Jimmy Bryan 150

Phoenix International Raceway, 28 Mar 1970

Notes on the cars:

1. Colt-Lola 70 (Al Unser): As well as his new 1970 Colt, Al Unser had two other similar cars available to him for the 1970 season, one for one-mile paved ovals such as Phoenix, Trenton, Milwaukee and Langhorne, and one for the road races at Sears Point, Continental Divide and Indianapolis Raceway Park. Photographs show that Unser used the same car on all the one-mile ovals and at Michigan, and that this was not his new 1970 Colt and was not his road-racing car, which has been identified as the team's remaining Lola T150. This extra "mile car" appears to have been built on a new Lola monocoque, presumably the same tub that was acquired so that it could be copied to create the 1970 Colts. According to press reports, this "Colt" was new for the Jimmy Bryan 150 at Phoenix in March 1970. He used it at eight races in 1970, winning three. This car was then raced by Joe Leonard in the early races of 1971, and is likely to be the car driven by Leonard at Milwaukee in June 1971, described in press reports as "Al [Unser]'s '70 backup car". Subsequent history unresolved.
2. Eagle 67 [210] (Bobby Unser): Sold to the Jud Phillips half of the Leader Card team, fitted with a Ford V8 and entered for Bobby Unser as the #6 Rislone car from the start of the 1967 season. In 1968, this car was used by Unser on ovals, helping Unser to the USAC title, together with a second 1967 Eagle used for road racing and a 1968 Eagle with which he won the Indy 500. Retained again for 1969, but only raced Unser at Dover Downs. However, after his other 1967 Eagle was wrecked, this original car was used by Unser on ovals in 1970, with the 1968 Eagle being used on road courses. Unser and Phillips both left Leader Card Racers later in 1970, and their equipment was transferred to the AJ Watson half of the Leader Card team. The 1967 Eagle was raced by Watson's driver Mike Mosley to win at Trenton in April 1971, and by George Snider at five later races. At some point, this car was damaged, and the unrepaired monocoque was given by Watson to Bentley Warren, who was racing the ex-Michner 1967 Eagle. It was still unrepaired when bought from Warren by consortium "Eagle Partners" who restored the ex-Unser car and sold it in July 2005 to Aaron Lewis (Cessnock, NSW, Australia). Sold by Aaron in 2014 to Scott Borchetta (Nashville, TN), the founder of Big Machine Records, who ran it in the vintage event at Indianapolis in May 2015.
3. Mongoose 70 (Lloyd Ruby): One of two new cars built by the Gene White team for 1970, both of which were raced by Lloyd Ruby during the season. The #12 car appeared at the start of the season and won at Trenton in April. Ruby was the fastest car in practice at Indy on several days in early May in this car before the #25 sister car appeared. Ruby started his qualifying run in this car and was averaging over 168 mph when the engine blew up on the final lap. After another abortive attempt in the #12 car he moved to the #25 car and qualified that instead. According to Hungness, the 1970 #12 was back at the Indy 500 in 1971, again numbered #12. However, a total of four 1970-type Mongoose chassis were built so how this particular car was used in other races is unknown. Three of these cars were acquired by Robert B. McConnell (Urbana, OH) and this #12 car remains in his collection in unrestored condition in 2014.
4. Coyote 69? ['69-1'?] (AJ Foyt): New for AJ Foyt at the 1969 Indy 500 as Ansted-Thompson Racing's #6 Sheraton-Thompson entry. Foyt qualified on pole position and finsihed eighth. Photographs indicate that he raced the car at Milwaukee in June, Trenton in July, Dover Downs in August 1969, Trenton in September, and Phoenix in November. He used a 1968 Coyote on short tracks and road courses that season. In 1970, this may well have been Foyt's early-season car. It was then driven by George Snider at Indy in 1970 as the #84 Sheraton-Thompson entry. Later in the season it was Foyt's road racing car at Continental Divide (probably) and at IRP in July, and the car he used at Milwaukee in August, when it had acquired an extra fuel tank on the left side. Assumed to be the car he drove at Phoenix in November. During this time it also had different fuel fillers to the other Coyotes. In 1971, it was used by Foyt at Phoenix in March, and was then Donnie Allison's #83 Purolator entry at the Indy 500 and presumably the #83 he drove a week later at Milwaukee. Its last observed outing with the team was as Foyt's car at Milwaukee in August 1971. For 1972, the car was sold to Lee Brayton (Coldwater, MI) and was the blue #61 Eisenhour Racing Coyote that he crashed during practice on 11 May. It was replaced by a 1970 Coyote and was not rebuilt. Brayton kept the damaged car in storage for many years until it was reported to have been sold some time around 2008. In 2016, it emerged that Bob Donahue (Indianapolis, IN) was the new owner.
