The #14 is the unmistakable image of the Antares chassis so it would have to be McCluskey.Originally Posted by Ovalmeister
The #14 is the unmistakable image of the Antares chassis so it would have to be McCluskey.
The Ayn Rand of Indycar
No one had to badge the Offy.
You forget that none of those 4 races were derailed by engine failure. But for racing luck, that could have easily been 5 wins instead of 1.
This was in the first paragraph of The 1985 Indy Eagle chapter of the Zimmermann book...
And for quite a few of the years that push rod stock blocks ran they were limited to exactly the same displacement (256 cubic inches) as the DOHC racing engines. I can't remember for sure but I think it wasn't until about 1968 (or maybe 1969) that they were finally allowed to run 305 cubic inches. Maybe someone here remembers for sure.
I'm thinking that if this was taken on the same day Wally was still working with the #10 and Art was still in the #40. Art qualified the car then a couple days later broke his leg when he crashed the Lola. If my memory serves me right the #40 tub wasn't completely repaired until close to Carb Day when Wally ran it.
Well, if you don't know who THIS is, you haven't been around here very long
Is that the Mallard?
Hey who put that engine in the beer cooler??
Pretty cool collection of photos at this website for those who haven't seen them. Mosley Pepsi Challenger Eagle, Mead White Castle Eagle, Hamilton Cropduster....lots of good stuff. (and the Mallard too!)
David.
http://www.lsresincars.com/page3.html
Then it is a poor book. There were no engine rule changes for the '85 season that in any way hampered the NA stock blocks.
This pic is Roger McCluskey in the Antares. Wasn't he the only one who could qualify the Antares that year. I was thinking several of them were built for several drivers. Swede Savage also drove one, but don't recall if he qualified the car.
Please visit the tribute to my longtime friend Mel Kenyon
Note that there were CART rules and IMS/USAC rules. Also, we're talking about relative competitiveness. That could mean doing something against stock blocks OR for purpose-built racing engines OR particular car specifications, etc. Lots of ways to put stock blocks at a disadvantage. Although there was no direct quote in the book, the phrase begins "Because Dan Gurney believed that the stock block had essentially been legislated out of a competitive position in the rules...".
The Zimmermann book is NOT a poor effort. Matter of fact, I think it would be the definitive book on everything that AAR raced. Now nothing is perfect, so the possibility of errors is always with us. Unfortunately much of the CART stuff isn't accessible these days. Anybody have CART rulebooks for '84 and '85?
Not to parse words too much, but stating that Gurney believed that stock blocks, "had essentially been legislated out of a competitive position in the rules" is not the same as saying as CART made rule changes that rendered them uncompetitive. At worst, it may be inferred that CART didn't give stock blocks any additional benefits, but no rule changes were implemented that made the 4-cam purpose built engines (eg: the Cosworth) more competitive. For the record, 4-cam purpose built engines were allowed 2.65" of displacement for the length of their run in the CART era. No boost increases were ever implemented, only reductions.
Fair enough. But it can be said that the discussion of the stock blocks in the first half of the 80s is poorly worded and can lead the reader to an incorrect conclusion.The Zimmermann book is NOT a poor effort. Matter of fact, I think it would be the definitive book on everything that AAR raced.
To me, the wording suggests that there was SOMETHING; either expected and didn't happen or not expected and it did happen. Just seems like there was something specific in mind when the discussion took place. However, there are lots of ways to make a car more or less competitive. Case in point: the Group 44 Jaguars. Tullius lobbied IMSA, and won, to get them to do something about the driver-adjustable boost regulators. They could make a pass in the Jag and then the guy who got passed would jack up the boost and whistle by on the next straight. The solution was to move the knob to the outside of the car. The boost could still be changed, but only during pit stops because the driver couldn't get to it.
Check it out. It is a quality work...
All that said, any rule changes through the years adversely affected purpose built 4-cam engines. At best, the wording of the phrase suggests that in Gurney's opinion the stock blocks were rendered uncompetitive by the rules. But, Gurney's opinion with no corroborating evidence (either independent or included in your source) of proposed or actual rule changes add up to just that-an opinion. And, there is a difference between stating that in Gurney's opinion the rules rendered the stock blocks uncompetitive, and stating that there was actually something we can point to that CART did or did not do that made the stock blocks uncompetitive. We have nothing we can point to.
I'm sure it is. But even quality works can have isolated poorly worded and misleading phrases.Check it out. It is a quality work...
Sorry to have been away for a while but we had a death in the family. Anyway here's Mario 1990 Mid Ohio
Rick Mears 1990 Mid Ohio
Mario 1987 Indy
Not a shot of anyone in particular, but it does show that there used to be decent crowds on qualifying days.
I found a bunch of these photos in a really old box of my Dads. Let me know if you want to see them all or if they are too old?
David.
Very true, and sad. And if you think about it, it wasn't that long ago, in the big picture of things. I remember having to wake up the same time on the first day of time trials, as we did on race day, just to get the seats we wanted. Amazing how quickly things can change.
David.
Thanks, great stuff!!... I really like these pics from '30s. The '20s through the '70's are the best... ... please keep the pre-1980 pics coming!!
...Pics from mid-1980's to now aren't old... Besides, there not that hard to find other places.
Thanks!
"You know what the trouble about real life is? There's no danger music." - Jim Carey
Sneva,
My condolences for your loss.
Great to have you back, along with your fine work. I got a bit of a tingle from that qually photo
Ditto for me Dudley...hope all is well.
David.
Cool!
Nice one!
1940: the two Lou Moore/Offenhausers in the foreground, #7 is the 1939 model (going to win the '500' in '41), and #5 the 1938 model (winner that year), rushing past towards the track is the 1936 Shaw/Offenhauser, as of yet unnumbered and probably driven by Lou Unser, #19 the 1937 Snowberger/Miller front-drive. Ahead of that, maybe a 1938 Miller 6-cylinder?
The start of the 1930 race - well, actually the start of the pace lap. A couple minutes later, and the field will rush towards turn one in earnest. Watch the car in the middle of row two, Chet Gardner's Duesenberg, about to spin in Turn 1, nearly causing mayhem!
This picture is very difficult to date: the tree in front of grandstand C was felled only before the 1947 race, by which time the headrest on the car was anything but an unusual feature. Upright chassis, right-hand exhaust - leaves us with about a hundred possibilities, unless someone can spot something unusual!
Thanks Ovalmeister and Jagtech Ohio. Good to be back. Oval, I can only speak for me but I would love to see all of those old shots!!
Posting Permissions
Reply With Quote
Bookmarks