workday was just beginning, because he flew from Indianapolis to Charlotte, North Carolina, to compete in the 600-mile NASCAR race that night and finished an impressive fourth.

 

23 Days in August: No. 21, Al Unser, 1977 American Racing Parnelli/Cosworth

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In 1977 Al Unser started third, earning his first front-row starting spot since winning
the pole in 1970.

23 Days in August: No. 21, Al Unser, 1977 American Racing Parnelli/Cosworth. 1977 was Al Unser’s last year with the Vel’s Parnelli Jones team, an association that dated back to 1969. (Unser missed Indianapolis that year after breaking a leg in a motorcycle mishap in the Speedway infield, then returned to win the next two 500s.)

As the 1970s wore on, the team wasn’t as dominant as it was at the outset but began a bit of a renaissance as its work and development on the then-new Cosworth engine started to pay off.

Unser and teammate Mario Andretti practiced in a new Parnelli chassis built for the Cosworth in 1975 before opting for the proven Eagle/Offy combination. In 1976, Unser, put the first Cosworth in the 500 field, starting fourth and ending up seventh in the rain-shortened race.

In 1977, Unser did a little better, starting third and finishing third. For many drivers, such a result would be a career highlight, but for Unser at Indianapolis, it was just another day at the track. In addition to his record-tying four victories, Unser had an additional SEVEN top-three finishes in 27 Indianapolis 500 starts!

Unser is the all-time lap leader in the 500 at 644, a record that is likely to stand for at least another year. The closest active driver, Scott Dixon, would need to lead almost every lap on Sunday to overtake him. (Dixon is ninth with 452 laps led.)

23 Days in August: No. 20, Gordon Johncock, 1975 Sinmast Wildcat/DGS

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Gordon Johncock came close to capturing the pole for the 1975 Indianapolis 500,
but had to settle for the second starting position after A.J. Foyt made a late run
 in qualifying to knock Johncock from the top spot. 

23 Days in August: No. 20, Gordon Johncock, 1975 Sinmast Wildcat/DGS. Starting in 1973 and over the next 10-plus years, Gordon Johncock was synonymous with the number 20 and Patrick Racing. For 1975, he had a new sponsor, a new chassis and a new engine. It all added up to a fast combination, as Johncock was among the leaders every day in practice and held the pole for a while before A.J. Foyt nudged him aside with a run late in the day.

Johncock jumped to the lead at the start of the race but fell out after just 11 laps and finished 31^st. DGS stood for Drake, Goosen and Sparks, the last names of engine pioneers Dale Drake, Leo Goosen and Art Sparks. The name was something of a tribute by chief mechanic George Bignotti, who helped modify an Offy engine to create the DGS.

23 Days in August: No. 19, Spike Gehlhausen, 1976 Spirit of Indiana McLaren/Offy

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Spike Gehlhausen drove the Spirit of Indiana during the bicentennial year of 1976.

23 Days in August: No. 19, Spike Gehlhausen, 1976 Spirit of Indiana McLaren/Offy. The Spirit of Indiana entries appeared in the Indianapolis 500 in 1975 and 1976, each with a rookie driver from Indiana and each with No. 19, acknowledging Indiana as the 19^th state.

In 1975, short-track star Sheldon Kinser (Bloomington) finished 12^th. For 1976, Spike Gehlhausen (Jasper) got the assignment. Spike’s dad, Carl Gehlhausen, was a longtime owner in USAC in the Midget, Spring, Championship Dirt and Championship divisions. In 1973, an up-and-coming Tom Sneva won several features in the family’s soon-to-be-banned rear-engine sprint car.

Race Day was a tough one as the Offy lost oil pressure before the green flag. Spike (real first name Daniel) competed in four more Indianapolis 500s, with a best finish of 10^th in 1979.

We actually featured this car last week as it is the same McLaren that Peter Revson qualified on the front row in 1972.

23 Days in August: No. 18, Mike Mosley, 1983 Kraco March/Cosworth

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Mike Mosley seemed to have the pole locked up until an unknown rookie named
Teo Fabi stunningly broke the track record. 

