1974 Indianapolis 500

58th running of the Indianapolis 500 February 2025 58th Indianapolis 500 Indianapolis Motor Speedway Museum in 2017 - Racecars 06.jpg USAC 1974 USAC Trail McLaren May 26, 1974 Johnny Rutherford Denis Daviss2011 100th Anniversary Indianapolis 500 Official Media Guide Indianapolis Motor Speedway Corporation/IMS Public Relations 2011 Statistics 176 English https://doctorindy.com/wp-content/uploads/2019/06/2011-Indy-500-Media-Guide.pdf 158.589 mi/h km/h on 3:09:10.06 A. J. Foyt 191.632 mi/h km/h on A. J. Foyt Pancho Carter Johnny Rutherford (122) Purdue Band Jim Nabors Tony Hulman Hurst/Olds Cutlass Jim Rathmann Pat VidanFox Jack C. The Illustrated History of the Indianapolis 500 1911-1994 Carl Hungness Publishing 4th 1994 22 en 0-915088-05-3 275,000Leads 122 Laps To Garner Prize of $200,000-Plus https://www.newspapers.com/clip/11434220/ Ray Marquette The Indianapolis Star 9 Newspapers.com May 27, 1974 June 2, 2017 ABC Jim McKay and Sam Posey 16.4 31 1973 1975 The 58th 500 Mile International Sweepstakes was held at the Indianapolis Motor Speedway in Speedway, Indiana on Sunday, May 26, 1974. Johnny Rutherford, in his eleventh attempt, won the race from the 25th starting position, the farthest back since Louis Meyer in 1936.https://news.google.com/newspapers?id=sK1VAAAAIBAJ&sjid=OeADAAAAIBAJ&pg=4672%2C7181196 Eugene Register-Guard Oregon Associated Press Rutherford hits jackpot May 27, 1974 1Bhttps://www.si.com/vault/1974/06/03/614738/start-in-back-and-attack Sports Illustrated Jones Robert F. Robert F. Jones Start in back and attack June 3, 1974 16 It was the first of his three Indy victories, and started a three-year stretch where he finished 1st–2nd–1st. The race was run relatively clean, with no major crashes or injuries, a sharp contrast from the tragic 1973 event. In order to increase safety, significant improvements were made to the track and cars. Wings were reduced in size, fuel tank capacity was reduced, and pop-off valves were added to the turbocharger plenums in order to reduce horsepower and curtail speeds. For the first time in Indy history, the race was scheduled for the Sunday of Memorial Day weekend. This ended the "never on a Sunday" policy previously held from 1911 to 1973. At the time, it was also the earliest calendar date (May 26) that the race had ever been held. With the implementation of the Uniform Monday Holiday Act in 1971, the holiday was now observed on the last Monday of May (25–31), creating a three-day weekend (Saturday–Monday) every year. On race day, A. J. Foyt broke the all-time record for most career starts at Indianapolis. The 1974 race was his 17th Indy 500 start (all consecutive), breaking the record of 16 previously held by Cliff Bergere and Chet Miller.The Talk of Gasoline Alley Donald Davidson (historian) Network Indiana May 19, 2006 Foyt would go on to start a total of 35 consecutive races (1958–1992), and as of 2026, still holds the record for most starts. Race schedule The race was run in the wake of the energy crisis, which precipitated several changes to the schedule. During the offseason, government officials were pressuring sports and recreational organizations to curtail their energy consumption.https://news.google.com/newspapers?id=dhpXAAAAIBAJ&sjid=dPoDAAAAIBAJ&pg=6100,2084222&dq=daytona+500&hl=en Daytona 500 Cut To Daytona 450 Lakeland Ledger 1974-01-09 2013-10-17 Track management did not want to shorten the traditional 500-mile race distance, but agreed to voluntarily curtail other track activities. In the first half of 1974, NASCAR decided to trim all of their race distances by 10%, as well as scale back practice and ancillary events. The 1974 Daytona 500 was notably trimmed by 20 laps (the race officially started on lap 21), and ran a total distance of only 450 miles.https://news.google.com/newspapers?id=hAorAAAAIBAJ&sjid=AJoFAAAAIBAJ&pg=6434,7783362&dq=daytona+500+gas+crisis&hl=en Yarborough Returns To Win Column Reading Eagle 1974-02-15 2013-10-17 Furthermore, the 24 Hours of Daytona and 12 Hours of Sebring were canceled outright. USAC opted to cut a week of practice out of the schedule for the Indy 500. Previously, the track would customarily open for practice on May 1 (or as early as the Saturday before May 1). For 1974, the track opened three weeks before the race. Time trials were cut back from four days to two. Pole day would be held on the Saturday two weeks before the