Jochen Rindt at the 1969 Canadian Grand Prix / THF116686
November 18, 2020, marks the 50th anniversary of Jochen Rindt winning his first and only Formula One Driver’s World Championship. The day also marks another 50th anniversary in Formula One—the first and only time a driver has posthumously won the Driver’s World Championship. In his too short career, Rindt made waves in the racing world, competing twice in the Indianapolis 500; enduring the 24 Hours of Le Mans four times and winning in 1965 with Masten Gregory; and spending six seasons in the world of Formula One. In his first five seasons, he took home one first place victory. But in the 1970 season, Rindt hit his stride, taking the podium in five of the eight races he completed. When he tragically died during practice for the Italian Grand Prix at Monza, Rindt had already earned 45 points towards the championship. Even with four races left in the season, second place finisher Jacky Ickx could only muster 40. Below is a selection of images of Jochen Rindt from the Dave Friedman Collection (2009.158) to honor the life and legacy of this racing legend. You can see even more images related to Rindt in our Digital Collections.
Jochen Rindt at the Grand Prix of the United States, Watkins Glen, October 1966 / THF146483
Cooper T81 Driven by Jochen Rindt in the Grand Prix of the United States, Watkins Glen, October 1966 / THF146482
Cooper T81 Driven by Jochen Rindt in the V Grand Premio de Mexico (5th Grand Prix of Mexico), October 1966 / THF146484
Jochen Rindt in His Eagle/Ford Race Car at the Indianapolis 500, May 1967 / THF96147
Jochen Rindt behind the Wheel of the Porsche 907 LH He Co-drove with Gerhard Mitter at the 1967 24 Hours of Le Mans / lemans06-67_426
Jochen Rindt and Nina Rindt before the 1967 24 Hours of Le Mans / lemans06-67_030
Janice Unger is Processing Archivist at The Henry Ford.
If you know a bit about The Henry Ford, you probably know that one of our areas of expertise is automobile racing. Along with many artifacts, we hold vast amounts of archival materials on the topic, including the Dave Friedman Collection of hundreds of thousands of racing images, among other materials. We’ve just digitized a grouping of nearly 500 images from the 1968 American Road Race of Champions (ARRC) held at Riverside, California—bringing the total number of images we’ve digitized from this collection to over 20,000.
Official Program of the Indianapolis Motor Speedway 27th 500 Mile International Sweepstakes Race, May 30, 1939. THF 122945
Over the years, sporting events have become traditions in our lives: the Super Bowl in the winter, the Kentucky Derby every May, and the Indianapolis 500 on Memorial Day Weekend. Iconic events such as these develop their own customs over time, and the Indianapolis 500 is no exception. As we celebrate the 100th running of the race on May 29, here is a look at a few of the traditions that have developed over the years.
Start of the 1911 Indianapolis 500. P.O.2703 Some of the current Indy traditions started in the early days of the race. Since the inaugural running on May 30, 1911, the contest has always been held on Memorial Day or that weekend. As a tribute to horse racing practices, only the winner of the race (and his team) are honored in Victory Lane, without a podium for the top three finishers. Speaking of victory celebrations, Lewis Meyer began another triumphal tradition in 1936. After winning that year's race, Meyer grabbed a bottle of buttermilk to cool himself down, as he typically did on hot days. After an executive from the Milk Foundation saw a photograph of the celebration, it became a yearly occurrence. Although there have been a few years without milk in Victory Lane, this appears to be a tradition that will last for years to come.
Bobby Unser drinking milk in Victory Lane, 1968, 2009.158.317.5507 The 1940s saw the start of more traditions at the Indianapolis 500. In 1946, the song "Back Home Again in Indiana" was first played in pre-race festivities. Numerous artists have been enlisted to perform the song over years, including Jim Nabors, who sang it 36 times between 1972 and 2014. (Singer Josh Kaufman will fulfill the duty for this year.) In 1947 Grace Smith Hulman, the racetrack owner's mother, suggested balloons be released before the start of the race. Since 1950, 30,000 multicolored balloons, now made of biodegradable latex, have been let loose coinciding with the final notes of "Back Home Again in Indiana."
