The SVRA, America’s premier vintage racing organization, is creating a return to competition for the famous drivers with a 40 minute race of American muscle cars on the Speedway’s 2.43-mile Grand Prix road course. The cars for the Pro-Am will be 1967 to 1972 vintage Corvettes, Camaros and Mustangs of “Group 6,” with an engine displacement limit of 355 cubic inches. The Indianapolis 500 veterans will be paired with amateur drivers, each taking a 20-minute stint.  Five minutes will be allotted for driver change.

Among the popular “500” racers returning to Speedway competition this June are several with all-star credentials. Included in the group of great racers expected to compete are:

Al Unser Jr.: The two time Indy 500 Champ is really looking forward to getting back behind the wheel at his beloved Speedway. Several years ago, the 1992 & ’95 “500” winner was quoted as saying, “To me, the Indianapolis Motor Speedway is church!”. Guess that says it all.  Watch out for “Little Al”!

Willie T. Ribbs: Willie started two “500’s” in the ’90’s as be became the first African-American to qualify for the big race. Ribbs, now a pro skeet-shooter, will be using a different kind of weapon when he returns to Indy in June.

Mark Dismore: It’s unfortunate that Dismore may be best remembered for his horrific crash into the end of the pit wall when he was a Speedway rookie, because Dismore was one hell of a racer. In 2001, Mark lead the “500” for 29 glorious laps until encountering mechanical trouble.  Dismore seemed to be in control that day; maybe fate has something better in store for him in his Speedway return this June.

Lyn St. James: The 1992 Speedway Rookie-of-the-Year ran the “500” on seven occasions, scoring an eleventh place finish in 1992. St. James, the second woman to qualify at Indy, should be fun to watch.

Geoff Brabham: The son of legendary Grand Prix Champion Sir Jack Brabham, Geoff scored two top-five finishes in a Speedway career that spanned the years of 1981 thru 1994. If Brabham has unfinished business at Indy, he has one more chance to take care of it. In June.

Johnny Parsons Jr.: The son of 1950 Indy winner Johnnie Parsons enjoyed a Speedway career that included 12 starts and two fifth-place finishes. Johnny’s greatest racing successes came on America’s dirt tracks, but Indy was his first love. Maybe now Johnny Parsons Jr. can earn the Speedway victory he has long sought.

With even more Speedway veterans expected to join the Pro-Am field before June, the “Indy Legends” event is shaping up to be one for the ages. If you’re like me, and revere the history of the Indianapolis Motor Speedway, this event is not to be missed. When you win at Indy,
you become a legend; even if you already are one!

Don’t miss it.

John Atlas

John Atlas is a native of Hammond, IN who has followed auto racing all his life. As a youngster, he has been attending the Indianapolis 500 since the mid-1950’s and still reveres the Speedway today. A fan of all types of motorsports, John has attended races from Watkins Glen (at the bog) to the old Ontario Motor Speedway, from Ascot to Pocono. He has a cat named Parnelli and loves the music of Frank Zappa, John gives us a unique view of racing.

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HAMMOND, IN: If you were an auto racing fan and lived in the Chicagoland area during the ’50’s, the legendary Tony Bettenhausen of suburban Tinley Park, IL was your guy. It was just that simple.

My first memory of the Indy 500 veteran and 1951 National Champion came in 1954 at Soldier Field on the Chicago lakefront during a AAA midget race. It was a rough night for Tony, who suffered major injuries in a grinding crash. Even as a eight year old kid, I realized that I had witnessed something bad, because of the reaction of those around me.

“Don’t worry”, my Dad told me. “Tony is as tough as nails. He’ll be back.”

My relationship with the Bettenhausen’s had begun.

Another vivid memory came in 1956 while attending my first Indianapolis 500. We were seated in the old Grandstand “D” located between the first and second turns when Tony’s Belenger Spl. loudly blew a rear tire and pounded the wall directly in front of us! His injuries were relatively minor this time, but now I was curious. How could a hard luck driver like Bettenhausen be so popular?