race, and Bump Day would be held on the Saturday one week before the race. In addition, the track would begin opening on practice days around 12 noon, rather than the previous 9 a.m.The Talk of Gasoline Alley Donald Davidson (historian) WFNI May 4, 2010 Normally, the first few hours of practice were quiet and leisurely with few cars taking advantage of the track time. Thus they were deemed superfluous and excessive on resources and operating costs. This change was also introduced because it made logical sense to have drivers practicing on the track at the same time of day as they would be running in time trials and the race itself (theoretically it would better mimic the conditions encountered on those days). The reduced on-track time was seen as a way to reduce overall fuel consumption – fewer days that fans would drive their cars to the track – but a mostly insignificant reduction of the actual methanol fuel used by the race cars. In general, the schedule changes were well-received by participants, as it doubled as a cost-saving measure. The changes for the most part were made permanent, with one notable exception: for 1975, time trials reverted to four days. Race schedule – May, 1974SunMonTueWedThuFriSat   1 2 3 4 5  6Opening Day 7Practice 8Practice 9Practice10Practice11Pole Day12Practice13Practice14Practice15Practice16Practice17Practice18Bump Day19 20 21 22 23Carb Day24 25Parade26Indy 50027Memorial Day28 29 30 31   Color Notes Green Practice Dark Blue Time trials Silver Race day Red Rained out* Blank No track activity * Includes days where trackactivity was significantlylimited due to rain Background Safety improvements After the tragic 1973 race, several changes were made to the course, as well as the car rules. The pit lane was widened, and lengthened to the north by about 856 feet.Speedway Changes Run More That #300,000 https://www.newspapers.com/article/the-indianapolis-star-1974-indy-improvem/18879562/ The Indianapolis Star 36 Newspapers.com May 26, 1974 September 2, 2024 In addition, the inside wall from turn 4 to the pit entrance, which had played a part in the fatal 1973 crash that killed Swede Savage and the 1964 crash that killed Dave MacDonald and Eddie Sachs, was moved in, which allowed cars to have a much easier entrance into the pit lane as asphalt replaced grass in that area. The heights of the inside and outside retaining walls were also raised and set at a uniform height, a second safety fence was added to the existing fencing throughout, and several rows of trackside seats on the main straightaway were removed.Popely Rick, with L. Spencer Riggs Indianapolis 500 Chronicle 1998 Publications International, Ltd. Lincolnwood, IL 234 Also part of the improvements were a new flagstand and officials' booth. Tom Binford, the new chief steward for 1974,The Talk of Gasoline Alley Donald Davidson (historian) Network Indiana May 14, 2007 requested the construction of an elevated booth, to be located on the outside of the track at the start/finish line.The Talk of Gasoline Alley Donald Davidson (historian) WFNI August 26, 2008The Talk of Gasoline Alley Donald Davidson (historian) WFNI May 16, 2010 The flagging duties were moved to the new perch. Previously they were done from a small trackside platform on the inside grass along the pit lane, and prior to that, on the race track itself. Though flagman Pat Vidan did not particularly like the confines of the new flagstand (it constricted his grandiose waving style), the officials preferred their improved view of the track and the isolation the booth provided (previously the officials were stationed on the pit lane, in full ear of the often confrontational participantsThe Talk of Gasoline Alley Donald Davidson (historian) WFNI May 27, 2010). Just three days after the 1973 race, USAC held an urgent meeting to draft emergency rule changes in time for the Pocono 500. Rear wings were reduced in size from 64 inches to 55 inches. On-board fuel capacity was reduced from 70 usgal impgal l on down to 40 usgal impgal l on, and fuel tanks were only allowed on the left side of the car, with the exception of a 21 2 gallon pick-up tank. An energy-absorbing material was to be placed in the spot formerly occupied by the right-side tank, and total fuel allotment for the 500 miles was reduced from 375 to 340 gallons.USAC Moves Quickly In Quest For Safety https://www.newspapers.com/clip/25213379/ Curt Cavin The Indianapolis