The Indianapolis 500 - Volume Four: British Invasion (1963 – 1966)

By Brian G. Boettcher

Volume Four: British Invasion (1963 – 1966) tells how Ford Motor Company and Team Lotus joined to conquer the Indianapolis 500, inaugurating the modern era of higher automotive technology supported by corporate money - especially the opening shots of the infamous tire wars between Firestone and Goodyear. Speeds climbed quickly until tragedy struck in turn four in 1964...stopping the race and shocking the motorsports world. This Golden Era featured motorsports legends Parnelli Jones, Jim Clark, A.J. Foyt, and Graham Hill each winning the 500-mile race in unforgettable, often controversial ways.

• Language: English
• Publisher: Brian G. Boettcher
• Release date: Sep 6, 2014
• ISBN: 9781310095368

Brian G. Boettcher

Brian Boettcher developed his motorsports interest in the Milwaukee Mile’s south bleachers, and has a lifelong fascination with going fast, on two wheels or four. The History of the Indianapolis 500 series reflects his love of history and writing. Born and raised in Milwaukee, Brian graduated with a degree in Mass Communications from the University of Wisconsin-Milwaukee. His career has taken him to living in New Mexico, Germany, Maryland, Pennsylvania and Illinois.

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Preface

The 500-Mile Sweepstakes, indeed world-wide motor racing, took a turn with the entry of Ford Motor Company’s money and engine expertise, coupled with the Lotus rear engine chassis. While these were the golden days, the traditional AAA/USAC Championship was soon to be turned on its head by its cross-pollination with Formula One. Dirt tracks were soon to become extinct on the Championship Trail, to be replaced by road courses.

These few years completely re-ordered the global auto racing scene. The entire inventory of machinery and the money invested by sponsors, accessory companies, tire and auto manufacturers grew and became incredibly complex globally, a web that began to grow around what was a simple sport.

Speeds continued to increase with new engine designs, lighter cars and more horsepower. A black cloud signaled a recognition that the sport had become a deathtrap.

BGB

Columbia, MD

Ol’ Calhoun

(1963)

There seems little doubt that 1963 will be one of the best years in the history of American auto racing. - Bill France

***

France’s assessment was based on the reentry of American automobile manufacturers to open competition. Manufacturers’ market research showed three-fourths of all new car buyers settled on the particular make to purchase before visiting a dealer, and that the baby boom cohort of young buyers was moving into the auto market by the millions each year. The importance of this demographic shock largely drove Detroit moving into the middle-1960s, during which auto designs were to become sporty and racier. We're not naïve, Ford’s General Manager Lee Iacocca explained. After Ford wins a race, Ford sales in the area go up. The customer who's seen the race doesn't necessarily pick a high-performance package. He might buy a six. What counts is that he buys a Ford.

Ford and Chrysler openly entered the NASCAR fray. Ford Motor Company injected Total Performance into its national advertising lexicon starting at a spectacular Monte Carlo model introduction, linking its growing competition efforts to seven new sporty high performance 1963½ models unveiled for the American market - from V-8 Falcon Sprint compacts to full-size super torque Fairlane 500 hardtops with 427 cubic inch V-8 power. It was only the second time in company history Ford brought out mid–year models. The public just won’t wait for the traditional fall introduction time, Lee Iacocca explained. They want this kind of car when they want it.

Noel Penny, engineer at British automotive firm Rover, told the annual Society of Automotive Engineers (SAE) convention that based on co-operative experiments by his employer and Chrysler, gas turbine engines would appear in mass produced vehicles within three years. Penny explained the first applications would be racing cars and military vehicles, which demand high power to weight ratios. Chrysler announced previously it was building 50 to 75 turbine powered Dodge and Plymouth-bodied cars for public testing within the year. A company spokesman said the engine would use almost any volatile liquid as fuel – even French perfume, if one could afford it. Ford, meanwhile, formed a partnership with Texaco to develop an engine to run 40 miles per gallon on kerosene or furnace oil. And Germany’s NSU Motorwerke was promoting its lightweight rotary engine that involved only two moving parts and used low octane gasoline.