As I’m sure we all know, Tony’s story ends in 1961 as he searched in vain for that elusive Indy 500 victory. After proving himself to be the man to beat during pre-race testing, 44 year old Bettenhausen crashed to his death testing buddie Paul Russo’s car as a favor prior to the race. The long-held hope that the Bettenhausen name would someday grace the Borg-Warner trophy appeared to die that day as well.

Not so fast. Tony’s oldest son, 19 year old Gary, had other ideas!

My next Bettenhausen encounter took place the following year, while attending an indoor drag held in Chicago’s International Amphitheatre. Young Gary Bettenhausen was there, and he was racing! I spoke to him for a few minutes, and he said his plan was to “make it to Indy”. Chapter Two in the Bettenhausen saga was about to begin.

In 1963, 21 year old Gary Bettenhausen entered the Yankee 300 USAC stock car race at Indianapolis Raceway Park’s road course. Not only was it his first USAC event, it was also his first professional auto race of any kind! Unbelievably, Gary was able to hold his own in an all star field that included the likes of A.J. Foyt, Fireball Roberts, Rodger Ward, Troy Ruttman and Parnelli Jones. It seemed almost too easy. Had it been a fluke? Could the 21 year old novice actually carry on the Bettenhausen tradition?

For me, the answer came later that summer of ’63 at the Indiana State Farigrounds dirt oval during the running of the “State Fair Century” USAC stock car event. Young Bettenhausen had only run dirt once before but, at the drop of the green flag, the little green Dodge was running with the leaders and, at the checkered flag, only Gary remained on the lead lap with the winner, A.J.Foyt! It was a truly stunning performance for a pure rookie and, to me, it proved that he did have the Right Stuff to carry on the Bettenhausen legacy.

A few years later Gary was able to move from stock cars to open wheel midgets and sprint cars, and things then really began to happen. Teaming with USAC sprint car owner Willie Davis lead to the legendary years of the “Larry (Dickson) and Gary Show” which produced two Sprint Car Championships and countless memories. During this era Gary B. made his rookie appearance at the Indy 500 in 1968 and began performing at a championship level in all forms of open wheel competition.

One standout performance during this period occurred at the “Astro Grand Prix”, an all-star midget race for the ages held on a 1/4 mile dirt track built in the Houston Astrodome. That night Gary B. lapped arguably the best midget field in history, turning in a virtuoso performance on a badly prepared track that is still talked about today. Houston’s own A.J. Foyt could only manage a distant second place.

The goal, of course, was victory at the Indianapolis 500. In a story told all too often, Gary, driving for Roger Penske, led 138 laps and had the race in the bag in 1972 when the engine melted with only 18 laps standing between Bettenhausen and Victory Lane. It was close as a Bettenhausen would ever get to winning the Big One.

On Independence Day weekend in 1974, things changed forever as Gary B. suffered crippling injuries to his right arm in a crash at the Syracuse, NY mile. His Penske IndyCar ride was gone and, for the rest of his career, Bettenhausen would be virtually a one-armed race driver. In light of this setback, his accomplishments over the next 20+ years were beyond remarkable. For example, he is the only “one armed race driver” to win two Silver Crown Championships (1980 & 83) and put up the best qualifying speed for an Indy 500 (1991).

Gary Bettenhausen left us on Sunday, March 16th, 2014. It’s unlikely that his kind will ever pass our way again. Happily, what he was able to accomplish throughout life and career will continue to inspire us. I can still close my eyes and see Gary B. lapping the field, bouncing through the ruts in the Astrodome with his best years still ahead of him.

Baby, it was one heck of a ride…

John Atlas

John Atlas is a native of Hammond, IN who has followed auto racing all his life. As a youngster, he has been attending the Indianapolis 500 since the mid-1950’s and still reveres the Speedway today. A fan of all types of motorsports, John has attended races from Watkins Glen (at the bog) to the old Ontario Motor Speedway, from Ascot to Pocono. He has a cat named Parnelli and loves the music of Frank Zappa, John gives us a unique view of racing.

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During the last four decades, the Swindell family has held an almost supernatural grip on the Golden Driller (no pun intended). World of Outlaw original Sammy Swindell began the family ownership of the Chili Bowl by winning the second-ever running in 1989, adding victories in 1992, 96, 98 and 2009. Son Kevin then took over victory lane in 2010 and refused to be beaten for the next four years!