Star 1 Newspapers.com May 30, 1995 August 9, 2018 By May 1974, the rules were changed once more, further reducing the total fuel allotment to 280 gallons,Bignotti Sees Foyt Engine Giving A.J. Edge In Trials https://www.newspapers.com/clip/18879346/indy_1974/ George Moore The Indianapolis Star 52 Newspapers.com May 2, 1974 November 8, 2018 and rear wings down to 43 inches.Reducing Wing Calls For Feel In The Cockpit https://www.newspapers.com/clip/25213974/ The Indianapolis Star 52 Newspapers.com May 25, 1974 November 8, 2018 Three-time Formula One World Champion Jackie Stewart who was reporting for ABC Sports filmed a piece on improved safety and he said "The cars wishing to enter the pitlane should continue though turn four low on the racetrack on the new black surface. I don't much like the idea of the infield to be used by emergency equipment to go in the opposite direction of the race cars themselves but of course these are ambulances and wreckers so it may have to happen. The pit lane has been extended by a full one and a half football fields in length, it's demarcation point is this structure. Now this I disapprove of because if a race car hit's this, it's going to be a horrible accident and I think it's unnecessary. The new pit lane operation however I think is going to be considerably safer and considerably better then what we ever seen at Indianapolis before." Stewart then question Binford about the changes saying "I think they are two benefits that I could think of off hand, one of is that we can bring the pace car off sooner then [sic] we were able to do in the past, out and away from the field in the fourth turn." Rule changes In response to the fatal accident of pit crew member Armando Teran in 1973, safety trucks were prohibited from driving on the racing surface in the opposite direction of the racing cars. Teran was struck by a fire truck rushing to the scene of Swede Savage's accident.Dorson Ron Indy 500 An American Institution Under Fire Bond/Parkhurst Books 1974 200–201 0-87880-025-5 During time trials, all cars were required to carry a pop-off valve to control turbocharger "boost." Maximum boost levels were set at 80 inHG. The reduction of boost, reduction of wing sizes, and other technical changes lowered speeds by about 8–10 mph from 1973. As a result, top speeds would be around 190 mph, and the elusive 200 mph barrier would be out-of-reach for 1974. In addition to the aforementioned race day restrictions, fuel restrictions were also put into place for practice and time trials. Each car would be permitted 300 gallons for practice (including Carburetion Day), and 50 gallons for time trials. Rookie drivers were allowed an extra 121 2 gallons to be used during rookie tests only. Unused fuel from practice could not be carried over, or given to another team. However, any leftover fuel from time trials could be used on Carb Day.New Speedway Opens Tomorrow https://www.newspapers.com/article/the-indianapolis-star-1974-indy-500-fuel/154491371/ The Indianapolis Star George Moore 64 Newspapers.com May 5, 1974 September 2, 2024 During time trials, a new safety rule was put into place to convey to the officials the start of a qualifying attempt.The Talk of Gasoline Alley Donald Davidson (historian) WFNI May 17, 2011 When a driver was on his three warm-up laps, a crew member(s) from his team was now stationed at the north end of the mainstretch, and provided with two flags (green and yellow). When the car came around after the third and final warm-up lap, the crew member was instructed to wave a green flag in the air to signify the driver will begin the run. If the crew waves a yellow flag, or waves no flag, the run does not start, the car returns to the pits, and the attempt does not count. As in previous years, each car was still permitted up to three official qualifying attempts. Previously, the driver himself would make the decision on whether to start the qualifying run. He would do so by raising his hand in the air as he approached the start/finish line. Due to the significantly rising speeds, and the awkwardness of doing so in the increasingly confined cockpits, this practice was abandoned. For instance, during qualifying in 1970, Lloyd Ruby raised his hand to make his attempt, but officials did not see it, and inadvertently waved him off. After he persuaded the officials for a do-over, he burned a piston.Revson Leads Pack; Ruby Engines 