A formula one revolution began with Porsche abandoning the competition saying racing drained too much skilled production manpower in a country short of workers. Ferrari revamped its team, dropping world champion Phil Hill and reducing the number of factory cars to two. Honda, with development assistance from Jack Brabham, claimed a formula compliant 200-plus horsepower engine prototype. While rumors swirled that Brabham would abandon his own team to join forces with Honda, American Dan Gurney signed with Brabham for the upcoming season. And Coventry-Climax announced it would continue race engine production for 1963.

The American racing season opened January 20th with NASCAR’s 500-mile race at Riverside, California, on the FIA calendar and open to USAC drivers. Driving a factory-supported Holman Moody fastback Ford, Gurney led 120 of the 186 laps and won, with USAC stars A.J. Foyt and Troy Ruttman second and third. Fireball Roberts was the highest placed NASCAR entrant in fourth. Ruttman charged from the back of the field, where he was placed after passing the pace car.

The sweep rekindled the argument of which sanctioning body had the superior drivers. Stock car ace Fireball Roberts publicly groused that USAC drivers were taking advantage of the big NASCAR paydays while only the Sweepstakes was open to the stock car drivers. USAC’s Henry Banks sent him a letter, Please consider this your invitation to enter this event and take the driver test. Roberts negotiated with the Dean Van Lines team for a ride, but no deal was made saying he already had two major race commitments during May.

Growing direct factory involvement in its stock car program concerned USAC. In 1957 the factories, though their direct and indirect subsidization, dominated the stock car racing field and forced the little fellow out of business, Competition Director Henry Banks said, suggesting manufacturers instead post cash incentive awards, although allowing owners technical assistance. Detroit sources quoted by the National Speed Sport News panned the idea. How are they going to know if a driver got help from a dealer or factory – give them a lie detector test?

In mid-January Ford resurrected its dormant Indianapolis program. We’re going to Indianapolis, and we’re going second class, Bill Innes announced internally. Ford would produce the engine Colin Chapman wanted – gasoline fuel and carbureted. Without a Lotus racer with which to test the sole prototype engine, it was hastily arranged with Carroll Shelby to use the troublesome, underdeveloped motor in a third Cobra entry in the mid-February Daytona Continental for Gurney.

In California, Mickey Thompson continued building three new John Crosthwaite-designed cars for the Sweepstakes. Gurney, in the meantime, tried unsuccessfully to convince Thompson to concentrate on improving the '62 design, which he thought could be a winner. Thompson announced that the new cars would be powered by aluminum 255 cubic inch, 350 horsepower Corvette engines, said to have been cast by team sponsor Harvey Aluminum to apparently cover any GM factory involvement. The knee-high beetle racers used revolutionary 12-inch wheels with unique wide-tread tires for a very low 33-inch high stance, and weighed in at approximately 1050 pounds dry, more than a third less than the typical roadster. The newer cars would be part of a four car Thompson entry, including two updated '62 models. Having earlier announced California sports car pilot Bill Krause as one of his drivers, Mickey Thompson named his second, newly crowned World Champion Graham Hill. Thompson said he preferred grand prix drivers because they are more familiar with this type of racer. Hill said he didn't envision any unsurmountable difficulty in getting used to the course.

Interviewed by Bob Thomas of the Los Angeles Times, Rodger Ward praised Thompson’s effort, Mickey is a young man with a tremendous imagination. This is a great thing for racing. The fact that we’re getting the great drivers such as the world champion is even more important than getting new cars. We had better not close our eyes. And we’re not.

Mickey Thompson’s modified entry with Chevy power.

Other American constructors also realized that their roadsters’ weight was the greatest disadvantage against the rear engine cars. While their first rear engine efforts were based on technologies associated with roadsters, such as the use of frames and cobbled drivetrain components, there was also the application of lighter, more exotic metals to help minimize weight.

Ward, whose new sponsor was Kaiser Aluminum, explained We’re working on lightening up the car. So far we’ve managed to get about 100 pounds off of it…most of it unsprung weight. We’re still using a cast iron block, but that’s an area we’re working on. A.J. Watson, whose creations won the past four Sweepstakes, built eight new roadsters, two for the Wilke Leader Card team, and six for sale. Ward expressed confidence. It's my personal feeling that A.J. Watson is the world's greatest builder of race cars. Robert Wilke insists on their being the best obtainable. All I have to do is drive them.

