Book Review: The British At Indianapolis by Ian Wagstaff

When you think of the British at the Indianapolis Motor Speedway, what or who comes to mind? Perhaps Dan Wheldon, Jim Clark, or Graham Hill? Or the British invasion of racing cars including Lola, Lotus, McLaren or Penske? What about engine manufacturers including Ilmor and Cosworth? All of these and more have left their mark on the Indianapolis 500 and other races held at the fabled track.

It all began with Hughie Hughes who raced at the Speedway in 1910 for Indianapolis manufacturer Parry Auto Company. The next year, he finished twelfth in the very first Indianapolis 500 in a Mercer. In 1912, he finished third. British citizen Dario Resta came along in 1915 in a Peugeot where he finished second and in 1916 where he won. Resta was born in Italy. As a youngster, his family moved to England but later moved to the United States and became a U. S. citizen.

There was little involvement in the Indianapolis 500 between World War I and II. With the resumption of racing, George Robson, who later became an American citizen, won the 1946 Indianapolis 500. The invasion of British drivers began in the 1960s with Jim Clark winning the 1965 Indianapolis 500 followed a year later by Graham Hill standing atop the podium. Dan Wheldon won the race in 2005. Jackie Stewart and Nigel Mansell were among the thirty-five racers with a British heritage who either practiced for or raced in the Indianapolis 500.

Except for before World War I, the Indianapolis 500 was very much a product of America. In the 1920s, Miller and Offenhauser powered cars dominated the race. That changed in the 1970s when Cosworth introduced the rear engine car which made the Offenhauser obsolete. A car equipped with a Cosworth engine won the race for ten consecutive years beginning in 1978 through 1987. Ilmor took over the mantle from Cosworth and won six consecutive Indianapolis 500s beginning in 1988 through 1994. A second streak began in 2006 through 2010. Ilmor had other victories at Indianapolis although the engines were badged as Mercedes-Benz, Chevrolets and beginning in 2006 Honda. In all, a car powered by an engine developed at Ilmor won the Indianapolis 500 thirteen times.

A British-built chassis, Sunbeam, was at the Speedway in 1913 through 1916 and again briefly in 1921. Just like the engine manufacturers, the British chassis constructors began in the early 1960s which began the rear-engine invasion. Cooper was at Indianapolis in 1961 followed by Lotus which won in 1965 with Jimmy Clark at the wheel, Brabham, Lola in 1966 with Graham Hill as pilot, in 1978 with Al Unser, Jr. powered by a Cosworth engine, McLaren won the race in 1972 with Mark Donohue, in 1974 and 1976 with Johnny Rutherford. Team Penske won with a Penske chassis in 1979 and 1991 (Rick Mears), 1981 (Bobby Unser), 1989 (Emerson Fittipaldi driving for Patrick Racing,), 1993 (Emerson Fittipaldi driving for Team Penske, and 1994 (Al Unser, Jr). 

The book delves into great detail not only about British participation in the Indianapolis 500 but also other racing events at the Speedway including the Indy Light series, MotoGP (motorcycles), the Indy Pro Series Freedom 100, and the U.S. Grand Prix.

What I enjoyed about the book was getting the British perspective on the drivers, the engines, and the cars. Ian Wagstaff provides background information on all the participants—not only the drivers but also some of the mechanics and others behind the scenes which helped to make chassis and engines developed primarily in Oxfordshire, England, such a dominant force in IMS history. The Brits have every reason to be proud of their contributions to auto racing in not only the United States but also in other forms of racing including Formula One. 

***

I received an email from Paul Scheuring in response to last week’s post about the controversial conclusion of the 1981 Indianapolis 500. Paul wrote, “As a working sports reporter at the time, I was at USAC HQ for the "verdict." Bill Marvel, who called the media together for the announcement, told us before the announcement that no reporters would be allowed in the office after the announcement.  But no sooner had he delivered the rod, than I literally jumped a partition, grabbed one of the Club's phones, and was first in Indianapolis to get the announcement on the air (WIFE)! A fun day! “