5. Watson 67 (Mike Mosley): Pedro Rodriguez had a new #90 Watson-Ford for the 1967 Indy 500 but was bumped. After Rodriguez returned to F1, the new car was raced by Jim Hurtubise, Jim McElreath and Chuck Parsons later that season, an old '66 car only being used a few times. Watson built a new car with an turbo Offy engine for 1968, but the older Ford-engined car was used at most races in 1968, driven by George Snider, Chuck Hulse (in practice for the Indy 500), Mike Mosley, Bud Tingelstad, Bobby Unser and Lothar Motschenbacher. As the last of the Ford-engined cars, it was used primarily on road courses in 1968. Although a further car was built for 1969, the old '67 car was used on road courses with a Chevrolet engine. AJ Watson started running a 1968 Eagle in 1970, but continued to use the 1967 car for Mike Mosley on short tracks, now updated to a turbo Offy engine. It was not seen during 1971, but was sold for 1972 to Joe Tetz (Middletown, NY), who ran it in a few USAC events in 1972 and 1973 with a Chevrolet engine. The next time it is seen with any certainty is when owned by Cyrus Clark (Katonah, NY) in 1987/88, when it was in F5000 configuration with a small block Chevy engine. Clark advertised in Hemmings in June 1988 as the 1967 ex-Rodriguez car and the wings, tanks, nose, rollbar fairing, paint scheme and exhaust headers all matched the car driven by Joe Tetz in 1972. Sold by Clark to Larry Less (San Francisco, CA) and retained by him for many years.
6. Gerhardt 67 (Jim McElreath): The Caves Buick team acquired a backup car in time for the 1968 Indy 500 that was described as a "twin" to their 1967 car. After Bob Hurt crashed the primary car during practice, it is assumed that Sammy Sessions drove this "twin" thereafter as the #14 Caves Buick entry. In 1969, Jigger Sirois took over the Caves drive and his car was described as a 1967 Gerhardt and also as "last year's car" at the start of the season, but his car had outboard springs at the Indy 500, a 1968/69 modification, whereas both cars at the 1968 Indy 500 had had inboard springs. Sirois was called off by Caves during his qualifying run when he would, with hindsight, have taken pole. Bob Harkey and Jim McElreath took over the drive later in 1969. At Trenton in July 1969, the team had a brand new Gerhardt wedge which implies the early 1969 car was their 1968 car carried over. A photo of the #14 car at Indy in 1969 (Hungness p37) matches the team's backup #53 car at Indy in 1970. The car was last seen at Langhorne in June 1970 when it was very badly damaged by fire after it was crashed by Sammy Sessions. Caves, who was then very unwell, said he doubted he'd repair it as it was "getting too bruised to be competitive".
7. Epperly 69 roadster (George Snider): One of the very last front-engined cars built for Indianapolis, the #89 Maxson Special was built by Quin Epperly (Gardena, CA) who had helped fabricate the George Salih laydown roadster with which Sam Hanks and Jimmy Bryan won the 1957 and 1958 Indy 500s. The car was described as being of monocoque construction with the engine to the left of the driver's legs. Rear suspension followed De Dion principles, the engine was of course a turbo Offy, and a Hewland transmission was used. It was commissioned by Darwin Maxson (Downey, CA), who entered it at the 1969 Indy 500 for short track racer George Benson (Campbell, CA) to drive, but the car was completed too late for Benson to start his rookie test. Benson gave it its race debut at Milwaukee a week later, and Bruce Walkup took it to a surprisingly competent eighth place at Phoenix in November. George Snider bettered that with a seventh place finish, again at Phoenix, in March 1970. The car was present at the Ontario Motor Speedway in September 1970 for Denny Zimmerman to drive, but he failed to pass his refresher test, and the Maxson Spl remained unused. It appeared in Racing Pictorial's review of the March 1971 Phoenix event, but was not mentioned in the results. Subsequent history unknown.