In April 1962 five men met in a basement and decided to each invest $2500 to form an Indianapolis race team, PPR Incorporated. Their car failed to make the race and the team disbanded. Three members, George Deeb, Bob Voigt, and Dick Sommers immediately formed a new team for 1963. They ordered a new Watson chassis and Offenhauser engine, and searched for driver and chief mechanic. After talks with Bobby Marshman fizzled Sommers got a call from Eddie Sachs. I hear you guys are buying a new car. Al Dean won't buy me one. I'd like to drive for you if you can get the right mechanic. Eddie suggested Wally Meskowski. Both were hired, Eddie signing for $7500 and 40 percent of the purses. "

Ford engineers attempted to refine the prototype Indianapolis motor for its track debut in the Daytona Continental until finally installed in Gurney's Cobra. A blown freeze plug during a pre-race practice session prompted repairs that continued even after the start. Joining the race in progress, Gurney was eliminated after 48 laps by a mis-installed throttle linkage. Having no contract with Ford, the continuing engine troubles made Colin Chapman nervous about his involvement in the venture.

"This is Panch's car, and if he's able, he will be in it at Atlanta."

Tiny Lund, 1963 Daytona 500 Champion

Ford swept the first five places at the Daytona 500. A modified division driver who came to Daytona without a ride, Tiny Lund took top honors substituting in Marvin Panch's car. Days earlier Lund pulled Marvin out of a flaming wreck. Panch suggested that we give Tiny the car, we had to have a good driver, so Tiny was elected, car owner, Glen Wood told reporters. Asked what he would do with the $25,000 prize money he had just won, Lund replied earnestly, Pay our bills! Lund left Daytona without a ride at the upcoming Atlanta event. This is Panch's car, and if he's able, he will be in it at Atlanta. Glen didn't say anything to me about it, and I didn't ask.

Benson Ford was thrilled by the outcome. He couldn't have picked a better time to watch his first stock car race, Ford's director of competition, George Merwin said. USAC Competition Director Henry Banks quickly left the track red-faced when only two USAC drivers finished in the top twenty. Earlier he had bragged, I hope our drivers take the first eight spots and win virtually all the money. Ours are the best drivers in the world – aggressive, ambitious professionals.

USAC President Tom Binford announced that NASCAR drivers would be welcomed at three events to be listed on the FIA international calendar. Besides the 500, the other two events were the Yankee 300 road course stock car race, and the Hoosier 100 National Championship event. Any qualified NASCAR driver can run the Indianapolis 500. Of course, they would have to pass the driver tests and other qualifications the same as our USAC drivers do. There must be at least seven or eight NASCAR drivers who are fully eligible. I am hopeful that NASCAR drivers will participate in the USAC events with full international recognition. The $15,000 Yankee 300 date, however, conflicted with a $12,500 NASCAR event at the North Wilkesboro, North Carolina, Speedway, which was partly owned by NASCAR President Bill France. NASCAR drivers can compete (in the Yankee 300) if they want to. They certainly can expect there will be no penalty for running there. I'm neutral, France said sarcastically. I don't think there is enough difference in purse money to get NASCAR drivers to go up there if they're serious about our point championship.

In March, Ford sent one of two revised Indianapolis engines to England for the prototype Lotus 29 – known as the mule. Jim Clark wasn't expecting much as he took the Snetterton track for initial tests. The first engine to come over from the States didn't seem to go too well. Even with what I thought was a poor engine, I broke my 2 1/2 litre lap record and gave myself quite a thrill with the car. On the straight it went like a bomb. From England Lotus shipped the car to the Ford's Arizona proving grounds where telemetered laps over 165 miles per hour indicated the car would lap the Speedway at just over 150 miles per hour. I was just beginning to get interested in driving this little car, Clark wrote, describing the test as a new and thrilling experience for me. However, the test also exposed the still-flawed engine, sending Chapman and Gurney to Dearborn demanding answers with weeks until the Speedway opened. Told that Gurney and Chapman wanted to turn the engines over to a California speed shop, design engineer Bill Gay asked for time to correct the issues. I'd like to go to Indianapolis next week and establish that we have a competitive vehicle. It was agreed to give Gay and Ford a last chance. And that evening disaster struck during dynamometer testing – that last engine's camshaft broke. Gay immediately assembled a crew of engineers and mechanics to rebuild the damaged engine with a revised valve train. In 48 frantic hours they completed the work, and found a boost in horsepower.