With nearly 300 midgets entered annually at the Chili Bowl, the idea of someone…ANYONE…winning four in a row seems unrealistic, if not downright impossible. This year, Kevin Swindell made things a bit tough on himself in his bid for a fifth consecutive victory, having to win his “B” feature in order to qualify for the tail-end of the Main Event. Meanwhile, father Sammy had already locked himself into the Big Show, and the annual “Swindell Benefit Race” appeared to be on track for yet another success story.

However, someone forget to tell Bryan Clausen.

After winning his preliminary feature the night before, the Indy 500 veteran passed early leader Caleb Armstrong on the second lap and set sail. Meanwhile, Kevin Swindell was mounting his expected charge from the rear of the field, and father Sammy was locked in an intense battle with the great Kyle Larson which ended badly for both. Following contact, Sammy lost a lap to the leaders, and Larson eventually retired with engine trouble.

With Bryan Clausen holding an almost comfortable advantage, the focus shifted to the amazing charge of Kevin Swindell, as he zeroed in on the leaders. With only a handful of laps remaining, Kevin fought his way past battling teammates Chris Bell and Rico Abreu with only Bryan Clausen separating him from his fifth consecutive Golden Driller. Could “Little Swindell” do it again?

When Clausen won his preliminary feature the night before, his comment in Victory Lane should have been a warning to his Chili Bowl foes. “Wow. This thing has been really hooked-up since we got here. It would be a shame if we can’t put it in Victory Lane Saturday night!”

In the end, Bryan Clausen held off Kevin Swindell to cop his first Golden Driller trophy. Even so, Kevin’s record of four wins and a second in five years almost beyond comprehension. And who’s to say the streak won’t begin again in 2015?

“I’m just really relieved I didn’t throw it away because these guys are really good,” said Clauson.“I said it last night in the Press Conference that I felt like I had a car that could compete for the win tonight from the time we unloaded the car. It was really going to be a matter of not burying ourselves.”

Is this the beginning of the “Bryan Clausen Era” at the Chili Bowl?

John Atlas

John Atlas is a native of Hammond, IN who has followed auto racing all his life. As a youngster, he has been attending the Indianapolis 500 since the mid-1950’s and still reveres the Speedway today. A fan of all types of motorsports, John has attended races from Watkins Glen (at the bog) to the old Ontario Motor Speedway, from Ascot to Pocono. He has a cat named Parnelli and loves the music of Frank Zappa, John gives us a unique view of racing.

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Sam Hanks in his famous George Salih built laydown Offy roadster he drove to victory at Indianapolis in 1957. [Photo courtesy of the Indianapolis Motor Speedway]

Sound familiar?

Last Sunday, popular Championship winning racer Tony Kanaan captured his first Indianapolis 500 victory on his 12th attempt. No one (but our friend Sam Hanks) had waited longer to score his initial Indy triumph.

At the time of Hanks’sone-and-only trip to Indy’s Victory Lane, only three other drivers had even competed in more than twelve Indy 500?s. In those days, living long enough to merely race at Indy twelve times was considered to be a big deal. Sam was a smart, clean racer who had a background littered with victories throughout the country and laps led at the Indianapolis Motor Speedway. His legion of fans, coast to coast, clung to the belief that their hero would eventually find his way into Indy”s Victory Lane.

It only took a dozen years. The 42 year old veteran promptly retired after a big swig of milk.

Fast forward to 2013. Tony Kanaan, the most popular Indy Car racer of his era, leader of at least one lap in each of his first seven Indy 500 starts, finally found his way to that cold bottle of milk on his 12th try at the Speedway in a storming drive as good as any former Indy winner in history. Even the fact that the Race finished under the yellow flag did nothing to diminish the strength of Kanaan’s effort.

Like Sam Hanks so many years ago, Tony Kanaan really earned his place in Speedway history. And, unlike Hanks, Tony will continue on racing, providing his fans with more to cheer about in the coming years.

But, even if Kanaan never repeats his Indy 500 Victory, he got the job done. An Indy 500 victory. One time.

Just like Sam Hanks.

RacingNation Crew

The post Tony Kanaan Matches The 1957 Performance Of Sam Hanks appeared first on RacingNation.com.