8. Gerhardt 66 (Steve Krisiloff): Having run a 1966 Gerhardt in 1967, Ken Brenn (Warren, NJ) acquired a replacement Gerhardt with 255ci Ford V8 engine for the 1968 season, and ran it for Bob Harkey at the Indy 500 as the #88 entry, where he was bumped. This car has been described as a 1967 Gerhardt, but Simmo Iskül's analysis shows it was built to a 1966 pattern and The Indy Star called it a 1966 car in 1970. It was driven later in the 1968 season by Bruce Walkup. It was then sold to Mike Krisiloff's American Racing Associates (Lake Hiawatha, NJ) and run for his son Steve Krisiloff backed by VTM Finishing. The Gerhardt ran as #112 in 1969 and #92 in 1970. At Indy in 1970, Hungness notes that it has an underpowered non-turbo Ford, given as a 225 ci in press reports. It last appeared at Michigan International Speedway in July 1970, after which it was reported that it had been stolen from the Holiday Inn at New Stanton, PA, while on its way back to New Jersey. Subsequent history unknown but reported to have been parted out.
9. Halibrand Shrike 65 (Karl Busson): Max Dudley's 1968 car was identified by Phil Harms as a Gerhardt but a photograph in Dick Wallen's Roar From the Sixties clearly shows a Halibrand Shrike. Bob Cavanagh shared a shop with Dudley in this period and bought the Shrike after Dudley bought a 'new' Gerhardt. Dudley had bought it from AAR, making it a '65 Shrike, and its bulkier nose cone supports its AAR origins. Cavanagh then ran the car for Karl Busson from late 1969 to the end of 1971 and Bob confirms that it is the car that Harms identifies as a Gerhardt again in 1971. This is presumably also the "Halibrand Shrike" that Dudley drove at the USAC Seattle race in 1971.
10. Eagle 66 (Wally Dallenbach): A customer car sold to Lindsey Hopkins and entered for the 1966 Indy 500 for Roger McCluskey to drive as the #8 G. C. Murphy car. Also raced by McCluskey for the rest of 1966 then McCluskey's backup #72 entry in 1967. Hopkins bought a new 1967 Eagle for McCluskey in 1967 and he used the newer car at the Indy 500, but used the 1966 car at Milwaukee in June, at Mosport Park in July, and at Riverside in November. The 1966 car was also raced Hanford and Phoenix early in 1968 but it was badly damaged at the latter race, and was not seen again until Phoenix in November and Riverside two weeks later, where AJ Foyt relieved McCluskey for part of the race. Wally Dallenbach took over as Hopkins' driver in 1969 and Hopkins' stable of four Eagles was reorganised. The 1966 car was raced by Dallenbach at Phoenix and Hanford at the start of 1969, was his backup at the Indy 500, and was then fitted with a Chevrolet engine for road races at Continental Divide and Indianapolis Raceway Park. After Dallenbach's usual primary car was heavily damaged at Dover Downs, the 1966 car, now nicknamed "Old Clyde", was his usual car in late 1969 and early 1970. He continued with "Old Clyde" during the 1970 season after the team's new Kuzma chassis proved too slow, and was last seen at Phoenix in November 1970. It was then retired but may have remained in Dallenbach's part of the Hopkins operation when Duane Glasgow (Hasting, MI) became his chief mechanic for the 1971 season. Glasgow remained with Hopkins until he retired from the sport in 1974, and he sold the 1966 Eagle and the two newer 1972 Eagles he'd been running to Fred Fuhr (Hastings, MI). Fuhr sold the 1966 car in 1979 to Bob Ames (Portland, OR), who sold it in about 1986 to Wally Dallenbach. Paul Dallenbach drove the car to Indianapolis in 1987 to be restored by Wayne Leary, and an article on the restoration in Open Wheel (December 1989 p66) referred to it as the 1966 McCluskey car. It later spent many years on display in the lobby of Unser Karting (Denver, CO). In late 2018 or early 2019, it was reported that the car had been sold to Chris MacAllister (Indianapolis, IN).