'Blow' https://www.newspapers.com/clip/20553161/ Ray Marquette The Indianapolis Star 1 Newspapers.com May 18, 1970 May 31, 2018 It was also in the interest of safety, reflecting upon an incident that involved Bobby Grim during the 1959 race. Grim suffered magneto failure and began coasting to the pits. As was customary for drivers of the time, he raised his arm to signify to the other drivers he had lost power. However, due to the high speed he was still traveling, he painfully dislocated his arm in the process.The Talk of Gasoline Alley - 1070-AM WIBC, May 9, 2007 This new arrangement also made it simpler for the crew to "wave off" an unsatisfactory attempt already in progress. At any time during the four-lap run, if the crew was dissatisfied with the performance, they could wave a yellow flag, and officials would immediately abort the run. Crews could now wave off a run without needing input from, or conveying the message to, the driver out on the track. Previously the only way to wave off a run was to pull into the pits. Typically, crew members would use hand-held stopwatches and clock their car from a reference point in turn four. That would give them enough time to estimate their forthcoming lap time, and decide whether to abort the run before the car crossed the start/finish line. Furthermore, the rules made it clear that the instant the yellow flag was waved by the crew, the run was aborted, irrespective of the position of the car out on the track. If the car continued down the mainstretch, it would not matter if he/she proceeded to cross the finish line. Previously, if a car physically crossed the finish line, the run counted and was locked in, even if the team was intending to wave off the run. That situation made for some precarious maneuvers to the pit lane or to cars stopping out on the track to avoid crossing the finish line and 'locking in' the undesirable qualifying time. Departure of Firestone The 1974 race would be the last, temporarily, for Firestone, who dropped out of Indy car competition effective at the end of the season. Firestone had been a fixture at the Indianapolis 500 dating back to 1911. Firestone-shod cars had won the Indianapolis 500 a total of 48 times to date (out of 57 previous races), including the first race and 43 consecutive from 1920 to 1966. By the mid-1960s, Goodyear had joined the sport, and began a fiercely-competitive "tire war". Firestone had not won the Indy 500 since Al Unser won back-to-back in 1970–1971. Starting in 1975, Goodyear became the lone tire supplier for Championship/Indy Car racing and the Indy 500 - an arrangement that would continue through 1994. Firestone made a heralded return to Indy car competition in 1995,https://www.nytimes.com/1995/05/26/sports/auto-racing-firestone-returns-with-front-row-view.html Firestone Returns With Front-Row View The New York Times Joe Siano May 26, 1995 July 23, 2014 and eventually became the exclusive tire supplier starting in 2000. Time trials Due to the ongoing energy crisis, qualifying was scheduled for only two days (Saturday May 11 and Saturday May 18), down from the traditional four days. Each day was slated to have two separate sessions, an "early" session from 11:00 a.m. to 2:30 p.m., followed by a "late" session from 2:30 p.m. to 6:00 p.m. The four total sessions were intended to mimic the traditional four days. The pole position was to be the fastest driver during the "early" session on the first day (May 11). New chief steward Tom Binford was adamant that he was preparing to have the gun fire at exactly 2:30 p.m. to close the pole round. However, several observers noted that the 31 2 hours allotted for that pole round would not be enough time to make it through the entire qualifying draw (at least 46 cars). As a result, most expected the pole round to be extended at least until the original draw order exhausted. Qualifiers from the "late" session on May 11 would line up behind the qualifiers from the "early" session, followed by the "early" and "late" session qualifiers on May 18.Foyt Leads Race For The Pole (Part 1) https://www.newspapers.com/clip/19747495/ Ray Marquette The Indianapolis Star 1 Newspapers.com May 11, 1974 October 17, 2019Foyt Leads Race For The Pole (Part 2) https://www.newspapers.com/clip/19747468/ Ray Marquette The Indianapolis Star 7 Newspapers.com May 11, 1974 October 17, 2019 Rain, however, threw a wrench into the entire plan on