In recent years, the trend to provide Indy 500 rides to drivers raised in
lower forms road racing, rather than traditional American oval competition,
has been impossible to ignore. One of the main reasons for this
situation is the fact that most of the young road racers come from
well-funded backgrounds. There are other factors involved, of course. But,
in most cases, it comes down to the old adage: “Money talks, and bulls**t
walks”.

In fact, the one and only dirt track driver currently appearing on this
year’s Speedway entry list, Indianapolis native Ed Carpenter, is the
step-son of Tony George, founder of the Indy Racing League and President of
the Indianapolis Motor Speedway. Obviously, money has never been an issue
in Carpenter’s search for speed and glory!

Ed began his “road to Indy” in 1998, running midgets for his own team
financed by his step-dad. To his credit, Carpenter showed immediate talent,
winning a feature at Louisville Speedway in only his fourth start. With no
real money worries, Ed progressed through the ranks of USACcompetition
running on both dirt and paved ovals and, by 2002 was racing
and winning in the Infiniti Pro Series.

Carpenter’s IndyCar debut came the following year at Chicagoland Speedway
and, in 2004, Ed qualified for his first Indy 500. Since his rookie year,
Carpenter has qualified for every “500” run since with a best finish of
fifth coming in 2008. In addition, he has notched two IndyCar victories on
the high speed ovals at Kentucky in 2011 and last year’s season final at
Fontana. It’s obvious that Ed, now running for his own IndyCar team, has
become a threat to win on the ovals and will bear watching this month at
the Speedway.

At this point, two other dirt track vets appear to be in the running for
rides in back-up cars at the Speedway next week. But, so far, only two.

Perennial USAC Champion Bryan Clauson, who ran his rookie race at Indy last
May, is hoping a deal can be put together to put him in a Dallara owned by
KV racing but, as of now, nothing is official. Also, the word around town
is that former dirt track racer and and “500” vet John Andretti has “some”
financial backing and is shopping around for a ride.

Hopefully, these two American short track heroes can find their way into
the starting line-up for this year’s Big Show. There’s no doubt that there
are other oval track racers out there that would love a shot at the
Speedway, but most are too under-funded to even bother showing up.

As I’m sure we all remember, the Indy Racing League began in 1996, with the
expressed aim of lowering costs enough to make it possible for “low buck”
oval track racers to have a reasonable shot at competing in the
Indianapolis 500. And, for a while, it seemed to be working.

But now, seventeen years later, we appear to be right back where we
started. Sadly, the days of winning on America’s local short ovals becoming
the “road to Indy” seem to be over for good.

Unless Ed Carpenter can pull a rabbit out of his hat!

RacingNation Crew

The post 66 Cars, 31 Drivers And 1 Dirt Track Veteran Entered For Indy 500 appeared first on RacingNation.com.

Malone was first bitten by the racing bug as a hot rodder in his native
Tampa, FLA, when he began hanging out with the man who was to become the
A.J. Foyt of drag racing, “Big Daddy” Don Garlits. The two school buddies
became immersed in the world of fast cars; Garlits on the local drag strips
and Malone racing stock cars on the ovals around Tampa.

Then in 1959, Malone’s world changed forever when “Big Daddy” suffered
burns in a racing mishap and asked Art Malone to fill in while he
recovered. The combination of the Garlits “Swamp Rat” slingshot dragster
and Art Malone was an immediate success and propelled the young 1/4 mile
rookie to national prominence. He immediately set a new all-time record for
the 1/4 mile; 183.66 MPH; breaking the previous national record held by,
you guessed it, Don Garlits! A legendary drag racing career had been
launched.

Two years later, Art Malone’s racing life would change again; this time in
a direction that no-one could have predicted!

In 1961, Bill France’s Daytona Speedway announced it would award $10,000 to
the first racer to turn a lap in excess of 180 MPH around the big oval and
a rather strange fellow named Bob Osiecki rose to the challenge. Almost any
type of vehicle was eligible to try for the Big Prize, and Osiecki chose
an old Kurtis Indy roadster formerly used by Ray Nichels as a Firestone
tire test car. The car was equipped with short, stubby wings, presumably to
keep it on the ground(!); a blown Chrysler Hemi was shoe-horned into the
engine bay, and the monster was named, “Mad Dog” (an obvious choice!).