11. Gerhardt 69 (Art Pollard): A Gerhardt wedge built for Grant King's STP-backed team for the 1969 season and raced by Art Pollard at the start of the season as the #20 STP Oil Treatment entry. Became the #57 at the Indy 500 where it was raced by Carl Williams. Won at Milwaukee in June in Pollard's hands. Fitted with a Plymouth stock block engine for road races and won again at Dover Downs in August. Retained for 1970 as part of Pollard's team and raced by Pollard as the #10 at Phoenix and by Greg Weld as the #93 at the Indy 500. Sold by Pollard later in the year to Roy 'Shorty' Emrich (Manchester, PA) who fitted a Chevrolet engine and ran it for local sprint car star Bobby Allen at Phoenix in November 1970. Emrich also ran the car a few times in 1971, and it appeared at Trenton in April 1972 for Dick Tobias, but failed to start . Later restored by Bill Smith and reunited with the Plymouth engine in the late 1980s when Smith persuaded Vince Granatelli to part with it. Was on display at the Eddie Evans Car Museum (Bedford, Indiana) around 2000. On display at the Museum of American Speed in Lincoln, NE in 2012.
12. Gerhardt 66? (Jerry Karl): ARDC midget owner Ken Brenn Sr (Warren, NJ) ran a #57 Gerhardt for Bob Harkey in 1967 (also driven by Lothar Motschenbacher at Phoenix) and then ran a #88 Gerhardt in 1968 for a variety of drivers. According to Gary Mondschein, these were two different cars, the first being a '66 car and the second a '67 car, and Brenn told him both cars came from Goodyear and were unraced. Simmo Iskül's analysis supports them being two different cars, but shows that both were 1966 Gerhardts. Brenn's 1967 car went to Bulldog Stables for 1968 and would be the #36 Gerhardt-Chev run on the USAC trail in 1968 and the #68 in 1969 for drivers such as Gene Bergin, Bob Harkey and Denny Zimmerman. It was joined by a Gerhardt-Offy towards the end of 1968 and the team ran both cars a few times early in 1969. The ex-Brenn #68 then reappears as Jerry Karl's Trackstar Helmet entry (photos in the Hungness yearbook 1969 p41 and 1970 p103 show the car almost unchanged) becoming his #52 entry in 1970 and presumably his #102 Winters Transmission entry in 1971. It was then sold to Geoff Bodine who added a roll-cage and set it up as a Super-Modified and raced it at Oswego Speedway (near Syracuse, NY) in 1972, taking a fourth place finish in a race on 3 June 1972. The car was later in the collection of Bob McConnell (Urbana, OH), still unrestored in Bodine's colours. Sold to Gary Mondschein in 2011 and was being restored in 2014 by Walt Goodwin.
13. Hawk III (68) (Mario Andretti): A second 1968 Hawk built for Mario Andretti to use in road racing events in 1968. This is presumably the car used by Andretti at Mosport Park, Continental Divide, Indianapolis Raceway Park, Mont-Tremblant and Riverside during 1968. Became part of the STP team for 1969, and likely to have been Andretti's #64 backup car at the 1969 Indy 500. Probably used at Langhorne in June, then likely to be the road racing car again used at Continental Divide and Indianapolis Raceway Park. After the oval racing sister car was wrecked at Dover Downs in August, the road racing car was used on oval tracks as well, and was raced by Andretti at Brainerd, Trenton, Seattle, Phoenix and Riverside. Retained for 1970 and used by Andretti at the beginning of the season, then by Follmer at the 1970 Indy 500, although it was reported at the time to be Andretti's 1969 Indy 500 car. Later in the season, Andretti drove it at Langhorne and at Michigan, where he crashed. Repaired and raced by Andretti at Milwaukee in August, by Follmer at Ontario, then by STP's No 2 driver Steve Krisiloff at Trenton in October, at Phoenix in November, and at Trenton again in April 1971, where he crashed it. The car was repaired for exhibition purposes and was later acquired by the Indianapolis Motor Speedway Museum, where it is displayed as a replica of Andretti Indy 500 winner.