both days. Pole qualifying ended up stretching well into the second day. Once the pole round was finally completed, second day qualifying commenced. The original four sessions plan was partially scrapped. First Day - May 11 Pole qualifying was scheduled for the "early" session of Saturday May 11. A. J. Foyt drew the first spot in the qualifying order, and was the first car to make an attempt when the track opened at 11 a.m. His four-lap speed of 191.632 mph placed him tentatively on the pole position. Wally Dallenbach completed a run of 189.683 mph, which put him in second starting position. His car featured a controversial "king sized" turbocharger, which some competitors complained was too large to be controlled by the standard issue pop-off valves. Ultimately, Dallenbach's blower was deemed legal, but USAC ruled that the team had to use the same turbo in the race. They would not be allowed to swap it out for the more fuel-conservative smaller turbo on race day. At 12:25 p.m. rain halted qualifying. Only nine cars had completed an attempt. At 3:35 p.m., the track was dried, and qualifying resumed. Five more cars were able to take to the track, but rain returned, and the track was closed for the day at 4:20 p.m. The field was only filled to 15 cars, and several drivers, including Mario Andretti and Gordon Johncock were still in line and eligible for the pole. Al Unser and Johnny Rutherford, however, both suffered blown engines during the morning practice session. Both teams made engine changes, but USAC declared them ineligible for the pole round since they were not in line at the stroke of 11 o'clock. Unser and Rutherford, both angered by the ruling, were forced to forfeit their respective spots in the qualifying line. Both would have to be second-day qualifiers. USAC officials briefly contemplated but rejected a plan to finish the pole round on Sunday May 12. Time trials would resume on May 18. Second Day - May 18 The track opened to continue time trials on Saturday May 18. Eleven cars were still eligible for the pole position round. Gordon Johncock was the first driver out, and he completed a run of 186.287 mph. The next car out was Mike Hiss, who qualified for the third position at 187.490 mph. Mario Andretti was the last driver who was a factor for the pole, but he ended up fifth. At 12:30 p.m., the pole round was officially over, with A. J. Foyt holding on to the pole position. The field officially was filled to 24 cars. As soon as the pole round had concluded, the Second Day "early" session began. Rick Muther completed his run, filling the field to 25 cars. Bob Harkey was the next driver out, but rain began to fall during his warm-up lap. The track was closed for over three hours. Officials deemed Muther the lone Second Day "early" qualifier. At 4:20 p.m., the track was dried and re-opened for the Second Day "late" session – the equivalent of Bump Day. Bob Harkey was re-dispatched, and he became the 26th qualifier. Johnny Rutherford, who missed out on the pole round, qualified at 190.446 mph, the second-fastest car in the field. Since he was a second day qualifier, however, he was forced to line up behind the first-day qualifiers. Al Unser, also shut out from the pole round, completed a solid run at 183.889 mph. A long line of cars stretched down the pit lane for the final hour. Numerous cars had not yet had an opportunity to make their guaranteed qualifying attempt, and time was running out. Rumors were circulating up and down pit lane that USAC might extend qualifying beyond the original 6 p.m. deadline. With fifteen minutes left in the day, the field was finally filled to 33 cars. Johnny Parsons - who controversially got out for a second qualifying attempt before other cars had been able to make their first attempt - bumped Jigger Sirois out of the field with nine minutes left. The final car to make an attempt was rookie Jan Opperman, who qualified for the 32nd position, bumping Denny Zimmerman. Sammy Sessions and several others were left waiting in line at the 6 o'clock gun. USAC officials refused to extend time trials, claiming that the qualifying line had been "broken" by Parsons, and thus time trials was over. A protest (and later a civil suit) was filed by owners representing nine cars that were not able to make an attempt. The controversy dragged on throughout the week, but it was ultimately dismissed. Starting grid RowInsideMiddleOutside1USA 