Di Gilmore and Jim Nabors at the 1977 Indy 500
Balloon release at the 1963 Indy 500. 2009.158.317.1729 The next decades brought more long-lasting traditions to the Indianapolis 500. In 1953, Wilbur Shaw first gave the starting call of "Gentlemen, start your engines!" Some variation of this call has been used every year since then, with the opening periodically changing to "Lady and Gentlemen" or "Ladies and Gentlemen" for the years when female drivers are competing. A few years later, the 500 Festival Parade developed after local newspaper columnists noted the community festivities that accompanied the Kentucky Derby. The 2016 festival includes a mini-marathon, parade, children's activities, and the Snakepit Ball. It was 1960 that was the first year that the winner was adorned with a wreath, drawing from Grand Prix traditions. The current wreath design contains 33 white cymbidium orchids representing the 33 cars and drivers on the starting grid.
Jim Clark draped in victor's wreath at the 1965 Indy 500. 2009.158.91
1968 Indy Festival Queen with the Borg Warner Trophy, 2009.158.317.5261 Since the 1970s, more traditions have been added to the Indy 500. The Last Row Party, started in 1972, is a charity function held the Friday before the race. In addition to raising scholarship funds for local students, the party also serves as a roast for the last three competitors to make the starting grid. A few years later, in 1976, Jeanetta Holder created and presented her first quilt to the winner of the race. Over the years, she has crafted more than 40 hand-stitched quilts, with Bobby Unser's 1981 quilt now in the collection of the Henry Ford. More recent additions to the Indy traditions include concerts on Carb Day and Legends Day, and the kissing of the bricks, which actually started in NASCAR tradition in 1996. Gil de Ferran was the first Indy driver to do it at the conclusion of the 2003 race.
Jeanetta Holder quilt for Bobby Unser, 1981. 2009.171.18
Tradition and ritual are a part of our everyday lives, and will certainly be an integral part of this year's Indianapolis 500. Over the last 99 contests, drivers, owners, and even fans have created new customs that add to the history and lore of the race. As you watch the 100th running of the Greatest Spectacle in Racing on May 29, keep your eyes open for the existing traditions and perhaps some new ones in the making. Janice Unger is Digital Processing Archivist for Racing, Archives & Library Services, at The Henry Ford.
May 29, 2016, will mark the 100th running of the iconic Indianapolis 500 auto race. The Henry Ford Archive of American Innovation contains many objects and archival materials related to the race over its long history, and we’ve just digitized more than 1,600 images from the 1964 race, as well as 500 images of the 1961 race. Both sets of images come from the extensive Dave Friedman collection, and join previously digitized sets of Indy images from 1962, 1963, 1968, and 1969. Each set of images covers both vivid racetrack action and behind-the-scenes shots, like this relatively serene 1964 shot taken from above.
When you hear the phrase “Triple Crown,” the sport of horse racing generally comes to mind. However, the world of motorsport also has its own, unofficial Triple Crown title. To achieve this feat, a driver must win three specific titles during their career. Some enthusiasts contend the three titles are the Indianapolis 500, the 24 Hours of Le Mans, and the Monaco Grand Prix, while others replace the race in Monaco with the Formula One World Championship.
The Triple Crown of Motorsport has been possible since 1929, when the last race, the Monaco Grand Prix, was first run through the streets of the principality. (If you are using the Formula One World Championship title instead, the Triple Crown became possible in 1950.) In the last 86 years, many drivers have won one or two components of the Triple Crown, but only one man, Graham Hill, completed either trifecta. This accomplishment attests to Hill’s immense skill on the track, as each race or title corresponds to a different discipline of the sport.
