In celebration of Jim Clark’s historic win at the 49th Indianapolis 500, there is perhaps no better person to recount the occasion than Jim himself. This is what he wrote shortly after the race in the (rare) updated version of his autobiography, Jim Clark at the Wheel:
“Practice at Indianapolis often serves as a guide to ultimate performances, but it goes deeper than this because even such things as the time of day can influence your practice times. Also, you are not restricted to a particular grade of fuel, as you are in European racing, so it is quite easy to brew up some juice to give you a great deal more power. We tried a nitro mix in our fuel in practice and got ourselves an extra 50bhp but in the race we chose to run on alcohol and play safe. AJ Foyt, my greatest rival, ran nitro in the race.
“I found myself in the middle of the front row with AJ on the pole. Unlike 1963, however, this race was going to be run with different tactics. For one thing, I didn’t expect to change tyres at all during the race; we would stop only twice (for fuel). We had the Wood Brothers from NASCAR and we knew we were going to be able to load 60 gallons in just 16 seconds. Foyt was carrying more fuel – and was using more power to counteract that.
“I had heard that he had had some gearbox trouble with the car and I guessed that all this extra power and weight might make his car suspect in the race. This is how it turned out.
“I made a good start and was first into Turn One, which, I was later told, was the first time in Speedway history this had been done. This is just one of the statistics that is thrown at you at a race like this. I don’t think it means too much. On lap two Foyt was right behind me and I saw him pull out to pass. I let him go but quickly he began to slow down, and though I didn’t mind him running faster than me, I didn’t want him running slower. So I repassed him and kept the lead from that point onwards.
“I am often asked when I felt as thought the race was won and my stock reply is about 100 yards from the chequered flag. I did, though, begin to feel pretty confident after my first pit stop. I rejoined the track to find Parnelli Jones beside me and I didn’t know if he’d had his pit stop or whether he was a lap ahead of me. I set out and passed him and then a couple of laps later my pit board read ‘PLUS 58 PARNELLI’. I remember thinking ‘that’s good’ for, although we were actually running together, he was a lap behind me on the road. Then suddenly we shot past another car I didn’t recognize until I saw the number on the side: it was Foyt. He had just been in for his pit stop and when he saw us going past he got all gathered up again and started pushing hard. I let him past again and then shortly afterwards got another sign saying, ‘PLUS 58, PLUS 58’, telling me I was now a lap ahead of both of them.
“As I write these words Indianapolis is only a matter of three weeks behind me and I am only just beginning to realize that I did actually win the race. I remember the crowds cheering, the interviews – oh, the interviews! – and of course the wild claims of the tremendous amount of money I am supposed to have earned. At this moment I haven’t the faintest idea what I have won but I know it will be nothing like the fantastic figures quoted.
“Having missed Monaco, I had some points to catch up in the World Championship table and so, for my part, Indianapolis was quickly forgotten in preparation for Spa and the Belgian GP…”
Let’s hear also from two members of Jim’s pit crew during the race – the very talented Australian marine engineer, Jim Smith, and Allan Moffat, the Canadian-Australian who went on to become one of the greatest racing drivers in Australian touring car history. Finally, in this Indy-related trilogy, Dick Scammell, Team Lotus Chief Mechanic in 1965, recalls how Jimmy gave him the actual gloves he used to win the Indy 500 and how he tuned in to the American Forces’ Network (AFN) radio station in order to listen to the race live in the UK.
Perfil de Peter Windsor:
Born in the UK (1952) but raised in Sydney, Australia, Peter became Press Officer of the Australian Automobile Racing Club (AARC) at the age of 17 and played an active role in the organization of the famous Warwick Farm circuit near Liverpool, Sydney.
Peter joined Williams full-time in 1985 as Manager of Sponsorship and Public Affairs but switched to Ferrari in 1989 to manage their UK F1 facility. He then returned to Williams as Team Manager in 1991, winning both the Constructors’ and Drivers’ World Championships.After moving to the UK in 1972, Peter wrote for Competition Car magazine and was appointed Sports Editor of Autocar magazine in 1975. He went on to win five international awards for his writing, including Sports Reporter of the Year and Feature Writer of the Year. In 2013 he has also been awarded the Gold Medal of Imola by the Lorenzo Bandini Trophy Committee for his services to motor sport. Peter quickly diversified into F1 driver and team management, working with Frank Williams from 1978 onwards (developing Williams’ new Saudi sponsorship) and with drivers Carlos Reutemann and Nigel Mansell. Reutemann went on to finish runner-up in the 1981 World Championship and Mansell to win the title in 1992. Today he works closely with the world’s pre-eminent driver coach, Rob Wilson.
Peter was Grand Prix Editor of F1 Racing magazine from 1997-2009 and today is that magazine’s Senior Feature Writer and Columnist. He also writes for the BRDC Bulletin, AutoSport (Japan), the Goodwood magazine and presents his own, weekly, on-line chat show, The Racer’s Edge in association with F1 Racing magazine.
Peter Windsor en:
Canal de Youtube (The Racer’s Edge): http://www.youtube.com/peterwindsor
F1 Racing: Web: http://www.f1racing.co.uk
Twitter F1 Racing: @F1Racing_mag
Agradecemos a Peter Windsor por su colaboración en HolaQueretaro.com