23 Days in August: No. 18, Mike Mosley, 1983 Kraco March/Cosworth. Along with Bobby Unser and Johnny Rutherford, Mike Mosely was one of my favorite drivers as a young boy. Unlike Unser and Rutherford, Mosley never found the right combination to vault him to Indy glory. It wasn’t due to lack of determination (twice he was badly injured at Indianapolis from crashes caused by mechanical failure) or certainly driving talent.

Twice, Mosley started last in IndyCar races and won, both at Phoenix and Milwaukee, considered “driver’s tracks.” In 1983, Mosley was consistently among the fastest in practice and appeared to have the pole locked up until an unknown rookie named Teo Fabi stunningly broke the track record. In what was his last 500, Mosley wound up an appropriate 13^th after a spin and contact in Turn 1.

23 Days in August: No. 17, Denny Zimmerman, 1972 Bryant Heating and Cooling McLaren/Offy

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Denny Zimmerman drove an updated McLaren in the 1972 Indianapolis 500.

23 Days in August: No. 17, Denny Zimmerman, 1972 Bryant Heating and Cooling McLaren/Offy. Denny Zimmerman was the 1971 Rookie of the Year and returned in 1972 with a new team, driving the Bryant Heating and Cooling Special for Rolla Vollstedt.

During this period, development was proceeding rapidly as the new Eagles and McLarens incorporated even lager wings to enable incredible cornering speeds. Smaller teams, like the Vollstedt operation, added wings to their older cars in an effort to keep up.

Zimmerman’s car is an older model McLaren, dating to 1970, and originally had no wings.

Given this rather steep uphill climb, the team did a fine job just getting the car in the race. Zimmerman started 28^th and finished 19^th, dropping out after 116 laps with a bad distributor.

Vollstedt and Bryant stayed together for several more years, using numbers 17 and 27 for the most part, with an occasional entry of No. 37 sprinkled in from time to time.

Zimmerman couldn’t find a ride for the 1973 500, but was back in 1974 driving the M.V.S. Special, so named for the last names of the three partners – Stan Malless, Bob Voigt and Dick Sommers. (I miss entries like that.)

Zimmerman was bumped out at the last minute by Jan Opperman.

That was Zimmerman’s last appearance at Indianapolis, but another career really took off. He became a successful and respected commercial pilot for several carriers, flying the Boeing 747, among other big jets.

23 Days in August: No. 16, Lee Kunzman, 1973 Ayr-Way/Lloyd's Eagle/Offy

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Lee Kunzman finished seventh in the 1973 Indianapolis 500.

23 Days in August: No. 16, Lee Kunzman, 1973 Ayr-Way/Lloyd’s Eagle/Offy. Lee Kunzman was considered a rising star in the USAC ranks before his career was derailed by some serious crashes. In 1973, he joined the Lindsey Hopkins team and moved up from 25^th to finish seventh in the rain-shortened race.

 

This was a very good year for Hopkins as three of his cars were in the top 10: Roger McCluskey was third and Mel Kenyon fourth in addition to Kunzman in seventh. After his driving career, Kunzman was part of Ron Hemelgarn’s operation for many years.

23 Days in August: No. 15, Buddy Rice, 2004 Rahal-Letterman Argent/Pioneer Panoz G Force/Honda

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Photo credit: Dan Helrigel/IndyCar photo

Buddy Rice had to celebrate his 2004 Indianapolis 500 victory in one of the pit-side
garages because of the sudden downpour that halted the race after 180 laps.

23 Days in August: No. 15, Buddy Rice, 2004 Rahal-Letterman Argent/Pioneer Panoz G Force/Honda. Buddy Rice had a May to remember in 2004, taking the pole and then winning the rain-shortened race for his first IndyCar victory.

I always felt bad that Rice didn’t get to do a lot of the post-race victory ceremonies because of the sudden downpour, which later turned into a dangerous storm.

The media center at the Indianapolis Motor Speedway, with all its windows, is about the last place you want to be during while tornado sirens are blaring. So I filed my story as quickly as possible, then was drenched as I went catch a ride from my brother-in-law, who fished me out.

Rice also won later in the year at Kansas and Michigan, two tracks now long absent from the IndyCar schedule. He was hurt in a crash in practice at Indy the next year. Kenny Brack, the 1999 500 winner, took over the car and posted the fastest qualifying speed.

Rice had four more starts after his 2004 victory, with a best finish of eighth in 2008.

