John Cannon was thwarted at every move in the Bryant Heating and Cooling Volstedt. He hung one on the wall in practice, but the engine in the other car just didn't want to go, and it wasn't until it finally blew and had to be changed that they discovered a crack in the intake manifold. Tony Adamowicz was robbed by his own Indy inexperience as well as that of his crew. The yellow was flashed at him by mistake during his first lap and he slowed to 160.829. He picked up for two at 166 and one at 164 but the damage had been done and he was bumped by Billy Vukovich on the last day. His crew should have hauled him in earlier. The Adamowicz tale became worse. Having another try in a Gerhardt-Offy he was trying to summon up the boost pressure in one of the turns when it suddenly came on strong and kicked the tail out. He spun twice (deliberately, he said) and to retard his progress up to the wall again he slammed his foot on the brake. Hard. Harder. CRASH. The problem was that the good Tony hadn't driven the car before and the pedal he was pumping to the floor just happened to be the clutch which was in the center where the sprint car drivers prefer it. "It was in the center, and I knew it was in the center," bemoaned Adamowicz at dinner that night. His natural reactions had overpowered his recently attained knowledge. Sam Posey lost three Offy engines with burned pistons and then walloped the wall because, at his own admission he had come into the turn at twelve-tenths and locked up the back brakes.
The three McLarens circulating in line astern on the first day in May really shook up the establishment. Nobody did things like that on the first day, let alone funny-car road racers. The funny cars were awarded a certificate "of recognition in the field of car design for the Indianapolis 500" by the Indiana section of the Society of Automotive Engineers. And just about everybody remarked at the high standard of construction and preparation. Chief Engineer Tyler Alexander (now a director of the McLaren team) enjoyed the compliments to begin with but finally started to smoulder as the month dragged on and he thought the plaudits were being premature and laid on a bit thick. But they were certainly deserved. Peter Revson was the logical choice to replace Denny because Peter had done a good job for Brabham last year finishing fifth after starting from 33rd and last place on the grid. He had also driven Formula Junior cars with the Mayer brothers way back when, and Teddy was pleased to have him in the team. Peter was hopefully trying to inject some life into the story about Floyd Davis who qualified 33rd in 1940 and the following year started from 17th position and won. Revson fulfilled the first part by starting 33rd last year and at one stage in the proceedings he was 17th in the line-up although he spoiled his statistical chances by moving up to 16th when Krisiloff was bumped.
Carl Williams replaced Amon and he was a driver I had personally never heard of, however in the last couple of seasons he had driven back-up cars for Granatelli and Foyt and so obviously knew his way round in USAC circles. After a minimum amount of practice in the car he qualified at 166.590, and the demanding Mr. Mayer was well pleased with his choice of a number two driver. Mr. Williams also won favor with McLaren by turning out a very tasty barbecue steak at his apartment.
I liked the story about Amon who had been battling time, the walls and the track in general but being totally unable to raise a competitive time. Harlan Fengler came down the pits and cautioned Christopher to keep low out of the groove if he couldn't go any faster. "Keep low?" Chrissy is reported to have replied, "Hell, if I run any lower I'll be driving round the golf course!"
Pursuing the driver statistics we were told that Jack Brabham was the oldest at 44, and Mike Mosley youngest at 23. Dan Gurney was tallest at 6 ft 2 in., and Mario Andretti shortest at 5 ft 6 in. Mario was also lightest at 138lb and Jerry Grant heaviest at 200lb. The average age of the 33 starters was 33.7 years, the average height 5 ft 8 1/2 in., and the average weight 171.5 lb. There were 31 married drivers and only two bachelors: Peter Revson and Art Pollard.
I've decided that Indianapolis is a twin race to Le Mans. The race is a dead bore, an anti-climax to the enormous build-up during qualifying, and the day after it I already decided I won't be back again. But I'm sure I will be.
By Eoin Young