At first, the only driver Osiecki could find to even sit in Mad Dog was
NASCAR vet Larry Frank. And, after a shake-down run in the mid-160MPH
range, Frank reportedly pulled the monster in, jumped from the cockpit as
if it were on fire, and left the pit area; never to return.

Just how Art Malone was next inserted into the cockpit of Mad Dog at
Daytona is unclear but, amazingly, it turned out to be a wise move.
Somehow, Malone was able to tame the beast long enough to claim Mr.
France’s $10,000 prize by turning a lap of 181.561. And, even though the
“Daytona 180MPH Challenge” can only be described as a freak show, many
people in motorsports were paying attention.

One in particular.

Chicago’s Andy Granatelli, auto racing’s version of P.T. Barnum, had
purchased the legendary but unlucky NOVI team in 1961 in an attempt to
finally conquer the Indianapolis 500. During the first two years of NOVI
ownership, the team was unable to even qualify for the “500” as the NOVI’s
rotten luck continued. Finally, by 1963, most of the bugs had been worked
out, and the two newer cars on the team qualified easily for the Race,
driven by Jim Hurtubise and rookie Bobby Unser. The big surprise came when
Granatelli named drag racer and Daytona Speedway record-holder Art Malone
to drive the older, high tail-finned NOVI as a Speedway rookie.

Many were surprised that Malone, with virtually no Indy Car experience
other than Mad Dog at Daytona, was even allowed to take the rookie test at
Indy. But pass the test he did, later qualifying easily for his first
“500”. Sadly, clutch failure on the pace lap prevented Malone from enjoying
his first Speedway experience.

Malone ran a handfull of Indy Car during the summer of 1963, and was again
a member of the NOVI team at Indianapolis in 1964. After qualifying the
overpowered V-8 easily for the “500”, Malone avoided the deadly
Sachs-McDonald crash on lap two and soldiered on to score an eleventh place
finish, which turned out to be the best finish ever recorded for the
Granatelli STP NOVI team.

Art Malone returned to Indianapolis the following two years, but was unable
make the starting field. He qualified for his last Indy Car event Aug. 22,
1965 at Milwaukee.

Following a final unsuccessful attempt to qualify at the Speedway in 1966,
Art slid comfortably back into the world of drag racing. In 1985 and 1986
Malone reunited with buddie and mentor Don Garlits to win the NHRA
Championship and, in 1997, Art Malone was inducted into the Drag Racing
Hall of Fame.

Art Malone was badly injured in an airboat accident several years ago, and
apparently never fully recovered. Even so, it was a real treat and honor to
meet Mr. Malone two years ago when he traveled back to the Indianapolis
Motor Speedway to join more than 100 former Speedway vets on the occasion
of the 100 year anniversary of the first “500”. And, from the twinkle in
his eye that day, it was obvious that Art Malone was more than ready for
his next challenge.

RacingNation Crew

The post Art Malone Bridged The Gap From Drag Strip To Super Speedway appeared first on RacingNation.com.

It seems that most veteran Indianapolis historians have always pointed to the 1960 Race as the benchmark for the “greatest 500 ever run”. That day, Speedway legends Rodger Ward and Jim Rathmann contributed to a record 29 lead changes as they passed and re-passed repeatedly during the final 100 miles, with Rathmann taking the victory after Ward slowed near the end with worn tires. I’m sure that Rodger and Jim were watching Sunday, and would have to agree that 2012 produced the Race for the ages.

When track conditions are at their worst, the truly great racers tend to shine. Whether it’s a wet road race, or a hot, slick oval, true talent becomes obvious when conditions are less than ideal. This fact of motorsports was never more apparent than last Sunday at the Indianapolis Motor Speedway.