14. Huffaker 66 (Ned Spath): New to Gordon Van Liew's Vita-Fresh Orange Juice team (Houston, TX) as the #11 entry for Chuck Stevenson, first appearing at the Indy 500. Stevenson's car was initially fitted with a normally aspirated Offy, but after engine problems on both his car and that of teammate Bobby Unser's, Stevenson's #11 Huffaker was fitted with a turbo Offy by chief mechanic Roy Reed. Just a day later, Unser took over the #11 for the last qualifying session and qualified for the race, leaving Stevenson to unsuccessfully attempt to qualify the supercharged #7. In mid-June, the #7 was destroyed in a towing accident, leaving Bobby Unser with only the #11 car. Unser left Van Liew's team part way through practice at Atlanta later that month, saying he did not trust the Huffaker. Joe Leonard drove the #11 at Atlanta, then Larry Dickson was employed by Van Liew for the rest of the season. He preferred the new Gerhardt that Van Liew had bought, and the Huffaker was driven later in the season by Sammy Sessions and Ronnie Duman. Van Liew then bought a Lotus 38 for 1967, and the Huffaker was not used again. It was next seen in 1969, when it was raced by Ned Spath in CRA and USAC events, fitted with a Chevrolet V8 engine and entered as the #95 Topaz Equipment Spl by car owner Carl Alleman (Redondo Beach, CA). The car was first mentioned as an entry for Spath in JC Agajanian's CRA Open Competition event at Hanford on 9 Feb 1969, when it was described as the car in which Unser finished eighth at the Indy 500, and was said to be Spath's first outing in a rear-engined car. The car was also backed by Alleman's company Alcast Foundry. Photographs confirm that the car was a 1966 model. Spath continued to use the car in 1970 when the car was identified as being part of Pat O'Reilly's Minnesota Serendipity team, still supported by Topaz Equipment, and appeared at least once in 1971 when he failed to qualify at Phoenix in March. The car was next mentioned in early 1972 when USAC News reported that it had been fitted with a "Turbo-Dome" rotary engine designed by Roger and Randall Hanson (Los Angeles, CA) with the intention of appearing in the USAC championship. Subsequent history unknown.
15. Gerhardt (Darrell Dockery): Acquired from Fred Gerhardt by Darrell Dockery (Phoenix, AZ) as an unfinished monocoque, and built up by Dockery's chief mechanic Larry Burton at the Gerhardt race shop in Fresno, CA, using parts that were "lying around". Burton recalled that the tub had been intended for a turbo Offy engine, so Burton modified it to fit a Chevrolet V8 engine. However, photographs of the car in later life indicate that it was intended for a Ford engine, and is similar in construction to a 1967 Gerhardt. Like the 1969 Gerhardts, it had outboard front suspension. Dockery appeared in the #62 Gerhardt-Chev on a number of occasions in 1970, generally failing to qualify or going out with an oil leak. The 1970 Indy 500 entry list gives the engine as a 312 ci V8, but Burton recalls fitting a Ford quad cam engine during practice. The car was put to one side until 1976, when it was acquired by veteran Super-Modified class driver Lloyd Beard (Los Banos, CA), a distant cousin of Dockery, and his sponsor Dave Buchanen. He first raced the Gerhardt in May 1976 in Open Competition racing at Clovis Speedway in northern California. Despite the car's unreliability, Beard led an Open Competition race at San Jose Speedway in August 1977, and led again at San Jose two weeks later. Beard was killed in a sprint car accident at Calistoga on 27 October 1979, and the Gerhardt was sold off to Bob Beck. Subsequent history unknown.
16. Gerhardt 68 (Bruce Walkup): A new 1968 Gerhardt built for Mel Kenyon after his City of Lebanon 1967 Gerhardt was wrecked at Milwaukee in June 1968. This car had the same overall shape as the early-season 1968 cars but had outboard front suspension. Entered as the #15 in 1968, becoming #9 Krohne Grain Transport Spl at the 1969 Indy 500 where Kenyon finished in a fine fourth place. Driven by Sonny Ates as the #59 at Trenton later that year and by Kenyon at both Milwaukee races. This car then became Joseph B. Hunt's #99 'Joe Hunt Magneto Spl' from the start of 1970. Denny Zimmerman failed to qualify it for the 1970 Indy 500 but Bob Harkey put it in the 1971 Indy 500. It was then replaced by an ex-Bettenhausen 1968 Gerhardt, but may have continued in use as a short track car. Hunt died in June 1985, and about a year later both Gerhardts were sold by his widow Mary to Jack Thompson (Doylestown, PA).