23 Days in August: No. 14, A.J. Foyt, 1973 Gilmore Racing Coyote/Foyt

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A.J. Foyt began his long association with Jim Gilmore in 1973.

23 Days in August: No. 14, A.J. Foyt, 1973 Gilmore Racing Coyote/Foyt. Amazingly, A.J. Foyt was close to the bubble for the 1973 500, as his speed average of 188.927 mph was 32^nd-fastest (or second-slowest). Not surprisingly, the 1973 race was one to forget for Foyt. His Coyote dropped out after 37 laps, then Foyt took over teammate George Snider’s car, which wound up 11^th.

 

Why Foyt had so much trouble in time trials in 1973 is hard to fathom because Super Tex usually was an excellent qualifier. Consider this: In 1991, 33 years after his 500 debut plus coming off devastating lower-leg injuries suffered in a gruesome crash at Road America and at age 56 (!) no less, the amazing Foyt earned a front-row stating position – between Rick Mears and Mario Andretti. Many consider this the greatest front row in Indianapolis 500 history. And it has to rank as one of the greatest feats (no pun intended) in Foyt’s amazing career. 

23 Days in August: No. 13, Danica Patrick, 2018 Go Daddy Dallara/Chevrolet

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Photo credit:John Cote/Indianapolis Motor Speedway photo

Danica Patrick certainly had a colorful car for her final Indianapolis 500 in 2018.

23 Days in August: No. 13, Danica Patrick, 2018 Go Daddy Dallara/Chevrolet. With a green paint job and the number 13, Patrick had herself a real hoodoo wagon for her last go-round at the Brickyard – all she needed was a bag of peanuts and she would’ve scored the trifecta of racing superstitions.

Patrick had an amazing debut in 2005, earning an incredibly loud roar from the crowd when she took the lead in the late stages of the race, which was won by Dan Wheldon. Patrick’s final 500 ended with a crash and 30^th place, one of only two finishes outside the top 10 in eight starts.

23 Days in August: No. 12, Peter Revson, 1972 Gulf McLaren/Offy

 

If you joined us for 30 Days in May earlier this year, you’ll see some familiar faces from that countdown. We’ve also added some new entries for 23 Days in August. So let’s celebrate some notable drivers and cars from the glorious past of the Indianapolis 500!

 

Photo credit: Indianapolis Motor Speedway photo

In 1972, Peter Revson once again was fast in qualifying,
but gearbox failure eliminated him after just 23 laps.

23 Days in August: No. 12, Peter Revson, 1972 Gulf McLaren/Offy. When I think about the early years of Team McLaren at Indianapolis, Peter Revson is the driver I think of most. True, Johnny Rutherford brought McLaren two Indianapolis 500 victories and two pole positions, but Revson was quite important during those formative years as well.

In 1971, for example, he surprised everyone by ousting Mark Donohue for the pole, then finished second to Al Unser. Revson was back on the front row in 1972, starting second to Bobby Unser. Gearbox failure sidelined Revson after just 23 laps and he wound up 31^st.

23 Days in August: No. 11, Mario Andretti, 1973 Viceroy Parnelli/Offy

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23 Days in August: No. 11, Mario Andretti, 1973 Viceroy Parnelli/Offy. When Mario Andretti joined Al Unser and Joe Leonard at Vel’s Parnelli Jones for the 1972 season, it was expected this “Super Team” would dominate the Indianapolis 500 and the IndyCar circuit.  As it turned out, these years were not a lot of fun for Andretti in particular. In 1973 he started a strong 6^th but was out after four laps with a broken piston to finish 30th. 

23 Days in August: No. 10, Dario Franchitti, 2010 Target Chip Ganassi Racing Dallara/Honda

 

If you joined us for 30 Days in May earlier this year, you’ll see some familiar faces from that countdown. We’ve also added some new entries for 23 Days in August. So let’s celebrate some notable drivers and cars from the glorious past of the Indianapolis 500!

 

Photo credit: Jim Haines/Indianapolis Motor Speedway photo

Dario Franchitti led 155 laps on his way to his second Indianapolis 500 victory in 2010.