Many of us felt that, given the pre-race weather forecast of extreme heat, two time Indy “500” Champion Dario Franchitti would overcome a lackluster qualifying performance and prove to be the guy to beat on Race Day. Some drivers have a special flair for flat oval tracks and, even though Dario’s pre-Indy Car career was a long way from Milwaukee, Nazareth and Indy, he somehow developed the”gift”. But, even the most ardent Franchitti fans had to be stunned as Dario overcame being punted into last place by the ham-handed E.J. Viso during an early pit stop, blasting past most of the field to contend for the lead in less than 100 miles. I saw it with my own eyes, but could hardly believe it.

Along with Franchitti’s virtuoso performance, the hot, slick conditions provided an opportunity for several other true racers to show their stuff. It’s often easy to overlook the talent of great drivers if their equipment isn’t up to par. But, when conditions are crappy, sometimes the real ability of a racer can become apparent. Of course, this can work both ways.

On Sunday, several racers reminded everyone that they can be potential Indy Car stars and challenge the top teams for wins, especially when the going gets tough. The slick track, coupled with the surprisingly competitive new Dallara DW12 chassis provided the necessary canvas for several underdogs to paint themselves a masterpiece.

Are we talking about Takuma Sato here? Oh, hell yes, we are!

The little Formula One veteran from Japan, who actually finished on the podium at the U.S.G.P. at the Indianapolis Motor Speedway road course in 2004, has been a surprise waiting to happen in Indy Car racing for a long time. With slippery conditions and the excellent Rahal-Letterman team behind him, Takuma made moves all day that took your breath away. And, as Franchitti and Sato received the white flag Sunday and screamed into Turn One with everything on the line, it was hard not to recall a similar day 30 years ago, when Gordon Johncock and Rick Mears found themselves in the same position. On that occasion Mears, challenging for the lead and win on the inside heading into Turn One on the last lap, knew that Johncock would rather crash trying for victory than lift, and backed off, accepting second place.

But, Takuma Sato and Rick Mears are two different people.

With no offence intended, the Kamikaze mindset is often hard to defeat. Unfortunately for Sato, he was dealt the toughest oval track driver on the planet to have to try a banzai-move on. Dario Franchitti held his line, and Sato found the fence. But, for those racers and race fans who admire guts and talent, Takuma Sato also found legions of new fans last Sunday.

His day at the Speedway will come.

The extreme conditions on Race Day also allowed several other drivers to remind us of their talent and potential. Early on, last year’s Pole winner Alex Tagliani shot into the top five and ran strongly until problems in the pits forced him from the lead pack. Same for Oriol Servia, who fell off the lead lap early after pit problems. But, when the money was on the line in the final stint, there he was in contention for victory, finally recording a fine fourth place finish. Also, a great oval race was finally run by Justin Wilson, who really seemed to get the hang of Speedway racing last Sunday, running with the leaders when it counted most. Tagliani, Servia and Wilson are three prime examples of racers who arrived at the Speedway later in their careers than they should have, due to the IRL/CART “wars”. Who knows what these three could have accomplished at Indy if they had been able to try the Speedway years earlier.

And then, there’s “TK”.

The people’s choice, Tony Kanaan, almost pulled it off. In contention early, TK faded somewhat during the middle stages of the Race but, on a late restart, there he was; not just in contention, but in the lead! And, if Sato and Franchitti had taken each other out at the end, Tony would have stolen the milk! What a ride he took.

We also shouldn’t overlook the performance of Rubens Barrichello, who mastered the famous oval in the toughest conditions to record a solid run to Rookie of the Year. Rubens should be fun to watch in the coming years.

On the flip side of the coin, there were a few drivers who failed to deliver on this hottest Race Day ever. Mike Conway ran over his pit crew and then, unbelievably, was allowed to re-enter the Race by his A.J. Foyt team with a badly damaged front wing. A lap later, Conway predictably lost it in Turn One, taking himself and contender Will Power out. Also, early leader Marco Andretti overcooked it late in the event trying to make up lost time, and tore up yet another of this Dad’s cars. Finally, Ed Carpenter went from hero to zero in the final stages of the event as he charged impressively into the top five, only to “do a Hildebrand” and spin himself from contention.

I guess the bottom line is this: from where we were sitting for our 56th consecutive “500” high in the Penthouse overlooking Turn One, this was as good as it gets. Being able to witness a classic like this is what keeps us coming back. Having been lucky enough to see the amazing Ward/Rathmann dual so long ago, I always wondered if it would ever be matched, or topped, for sheer excitement.