14-A. J. Foyt gold W silverUSA 40-Wally Dallenbach Sr.USA 68-Mike Hiss2USA 20-Gordon Johncock gold W silverUSA 5-Mario Andretti gold W silverUSA 98-Mike Mosley3USA 48-Bobby Unser gold W silverUSA 24-Tom Sneva orange R silverGBR 73-David Hobbs4USA 44-Dick SimonUSA 8-Gary BettenhausenUSA 21-Jimmy Caruthers5USA 82-George SniderUSA 77-Salt WaltherUSA 60-Steve Krisiloff6USA 4-Bill Vukovich IIUSA 55-Jerry GrantUSA 9-Lloyd Ruby7USA 42-Jerry KarlUSA 18-Bill Simpson orange R silverUSA 11-Pancho Carter orange R silver8USA 89-John MartinUSA 27-Tom Bigelow orange R silverUSA 61-Rick Muther9USA 3-Johnny RutherfordUSA 15-Al Unser gold W silverUSA 1-Roger McCluskey10USA 56-Jim HurtubiseUSA 94-Johnny Parsons orange R silverUSA 45-Jim McElreath11USA 79-Bob HarkeyUSA 51-Jan Opperman orange R silverUSA 59-Larry Cannon orange R silver Alternates First alternate: Denny Zimmerman (#31) — Bumped Second alternate: Jigger Sirois orange R silver (#25) — Bumped Failed to Qualify John Mahler (#69, #74) — Wave off Al Loquasto orange R silver (#86) — Incomplete attempt Larry McCoy orange R silver (#63) — Incomplete attempt Bentley Warren (#26, #94)1974 International 500 Mile Sweepstakes http://www.champcarstats.com/races/197406.htm ChampCarStats.com 27 June 2015 — Incomplete attempt John Cannon orange R silver (#53) Bruce Jacobi orange R silver (#53) Larry Rice orange R silver (#39) Waiting in line (no attempt given) Sammy Sessions (#30) Bill Puterbaugh orange R silver (#38) Eldon Rasmussen orange R silver (#58) Mel Kenyon (#19) Lee Brayton orange R silver (#76) Race summary Start At the start, Wally Dallenbach blasted from the middle of the front row to take the lead into turn one. His aforementioned "king-sized" turbocharger was credited for the fast start, but its reliability was a source of considerable concern. Dallenbach set a new race record for one-lap of 191.408 mph on lap 2, as he pulled out to a sizable lead. The lead was short-lived, however, as Dallenbach broke a piston and coasted to a stop on lap 3. Attrition was very high early on, as eight cars dropped out with mechanical problems by lap 11. Mario Andretti and Gary Bettenhausen each broke a valve, and Mike Mosley blew an engine. Rick Muther pulled into the pits with problems during the pace lap, but rejoined the race, only to lose a piston after 11 laps. A. J. Foyt took the lead when Dallenbach dropped out. Rutherford was charging dramatically from the 25th starting position. By lap 23, he was running third, and on lap 24, he passed Bobby Unser to take 2nd position. First half The top five consisted of Foyt, Rutherford, Bobby Unser, rookie Tom Sneva and Al Unser. By lap 45, Rutherford was driving very aggressively in traffic, and caught up to Foyt. The two cars ran nose-to-tail over the next several laps. During the second sequence of pit stops around lap 50, teammates Gordon Johncock and Steve Krisiloff both ran out of fuel. They coasted back to the pits and lost considerable time on the track. Bobby Unser also ran out of fuel, and top of that, had a 39 second pit stop. On lap 62, the first caution came out when Larry Cannon stalled on the backstretch. Under the yellow, A. J. Foyt had a terrible pit stop of 53 seconds, which allowed Rutherford to take the lead for the first time on lap 65. The green came out on lap 68, but only lasted three laps, as Jimmy Caruthers blew an engine, and dropped oil on the track. Five laps later, Pancho Carter lightly brushed the wall exiting turn four, but the car did not suffer significant damage. On the next green flag pit stop around lap 90, Rutherford was on the receiving end of good luck. He ducked into the pits under green, but seconds later the caution came out for a spin by Jan Opperman, which allowed Rutherford to pit with little time lost. Second half Jerry Karl crashed in turn 3 after completing 115 laps. During the caution, Johnny Rutherford exited the pits right in front of second place A. J. Foyt, and held the lead. Seconds later, the green light came back on while the drivers were in the southchute. Foyt got the jump on the restart, and passed Rutherford for the lead in turn 2. At lap 130, Foyt, Rutherford, and Bobby Unser were running 1st-2nd-3rd. Al Unser dropped out on lap 131 with a broken valve, bringing out the caution for a tow-in. Foyt ducked into the pits, and Rutherford was now the leader again. On lap 138, the green light came back on. Foyt came through