23 Days in August: No. 10, Dario Franchitti, 2010 Target Chip Ganassi Racing Dallara/Honda. In addition to being a three-time Indianapolis 500 champion, Dario Franchitti also is a keen student of motorsports history. Given that, I hope he agrees with my assessment that his Indianapolis 500 success mirrors that of Johnny Rutherford. Rutherford won his three Indianapolis 500s over six years, including one shortened by rain; Franchitti won his three Indianapolis 500s over five years, including one shortened by rain.

In his 2010 victory, Franchitti started third and led 155 laps in one of his usual excellent performances at the Speedway.

Franchitti had to retire in 2013 after a horrendous crash at Houston, suffering a concussion and other injuries. He was only 40 at the time, so it’s conceivable he could’ve joined A.J. Foyt, Al Unser Sr. and Rick Mears as a four-time Indianapolis 500 champion.

Thankfully, Franchitti has recovered well enough so that he can drive vintage race cars, something he thoroughly enjoys and appreciates.

23 Days in August: No. 9, Scott Dixon, 2008 Target Chip Ganassi Racing Dallara/Honda

 

If you joined us for 30 Days in May earlier this year, you’ll see some familiar faces from that countdown. We’ve also added some new entries for 23 Days in August. So let’s celebrate some notable drivers and cars from the glorious past of the Indianapolis 500!

23 Days in August: No. 9, Scott Dixon, 2008 Target Chip Ganassi Racing Dallara/Honda. Scott Dixon has compiled an amazing IndyCar career that's largely underappreciated outside of hardcore fans. He’s now third all-time in victories, behind only A.J. Foyt and Mario Andretti, and appears primed to add a sixth championship this year, second only to Foyt.

Photo credit: Dan Helrigel/Indianapolis Motor Speedway photo

Scott Dixon is probably the favorite to win the 2020 Indianapolis 500.

Given all that success, it’s surprising Dixon has only one Indianapolis 500 victory, which came in 2008. He started on the pole and led the most laps on his way to that victory. He’s more than overdue for a second 500 win, and it very well could come this year.

 

23 Days in August: No. 8, Bobby Unser, 1973 Olsonite Eagle/Offy

 

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Photo credit: Indianapolis Motor Speedway Photo

Bobby Unser and the Olsonite Eagle remained a fast combination
at Indianapolis in 1973. Unser started second, but reliability was
lacking as he finished 13th, dropping out with engine problems.

23 Days in August: No. 8, Bobby Unser, 1973 Olsonite Eagle/Offy. Based on his incredible qualifying performance in 1972, when he bumped the pole speed by more than 17 mph to an average of 195.940 mph, Bobby Unser entered 1973 as the favorite to be the first break the magic 200 mph barrier at the Indianapolis Motor Speedway.

Unser fell just a little short, setting for a four-lap average of 198.183 mph, slightly behind pole-sitter Johnny Rutherford. Unser led the first 39 laps, fell behind after a slow pit stop and dropped out after 100 laps with mechanical trouble to finish 13th.

Better days were just ahead as Unser won the national championship in 1974 and added his second Indianapolis 500 win in 1975, all while still driving for Dan Gurney’s All American Racers.

 

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23 Days in August: No. 7, Gary Bettenhausen, 1972 Sunoco McLaren/Offy

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Gary Bettenhausen was a beloved and admired driver at
Indianapolis. He led 138 laps in the 1972 Indianapolis 500, but
finished 14th after ignition failure.

23 Days in August: No. 7, Gary Bettenhausen, 1972 Sunoco McLaren/Offy. Roger Penske added Gary Bettenhausen for the 1972 season so his team could benefit from his oval-racing expertise. Bettenhausen repaid the confidence by winning at Trenton and was leading the USAC Championship standings heading into the Month of May. He was probably the other favorite to win after Bobby Unser, who boosted the pole speed by more than 17 mph.

Unser led easily, then went out after just 31 laps with ignition rotor failure. Bettenhausen took over from there and seemed poised for a sure victory until his ignition failed after 182 laps.

Given his family’s legacy and Bettenhausen’s great admiration among fans and competitors alike, this could’ve been one of the most popular victories in Indianapolis 500 history. Instead, Mark Donohue, another popular driver, collected the Borg-Warner for Penske, which was the first of 18 – and counting.

This particular postcard was included in a set that folded out and included photos of several of the top drivers of the day as well as scenes from Gasoline Alley, the old museum and more.