17. Gerhardt 69 (Gary Bettenhausen): After the Gerhardt team's first '69 car was wrecked at Milwaukee in June, a new (or extensively rebuilt) car was built to the same design in time for Gary Bettenhausen to race at Milwaukee in August. It is assumed that he drove this car at all races later that season except Riverside, and photographs suggest that this was the car Bettenhausen raced at Phoenix in March 1970. Two new 1970 cars were produced in time for the Indy 500, but the distinctive 1969 car was raced by Bettenhausen at Langhorne in June, at Michigan in July, where he won, and at Milwaukee in August. It was then the #78 entry for Billy Vukovich at Ontario in September, where he failed to qualify, and for Merle Bettenhausen at Phoenix in November, where he also failed to qualify. Further photographs may reveal that it was used at other races. It does not appear to have been used by the Gerhardt team in 1971 or 1972. Subsequent history unknown.
18. Gerhardt 68 (Gordon Johncock): Gordon Johncock had two new 1968 Gerhardts in time for the 1968 Indy 500, but the second one appears to have had very little use that season as Johncock acquired an Eagle for road races. This backup was used for a couple of races in early 1969, but its usage thereafter is unclear. It is assumed it was the short track car. One of Johncock's two turbo Offy cars was destroyed in a fire during the Jimmy Bryan 150 at Phoenix in March 1970. As his 1970 Indy 500 car was the same one he had raced in 1968, the car destroyed must have been this backup.
19. Gerhardt 65 (Bruce Jacobi): Ernest L. Ruiz (Modesto, CA) bought a new Gerhardt for 1965 and ran it as the #65 Travelon Trailer car. It was fitted with a 252 ci Offenhauser engine and Ernie Ruiz continued to run it in this form until 1971, although it may well have acquired a turbocharger by the end of this period. Dennis Johansen recalls the car being very heavily damaged at Phoenix in March 1970 when Johnny Anderson triggered a six-car accident while trying to avoid a spinning Nick Dioguardi. However, the car seen in pictures on track at the Speedway in the 1971 Hungness Yearbook appears to be a pre-66 car, so it must have survived. Unknown after Indianapolis May 1971 until June 2015, when a car restored in the #65 Travelon Trailer livery was on display at Brands Hatch's American SpeedFest III. This car then run by Robin Ward at the Goodwood Festival of Speed a month later.
20. Gilbert 68 ['1'] (Bill Simpson): The #28 Gilbert was the first Gilbert to appear in 1968 and was raced by George Follmer in the early races of that season as George R. Bryant's #28 entry. Follmer took over the sister #41 car at the Indy 500 and the #28 was run in practice by Rick Muther but crashed. After Bryant died in June 1968, the #28 reappeared at the end of 1968 when it was raced by Bill Simpson (Los Angeles, CA) at Riverside in December as his #28 Simpson Safety Equipment entry. Retained by Simpson for the 1969 season when it was fitted with a Chevrolet engine and used in both USAC and SCCA Formula A races. Raced regularly by Simpson again in 1970 as the #28 Carborundum-Kynol car in Indy races and last seen at Milwaukee in August. Sold in mid-1970 to Chuck Elliot (Playa del Rey, CA) who prepared it for Bruce Eglinton to drive at the Riverside USAC race. The car did not appear, but Elliott later used it in local SCCA Regional Formula A races. Advertised by Charles W. Elliott (Manhattan Beach, CA) as a "Gilbert-Brabham" in December 1974. Sold to Art Evans in 1985 and raced in vintage events from 1985 to 1987 by drivers including Jack Brabham and Rodger Ward. Evans started a restoration in 2001 but that stalled until the car was bought by Tim Kuchel (Adelaide, Australia) in 2005. It was then restored by Greg Mobbs in Adelaide. Sold in September 2016 to Steve Francis (New Milford, CT) and shipped to the US.