Both Thompson and Team Lotus worked their cars at the Speedway in mid-March. The Thompson cars, just 20 inches tall at the roll bar, sported slick, low-profile Firestone tires on 12-inch wheels, giving a low center of gravity and leaving only a few inches of clearance. The softer rubber compound specified by Mickey made for extra stick through the turns. Among other innovations in the Crosthwaite car design was a fiberglass body which stood about nine inches lower in windscreen height than the Watson roadsters. The car weighed 1050 pounds – 200 pounds lighter than the lightweight Lotus. Forty-seven gallons of fuel was carried in a single left side tank. After early tests at Riverside, Graham Hill told reporters, It's a bit different than what I'm used to. The car is a little longer In the wheel base and wider in the track than cars we normally drive, but it looks to be in the right proportion, I like the looks of it, and I expect the 500 miler will be quite an exciting ride.

We've been concentrating on new automotive developments and new material application since the day last year's race ended, Thompson told reporters. Many of these developments have proven out in laboratory testing and in secret runs, and now they're ready to go. Krause, who tested the car in Texas, took it to 142 miles per hour after he finished his rookie test. You know, Krause told reporters, that car of Mickey's just might really do the trick at the Speedway. I think a lot of guys are afraid of it already. Rumors circulated that various owners were lobbying to have it ruled illegal.

Rain prevented Hill from completing his Speedway drivers test, limiting his speeds to 130 miles per hour. With the tests done Thompson was reportedly elated, telling reporters that the cars performed flawlessly. His Speedway experience fired Hill up, and he talked of doing well in his first Sweepstakes, even speculating about racing the car at Milwaukee and Trenton, both paved ovals – and even on the road tracks in the late season open sports car races.

The Mule fires up at Speedway as Clark and Gurney stand by.

March 1963

The arrival of the Lotus-Ford mule at the Speedway on March 23rd sparked press interest in the venture. Troubles began after the engine was flown to Indianapolis, when it was discovered that parts were missing. Away from the press waiting for the unveiling, Gay cannibalized two rental Fairlanes for parts to piece the final installation. The mule ran without any chassis offset and on smaller wheels than planned for the actual entry. Despite atrocious winter track surface damage and accumulated debris, Clark got up over 146 miles per hour. Two days of rain then curtailed his testing.

Coming from Florida, where he teamed with Fireball Roberts in a Ford-powered Cobra at the Sebring 12-hour race, Gurney lapped the Lotus around the Speedway at 149.378 miles per hour, topping 150 the next day on softer Dunlop tires. His turn speeds averaged over 140 miles per hour, topping out a 175 on the long straights. It's just something we threw together fast, Gurney jokingly told reporters. But it runs pretty good, doesn't it? If we can get those carburetors working right, we can start going fast.

Tires were a major aspect of the testing. The Firestones that we used in our tests were just not right for our car, Gurney wrote. They weren't the right contour, designed for a heavier car with a different kind of suspension. The hard compound tires gave phenomenal wear. Two different Dunlops were also tried, standard grand prix D9 and D12 compounds. These were definitely faster than the Firestones. But durability, and Ford's historic close relationship with the company, gave the Firestones the ultimate advantage for race usage.

Taken back to Dearborn and disassembled, the engine was found still within specs and ready to race upon reassembly. Ford and Lotus finally signed contracts obligating the auto manufacturer to provide the AX230-2 pushrod engines. The Team Lotus entry was officially announced by the Speedway on April 3rd, setting up an American classic duel between Ford and Chevrolet, and the dominant Meyer-Drake Offenhauser.

Ford also announced its signing of Fireball Roberts as driver for the Holman Moody factory NASCAR team, substituting the rest of the season for the injured Marvin Panch. Roberts was already engaged in sports car racing, and there was rumor of an Indianapolis try with Ford. Mickey Thompson announced his signing of American grand prix driver Masten Gregory to his Indianapolis team.

At LeMans, France, Rover-BRM tested a turbine-powered car intended for June's 24-Hour race. New York Times reporter Robert Daley described it as little more than a fast bus. The unpainted car ran 25 miles per hour slower than a Ferrari. It doesn't drive like a race car, Graham Hill admitted. It drives like a – I don't know what it drives like. The differences echoed Gurney’s Speedway experience with Zink’s turbine car, sluggish acceleration out of corners and the lack of engine braking that required hard pedal braking all the way around the course. The Rover would run as an exhibition vehicle, ineligible for any prizes.