Guess what? It happened last Sunday.

RacingNation Crew

The post Indy; When It Sizzles! appeared first on RacingNation.com.

In her two previous Speedway appearances, Simona distinguished herself as a true racer. Running for the single car HVM team, the Swiss leadfoot ran strongly among the leaders all day, recording a 14th place finish to lead all the other rookies home. Beyond that; more than a few long-time observers of the sport saw a spark of something special in the young driver. Finally, it seemed, a female racer had appeared at Indy with the “right stuff” to run up front as an equal with the boys (no disrespect to Danica, Sarah, Lynn, Pippa or Janet intended!)

Last year, it became even more obvious that de Silvestro truly had “the eye of the tiger”. A flaming pre-race crash, triggered by a mechanical failure, put her on her head, with burns to her hands that threatened to sideline her for the year. However, when time trials for the 2011 Race concluded, a heavily bandaged Simona had demonstrated her true grit by safely qualifying for her second 500 without further drama. “The weaker sex”, indeed!

Sticking with the HVM single car operation for 2012, it appeared that Simona could reasonably hope for equal equipment in which to showcase her talent, since everyone would be starting with new, unknown cars and engines.

At least in theory.

By the time Bump Day rolled around, all but two of the contracted Lotus teams had bailed, leaving only a pair of unlucky drivers to cope with the huge horsepower disadvantage. Sadly, Simona was in the cockpit of one of them. And, although she qualified with by far the best speed of “Team Lotus”, de Silvestro finds herself in the middle of the last row with a qualifying speed fully twelve MPH slower than the pole speed of 226.481 MPH recorded by Ryan Briscoe’s Chevy-powered Penske entry.

One of the things that has always set auto racing apart from most other sports is that, without proper equipment, the world’s greatest race driver will never be able to show his/her talent. These days, if the race car is a slug, pure driving talent is never enough to overcome the car’s shortcomings. This Sunday, through an unfortunate set of circumstances, Simona de Silvestro finds herself in the hopeless position of being relegated to the position of being a backmarker.

One thing is certain; when the green flag drops on Race Day, Simona will be wide open, running the Nuclear HVM-Lotus as fast as it will go for as long as it will go. Even if she gets lapped a dozen times, the car is going to get the ride of it’s life.

No matter what the outcome of the 2012 Indianapolis 500, don’t forget about Simona de Silvestro, because she’s a winner. You can see it.

You can see it in her eyes.

RacingNation Crew

The post Simona de Silverstro Shows Her Stuff On Bump Day At Indy appeared first on RacingNation.com.

Most long time Indy 500 followers are familiar with the amazing saga of Herk’s rookie year at the Speedway in 1960. On the third day of time trials that year, the almost unknown 27 year old newcomer from North Tonawanda, NY set the motorsports world on it’s collective ear by shattering the existing track record by nearly three MPH, almost breaking the long-sought 150 MPH barrier in the process. Even pole winner Eddie Sachs, who had set a new track record the previous weekend, was suitably impressed.

During practice prior to time trails, Jim Hurtubise lost control of the Demler Special and crashed coming off turn one. [Photo courtesy IMS]

“Boy, I would have probably been mad if you had broken my record by just a little bit, but you smashed it all to pieces, and I’m glad I was here to see it!”, exclaimed the always excitable Sachs.

Herk’s Speedway legend was born that day, and continued to grow through the years as he tried to accomplish his goal of an Indy 500 victory. Sadly, he was never able to accomplish his life’s mission but, never the less, he was extremely successful in creating countless endearing memories for several generations of Indy 500 fans.

Such was the case in Herk’s third attempt at the Speedway in 1962.

The previous year, driving for New York neighbor Norm Demler, Hurtubise had been a serious contender; qualifying on the front row and leading the opening 35 laps of the 1961 “500” before the Offy blew up just past the 100 mile mark. In 1962, Herk was entered in the same car, and the team’s confidence was high. But, as would happen so often as his Indy career rolled on, bad luck would prevent Herk from realizing his dream.