21. Vollstedt 67 ['A'] (Dick Simon): New for 1967 and run by Vollstedt Enterprises as the #17 Bryant Heating & Cooling Spl in 1967 and 1968 with a 255 ci Ford quad cam engine. Appeared at Indy in 1969, now with a turbo Ford but still as the #17 Bryant Heating & Cooling Spl. Dick Simon raced this car for the Vollstedt team at a few races late 1969 as the All Seasons Sports car and then acquired the car, which became his #44 entry in 1970 and then his #44 TraveLodge Sleeper backup in 1971. Retained as part of Simon's stable until the end of 1975 when it was sold to Art Sugai (Ontario, OR) and became his #90 Eastside Café entry for Frank Weiss in 1976. Sold in 1978 to Tom Black (Portland, OR) and Bob Ames and restored by them as the #21 ex-Jim Clark car after being incorrectly identified as that car by Rolla Vollstedt. Then to Don Mack and Hank Albers in 1979 and sold a year later via Eoin Young to Peter Briggs and put on display in his York Motor Museum in Western Australia. Offered for sale by Bonhams at Quail Lodge in August 2009 at which point it was correctly identified as the #17 car. Sold to Greg Smith in 2010.
22. Philipp 64 (Larry Cannon): This car was originally built by Bob "Rocky" Phillip in Culver City, CA as the Rose Trucking Co.'s #10 rear-engined Offy entry for the 1964 Indy 500 to be driven by Ebb Rose. It was used in practice by Johnny Rutherford, running as a Racing Associates entry, but no attempt was made to qualify it. It was raced by Rutherford at Sacramento in October with a Chevrolet engine and then again at Phoenix (as the #24) at the start of 1965 with an Offy again. Rose drove it in practice for the 1965 Indy 500 where it was the #79 but crashed during practice. What happened next is unknown, but an article in the Decatur Daily Review in April 1970 revealed that the car had been bought by Richard 'Unk' Blacker (Champaign, IL) and repaired. Blacker then fitted a Chevrolet engine and entered it for Super-Modified class driver Larry 'Boom Boom' Cannon (Danville, IL) in 1970 Indy racing as the #47 Autotron Photoelectric 'Blacker-Chevrolet'. After two failures to start a race early in the 1970 season, Cannon then crashed the car during practice for the Indy 500. He qualified for a couple of short track events later in 1970, and then joined the trip out to Argentina for the Rafaela race in early 1971. After two more failures to qualify later in 1971, the car was not seen again. Blacker, a former owner of Unk's Tavern in Champaign, died in 2002, aged 82. Cannon died in 1995. Nothing more is known of the history of their car.
23. Scorpion 70 ['1'] (Roger McCluskey): Clint Brawner's original Scorpion was driven by Roger McCluskey at Indy in 1970 and was the #64 backup car for Art Pollard at the 1971 Indy 500 (Hungness 1971). In between these races, it is hard to speculate to its history as Brawner had a second Scorpion for Pollard to drive alongside McCluskey at the 1970 California 500 and then Pollard wrecked a Scorpion at Phoenix at the start of 1971. Jimmy Caruthers had driven the #64 car in practice for the 1971 Indy 500 and it is presumed that this is the same car he ran as the #64 second car at Milwaukee and Pocono.

Sources

Note that the identification of individual cars in these results is based on the material presented elsewhere in this site and may in some cases contradict the organisers' published results.

The foundation for this research is the work done by the late Phil Harms collating the results of all AAA, USAC and CART races, including the period covered here. His data was refined by Michael Ferner who added more information before making it available to OldRacingCars.com. Since the start of the USAC project on OldRacingCars.com in 2004, a wealth of further information has been gleaned from the Carl Hungness and Donald Davidson Yearbooks, Formula and On Track magazines, USAC News, National Speed Sport News and other published sources. Gerry Measures has also provided much information from his files as have others on TNF and Trackforum. Since 2009, the work of Simmo Iskül and others identifying cars from period photographs has has moved this research forward significantly.

All comments, clarifications, corrections and additions are most welcome. Please email Allen (allen@oldracingcars.com) if you can help in any way with our research.