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23 Days in August: No. 6, Mike Hiss, 1973 Thermo-King Eagle/Offy

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Mike Hiss enjoyed a fine debut at the Speedway in 1972 by finishing seventh,
but in 1973 he had a "sophomore slump" and was 17th. 

23 Days in August: No. 6, Mike Hiss, 1973 Thermo-King Eagle/Offy. After being named Rookie of the Year after placing seventh in the 1972 Indianapolis 500, Mike Hiss returned in 1973 with the Thermo-King team. The Thermo-King cars were one of the most striking of this era, as the dark blue/light blue livery really stood out.

Hiss posted a respectable speed of 191.939 mph in qualifying, but because he was a second-day qualifier he had to start 26. He wound up 17^th, departing after 91 laps with drive train trouble.

His chief mechanic was Lynn Reid of Logansport, Indiana, the city where in 1989 I began my newspaper career as the Assistant Sports Editor (and later the Sports Editor) of the Pharos-Tribune, the Light of Loganland.

Thermo-King was a primary sponsor at Indianapolis throughout the 1970s. They are still around, providing temperature control systems for trucks, trailers, railcars and more.

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23 Days in August: No. 5, Lloyd Ruby, 1972 Wynn's Atlanta/Foyt

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Lloyd Ruby started 11th and finished sixth in the 1972 Indianapolis 500.

23 Days in August: No. 5, Lloyd Ruby, 1972 Wynn’s Atlanta/Foyt. The Atlanta car was so named because it was built there in a facility adjoining Gene White Racing. The men behind the effort included two former Team McLaren employees, and the McLaren influence is apparent. Early on, they were dubbed “Scarlett O’Hara McLarens.”

A total of three Atlantas were built for 1972 – two going to the Gene White team for Lloyd Ruby and Cale Yarborough, with the other intended for A.J. Foyt.

Ruby practiced in both the Atlanta and a Lola, which eventually was qualified by Sam Sessions.

The 1972 race ended up being one of the better results for Hard-Luck Lloyd as he finished sixth, two spots behind Sessions in the aforementioned Lola. Yarborough was 10^th to cap a very successful day for the Gene White team.

The Atlantas soldiered on for a few more seasons. Jim McElreath practiced in the Foyt Atlanta in 1973, and it was qualified by George Snider for the 1974 Indianapolis 500. This Atlanta was distinguished by its flat, nose that was similar to the 1972 Lola.

According to oldracingcars.com, that particular Atlanta eventually morphed into the Boyd-Robeson entry that several drivers tried unsuccessfully to qualify for the 1977 500.

Eldon Rasmussen bought at least one Atlanta for the 1973 season and reworked it into his Ras-Car, which he continuously updated and campaigned for several years.

Larry McCoy also drove a Ras-Car/Atlanta at the Speedway. He and Rasmussen made their Indy debuts in the 1975 500.

The Atlanta was one of 12 marques in the 1972 Indianapolis 500, which seems rather mind-boggling today. Perhaps even more unbelievable is that eight of those chassis were brand-new.

So congratulations to Mike Underwood, Eamon Fullalove and Graeme Bartils for bringing us the Atlanta during a time when innovation ruled the Speedway.

 

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23 Days in August: No. 4, Johnny Rutherford, 1980 Pennzoil Chaparral/Cosworth

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No one could touch Johnny Rutherford and his Pennzoil Chaparral in

1980. Rutherford actually qualified his backup car, noted by the "T"

after the number.

23 Days in August: No. 4, Johnny Rutherford, 1980 Pennzoil Chaparral/Cosworth. Each year, someone is tabbed as the favorite for that year’s Indianapolis 500. In 1980, Johnny Rutherford was the overwhelming choice to win. A two-time 500 winner for McLaren, Rutherford found himself out of a job at the end of the 1979 season when the team discontinued its IndyCar operation to concentrate on Formula 1.

Meanwhile, Jim Hall’s outfit was looking for a driver after Al Unser departed. Unser looked to have the 1979 Indianapolis 500 in the bag before a faulty transmission seal sidelined him after 104 laps.

With the bugs presumably worked out of the futuristic Chaparral, which introduced the ground-effects concept to IndyCar racing, Rutherford and Hall looked to be unbeatable at Indianapolis.