traffic and passed Rutherford for the lead down the mainstretch. A lap later though, Foyt's car began smoking, and he was issued the black flag due to leaking oil. After two pit stops, Foyt dropped out with a broken turbocharger scavenger pump. Rutherford took over the lead on lap 141, and seemed to have the race in hand. Bobby Unser was the only other car on the lead lap, but was between 15 and 20 second behind. Rutherford had a close call in turn one while attempting to pass lap traffic. As he was lapping Pancho Carter and Jim McElreath, Carter spun right next to him in turn one. McElreath narrowly avoided him, and all three cars continued. Rutherford gave up the lead only one more time on lap 176 during a pit stop. He led the final 24 laps to win his first Indianapolis 500. David Hobbs' 5th-place finish was the only top ten at Indianapolis for a foreign driver in the 1970s (except Andretti, who was born in Italy but was a naturalized U.S. citizen). Immediately after the checkered flag was waved for Johnny Rutherford, a multitude of fans streamed onto the active track in turn three. This forced the race steward to immediately halt the race, rather than give the other drivers the allotted five minutes to complete the race distancehttps://www.newspapers.com/image/107188855 Rutherford's 11th Try Wins 500 Marquette Ray May 27, 1974 Newspapers.com 2017-07-23 1 en as had been the custom since 1964 (before 1964, the time allowed was even longer). A similar fan incursion occurred in 1977 after A. J. Foyt won his fourth "500".Fans On Track Costly To Wally https://www.newspapers.com/article/the-indianapolis-news-1977-indy-500-post/164826558/ Indianapolis News 21 Newspapers.com May 31, 1977 February 6, 2024 This prompted the officials to change the rules in subsequent years to eliminate the "extra time." Once the winner crossed the finish line, the race ends, and all others on the track would be allowed only to finish the current lap they were running.https://doctorindy.com/2015/10/28/the-fastest-500s-part-1/ The Fastest 500s (Part 1) doctorindy500 2015-10-28 JI500 2017-07-23 Box score FinishStartNoNameChassisEngineTireQualLapsTime/Retired1253USA Johnny RutherfordMcLarenOffenhauserGoodyear190.446200 158.589 2748USA Bobby Unser gold W silverEagleOffenhauserGoodyear185.176200 +22.323164USA Bill Vukovich IIEagleOffenhauserGoodyear182.500199Flagged (-1 lap)4420USA Gordon Johncock gold W silverEagleOffenhauserGoodyear186.287198Flagged (-2 laps)5973GBR David HobbsMcLarenOffenhauserGoodyear184.833196Flagged (-4 laps)63045USA Jim McElreathEagleOffenhauserGoodyear177.279194Flagged (-6 laps)72111USA Pancho Carter orange R silverEagleOffenhauserFirestone180.605191Flagged (-9 laps)83179USA Bob HarkeyKenyonFoyt V-8Firestone176.687189Flagged (-11 laps)9189USA Lloyd RubyEagleOffenhauserFirestone181.699187Out of fuel101755USA Jerry GrantEagleOffenhauserFirestone181.781175Flagged (-25 laps)112289USA John MartinMcLarenOffenhauserGoodyear180.406169Flagged (-31 laps)122327USA Tom Bigelow orange R silverVollstedtOffenhauserFirestone180.144166Flagged (-34 laps)132018USA Bill Simpson orange R silverEagleOffenhauserFirestone181.041163Piston14368USA Mike HissMcLarenOffenhauserGoodyear187.490158Flagged (-42 laps)15114USA A. J. Foyt gold W silverCoyoteFoyt V-8Goodyear191.632142Oil Fitting16271USA Roger McCluskeyRileyOffenhauserFirestone181.004141Rear End171477USA Salt WaltherMcLarenOffenhauserGoodyear183.927141Piston182615USA Al Unser gold W silverEagleOffenhauserFirestone183.889131Valve191942USA Jerry KarlEagleOffenhauserFirestone181.452115Crash T320824USA Tom Sneva orange R silverKingfishOffenhauserFirestone185.14794Drive Gear213251USA Jan Opperman orange R silverParnelliOffenhauserFirestone176.18685Spun T4221560USA Steve KrisiloffEagleOffenhauserGoodyear182.51972Clutch231221USA Jimmy CaruthersEagleOffenhauserFirestone184.04964Gearbox243359USA Larry Cannon orange R silverEagleOffenhauserFirestone173.96349Differential252856USA Jim HurtubiseEagleOffenhauserFirestone180.28831Blown Engine262994USA Johnny Parsons orange R silverFinleyOffenhauserFirestone180.25218Turbocharger272461USA Rick MutherCoyoteFoyt V-8Goodyear179.99111Piston281382USA George SniderAtlantaFoyt V-8Goodyear183.9937Valve29698USA Mike MosleyEagleOffenhauserFirestone185.3196Blown Engine30240USA Wally Dallenbach Sr.EagleOffenhauserGoodyear189.6833Piston3155USA Mario Andretti gold W silverEagleOffenhauserFirestone186.0272Valve32118USA