A few days before time trials began, Herk lost control of the Demler Special while attempting to match his previous years speed, crashing coming off turn one. Damage to the car was repaired, but the team was unable to regain the form needed for a successful qualifying attempt, and the Demler Special found the wall for a second time. After breaking the track record only two years previously, Herk suddenly found himself in danger of not even making the Race!

As Bump Day arrived, Jim Hurtubise found himself on the outside looking in. Demler put together a last-minute deal to purchase the Joe Hunt Magneto Watson-Offy, but Herk was unable to get comfortable in the new ride after tweaking the car for most of the day. With only an hour or so left before the final gun would end time trials for the year, Hurtubise was wandering down the row of cars lined up to make last-minute qualification attempts, hoping to find a magic combination.

One of the available cars was considered an “old nail”. It had been a new Watson-Trevis Offy four years previously, when the very brave Dick Rathmann had won the Pole Position with it, only to be swept up in the huge first lap crash that had cost popular Hoosier Pat O’Conner his life. By 1962 the car was no longer considered to be a contender. Several other drivers, including veterans Chuck Weyant and Bill Cheesebourg, had tried and abandoned the Old Girl during the month. But now, with time running out, Jim Hurtubise was just about out of options.

Jumping in the cockpit for the very first time prior to a do-or-die last minute attempt, Herk had only two question for his new crew:

Question One: “What gear are you guys running in this thing?”

Question Two: “Anybody have a block of wood I can tape to my right foot? I can’t reach the throttle!”

Even now, 50 years later, it’s hard to believe that Jim Hurtubise actually slammed the old Jim Robbins car into the 1962 Indy 500 starting field, bumping Ronnie Duman at a speed that would have made the fifth row had he done it earlier! Once again, Herk had proven himself to be something very special at the Old Brickyard.

Happily walking out of the Speedway when qualifications ended a few minutes later, I can still remember an ice cream vendor, who had obviously been paying attention to the events of the day, hawking his products:

“Get your ice-cold HURTUBISE milkshakes here: the bravest milkshake at the Speedway!”

You KNOW I bought one!

RacingNation Crew

The post The Legendary Jim Hurtubise Provided Thrills On Bump Day; 1962 appeared first on RacingNation.com.

A few days ago, it was announced that a turbocharger boost increase of 10 inches (from the normal 130 kPa to 140 kPa) would be allowed beginning Fast Friday, May 18 through qualifying weekend. Thus, with the meer turn of a screw, approximately 50 horsepower will be added to the Honda, Chevy and Lotus turbocharged powerplants. This should result in a gain of several MPH per lap over any speed attained in practice prior to Friday.

The good news: with this adjustment, it’s possible that the new ‘Batmobiles’ may possibly be able to challenge Alex Tagliani’s 2011 Pole speed of over 227 MPH. This would add credibility to the new Dallara DW12 and, hopefully excitement would be ramped-up for Time Trials. And, of course, this is the main goal.

The bad news: by not allowing the the teams the opportunity to run the increased boost all week, the drivers may not have time to fully utilize the extra power. It could, in fact, add an unexpected element of danger, with more power and not much time to work with it. Further, the speeds attained during the first six days of practice become virtually meaningless.

One of the gray-beard fans I spoke to Opening Day summed it up rather well. “Guess there’s no point going out to the Speedway to watch practice until Fast Friday; no “hot laps” until then”, he growled. Indeed.

On one hand, you have to give credit to the IndyCar and Speedway officials for attempting to instill buzz and excitement for Qualifications, especially with IndyCar fighting for it’s place in the motorsports world. A few years ago, changes were made in time trial procedures, including the implementing of the “Fast Nine Shoot-Out”, as well as almost unlimited bumping among the qualifiers. Many of these changes to Pole and Bump days have been well received, and have helped create a much-needed new excitement.

On the other hand, adding horsepower only for Fast Friday and Time Trials seems artificial and contrived; especially considering that the teams will have to “dial back” the boost 10 inches for the Race itself.

If one of the goals is to increase interest and attendance during not only Time Trials and the Race, but practice days as well, this may not be the way to do it.

We’ll see.

RacingNation Crew

The post New Batmobile Struggles To Reach 220 At Indy, But Help Is On The Way appeared first on RacingNation.com.