And they were. Rutherford was fastest in practice nearly every day, won the pole and led the most laps on his way to an easy victory to cap a dominating Month of May.

23 Days in August: No. 3, Roger McCluskey, 1973 Lindsey Hopkins Buick McLaren/Offy

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Photo credit: Indianapolis Motor Speedway Photo

Roger McCluskey started 14th and finished third in the

1973 Indianapolis 500.

23 Days in August: No. 3, Roger McCluskey, 1973 Lindsey Hopkins Buick McLaren/Offy. Roger McCluskey, a respected veteran, had his best finish in 18 Indianapolis 500 starts with a third in the 1973 race. It also was a great day for owner Lindsey Hopkins, another true gentleman of racing, as Mel Kenyon (fourth) and Lee Kunzman (seventh) placed in the top 10 as well.

That finish, along with a second at Pocono about a month later, helped propel McCluskey to the 1973 USAC national championship. (McCluskey ran out of fuel on the final lap at Pocono, giving A.J. Foyt the victory.) In those days, longer races paid more points, so it was vital to do well in the three 500-mile races. McCluskey was fourth at Ontario in the other 500-miler, so he really cleaned up in those events.

Somewhat forgotten now, McCluskey also won USAC stock car and sprint titles, won races in the championship (IndyCar) and midget divisions and also competed in the 24 Hours of LeMans. All told, a very remarkable and successful career deserving of praise.

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23 Days in August: No. 2, Billy Vukovich, 1973 Sugaripe Prune Eagle/Offy

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Billl Vukovich was the only other driver on the same lap as Gordon

Johncock at the end of the rain-shortened 1973 Indianapolis 500.

23 Days in August: No. 2, Bill Vukovich, 1973 Sugaripe Prune Eagle/Offy. In 1973, Bill Vukovich was second behind Gordon Johncock, the highest finish for the son of a former winner to that point. Sugaripe Prune entries were mainstays at the Speedway throughout the 1970s, with Mike Mosley, Wally Dallenbach and Tom Sneva all driving for the team after Vukovich departed after the 1974 season.

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23 Days in August: No. 1, Joe Leonard, 1973 Samsonite Parnelli/Offy

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National champion Joe Leonard had to sweat it out a bit before his place
in the lineup for the 1973 Indianapolis 500 was secure.

23 Days In August: No. 1, Joe Leonard, 1973 Samsonite Parnelli/Offy. For 1973, Joe Leonard had a brand-new Parnelli chassis designed by Maurice Philippe as well as the same sponsor (Samsonite) and number (1, for winning the 1972 national championship). For whatever reason, Leonard had a tough time getting up to a comfortable speed in qualifying. He waved off twice, then accepted a somewhat precarious 189.954 mph average on his third strike on the second day of time trials.

A.J. Foyt found himself in a similar predicament as his four-lap average of 188.927 was the 29^th fastest of the 30 cars qualified after the first weekend. (Leonard was 28^th.)

Fortunately, each had a backup car and started working up to speed during the next week of practice, Foyt in the No. 84 Gilmore Racing Coyote (which was handed over to George Snider at literally the last minute) Leonard in the No. 41 Samsonite Parnelli.

As it turned out, enough cars qualified a bit slower to give Leonard and Foyt a little breathing room.

On Race Day, Leonard was able to dodge the melee created by Salt Walther’s horrendous crash on the first lap. When the race finally resumed two days later after persistent rain, Leonard overcame a spin but was sidelined by a bad hub after 91 laps and finished 18^th.

Sadly, the 1973 500 was Leonard’s last race at Indianapolis. He suffered devastating foot and ankle injuries during the 1974 California 500 at Ontario Motor Speedway and never raced again. His injury also signaled the end of the Vel’s Parnelli Jones “Super Team” with Al Unser and Mario Andretti. Expected to dominate USAC racing starting in 1972, Leonard’s national championship that year was one of the few major highlights.

Jan Opperman replaced Leonard at Indianapolis and Pocono, but essentially the operation became a two-driver team that started to dwindle even further. Unser and Andretti were together for 1975’s three 500-mile races, but then it was down to just Unser for 1976 with sponsorship from American Racing Wheels. For 1976, Andretti joined Roger Penske’s team, running some USAC races while he pursued a World Championship in Formula One.

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