Gary BettenhausenMcLarenOffenhauserGoodyear184.4932Valve331044USA Dick SimonEagleFoyt V-8Goodyear184.5021Valve gold W silver Former Indianapolis 500 winner orange R silver Indianapolis 500 Rookie Race statistics Lap Leaders Laps Leader1–2 Wally Dallenbach3–24 A. J. Foyt25–26 Bobby Unser27–49 A. J. Foyt50–52 Bobby Unser53–64 A. J. Foyt65–125 Johnny Rutherford126–135 A. J. Foyt136–137 Johnny Rutherford138–140 A. J. Foyt141–175 Johnny Rutherford176 Bobby Unser177–200 Johnny Rutherford Total laps led Driver LapsJohnny Rutherford 122A. J. Foyt 70Bobby Unser 6Wally Dallenbach 2 PACER Yellow Light PeriodsYellow Light Times https://www.newspapers.com/article/the-indianapolis-news/15127494/ Indianapolis News 26 Newspapers.com May 27, 1974 August 20, 20247 for 34 minutes, 21 seconds Laps* Reason 62–63 Larry Cannon stalled on backstretch (3:20) 68–70 Jimmy Caruthers blown engine (5:30) 76–77 Pancho Carter brushed wall in turn 4 (3:20) 90–91 Jan Opperman spun in north chute (3:53) 121–126 Jerry Karl crashed in turn 3 (10:00) 134–137 Al Unser stalled in turn 2 (5:18) 155–155 Pancho Carter spun in turn 1 (3:00)* – Approximate lap counts Tire participation chartRace Scorecard https://www.newspapers.com/article/the-indianapolis-star-a-scorecard-for-th/148476718/ The Indianapolis Star 1 Newspapers.com May 26, 1974 August 14, 2024SupplierNo. of startersGoodyear 16*Firestone 17 * – Denotes race winner Broadcasting Radio The race was carried live on the IMS Radio Network. The broadcast reached an estimated 1,200 affiliates and carriers. Sid Collins served as chief announcer and Fred Agabashian served as "driver expert." At the conclusion of the race, Lou Palmer reported from victory lane. The broadcast opened with a 45-minute prerace. Several shuffles occurred amongst the reporters and locations, the most significant changes in almost a decade. Mike Ahern retired from the crew and his prestigious turn one location. Veteran Ron Carrell moved from turn three to take over turn one. Among the newcomers was Paul Page, who debuted as a pit reporter. The reporting location for turn three was moved to a platform on the "L" grandstand. Doug Zink took over turn three, and rookie Jerry Baker made his 500 radio debut on the backstretch.Two Rookies Join Pros For Broadcast Of Race https://www.newspapers.com/clip/25214008/ The Indianapolis Star 52 Newspapers.com May 25, 1974 November 8, 2018 For the first time, there were five pit/garage reporters on the crew. For the 1974 race, the length of the pit road was increased, and the additional reporter was added to help cover the expansion. Bob Forbes was once again the "wireless" roving reporter. Indianapolis Motor Speedway Radio Network Booth AnnouncersTurn ReportersPit/garage reportersChief Announcer: Sid Collins Driver expert: Fred Agabashian Statistician: John DeCamp Historian: Donald DavidsonTurn 1: Ron Carrell Turn 2: Howdy Bell Backstretch: Jerry Baker orange R silver Turn 3: Doug Zink Turn 4: Jim SheltonPaul Page orange R silver (north pits)Chuck Marlowe (north-center pits)Luke Walton (south-center pits)Lou Palmer (south pits)Bob Forbes (garages/hospital) Television The race was carried in the United States on ABC Sports on a same-day tape delay basis. Jim McKay returned as announcer, but Jackie Stewart was in Monaco for coverage of the grand prix but Stewart recorded features during the qualifying weekends before he went to Monaco and the features were aired on race day before sending a report from Monaco of the race. Former driver Sam Posey joined the crew as booth analyst. The broadcast has re-aired on ESPN Classic since May 2011. Since April 25, 2019 the full race broadcast was made available on the official Indianapolis Motor Speedway YouTube channel.1974 Indianapolis 500 | Full-Race Broadcast 1080p - YouTube ABC TelevisionBooth AnnouncersPit/garage reportersHost: Chris Schenkel Announcer: Jim McKay Color: Sam Posey Chris EconomakiBill FlemmingJackie Stewart (Features) Notes See also 1974 USAC Championship Car season References Works cited 1974 Indianapolis 500 Press Information – Daily Trackside Summary Indianapolis 500 History: Race & All-Time Stats – Official Site 1974 Indianapolis 500 Radio Broadcast, Indianapolis Motor Speedway Radio Network 1973 Gordon Johncock 1974 Johnny Rutherford 1975 Bobby Unser Indianapolis 500 Category:Indianapolis 500 races Indianapolis 500 Indianapolis 500 Category:1974 in American motorsport