One of the gems to be found in The Henry Ford’s archives is the Dave Friedman auto racing collection, particularly covering racing from the 1960s through 1990s. The collection came to us with about 100,000 images in already-digital format, and we’ve been adding these to our digital collections over time. We’ve just added 600 images documenting the 1966 24 Hours of Le Mans race, including the one seen here, showing not only the racecars in motion, but also the more general racetrack environment of fans in the stands and corporate logos/mascots in the background. With the addition of this latest race, 11,518 items from the Friedman collection are now available on our collections website. Browse just the latest set added, or peruse all the Dave Friedman imagery, by visiting our digital collections.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
Race car driver, commentator, author, motivational speaker. Competed in seven Indianapolis 500 races in nine years, including six consecutive years. Two-time competitor in the 24 Hours of Le Mans, the world’s oldest endurance sports car race. Nine-time participant in the 12 Hours of Sebring race. Two wins at the 24 Hours of Daytona race. Owner of over 30 national and international speed records over a 20-year period. A courageous, determined, hardworking, record-breaking, and inspirational race car driver. A woman.
Are you surprised? We're describing Lyn St. James, one of the most influential female race car drivers in history. From her first professional race in 1973, to her last in 2000, Lyn St. James continually showed the motor sports world that not only could women compete with men on the race track, but that they would outlast them, outsmart them, and outrun them. Lyn St. James was a pioneer who embodies the saying that sometimes “it takes a woman to do a man’s job.”
Throughout her career, Lyn helped other female athletes build successful careers just like she had. She serviced as the President of the Women’s Sports Foundation for 3 years, and established her own charitable foundation, Women in the Winner’s Circle, in 1994. Her work with the foundation even led to the formation of a traveling museum exhibit about female drivers, created with The Henry Ford, in 2010.
"You know me, Barney Oldfield," was the classic catchphrase of one of America's earliest celebrity sports figures, and during the nascent period of the automobile, most every American knew Berna Eli Oldfield. He became the best-known racecar driver at a time when the motor buggy was catching the imagination and passion of a rapidly changing society. Oldfield would cut a populist swath across turn-of-the century American society and in the process help define an emerging cult of celebrity.
One of the consistent themes of Oldfield's early life was a restlessness and desire for bigger, brighter, and better things in life. As a teenager, Oldfield worked odd jobs in Toledo, Ohio earning money to buy his own bicycle to ride in local and regional road and endurance races. An attempt at professional boxing ended after contracting typhoid fever and Oldfield returned to racing for company-sponsored bicycle teams and selling parts in the off-season. Throughout the 1890s, Oldfield was part of a team of riders barnstorming across the Midwest and racing in the new "wood bowl" tracks that were sprouting up across the region. Oldfield quickly realized the need to appeal to the audience beyond the track, promoting himself as the "Bicycle Racing Champion of Ohio" and promoting a "keen formula for winning" by wearing a bottle of bourbon around his neck during races but telling reporters the liquid inside was vinegar.
Americans were fascinated with the quirky and expensive auto cars, and the boxy, carriage-like vehicles appealed to American’s desire for new, loud, audacious, and fast entertainments. During the winter of 1899, Oldfield reconnected with an old racing companion, Tom Cooper, who had just returned from England with a motorized two-wheeler (an early motorcycle). Cooper was going to demonstrate the vehicle at a race in Grosse Point, Mich., in October 1901 and asked Oldfield to come along. Cooper and Oldfield were a preliminary exhibition before the main event: a race between local "chauffeur" Henry Ford and the most well-known and successful automobile manufacturer of the day, Alexander Winton.
After the Grosse Point event, Oldfield and Cooper's attempt at mining in Colorado ended in failure and Cooper headed back to Detroit to pursue working with automobiles. Oldfield took the motorized cycle on a circuit of Western bicycle tracks, setting records along the way before returning to Detroit in the fall of 1902 at the request of Tom Cooper to drive his racecar. "The Race" between Cooper's 999, recently purchased from Henry Ford and driven by Oldfield, and Alexander Winton's "Bullet," captured the imaginations of not only Detroit's automotive elite, but the general population as well. When Oldfield piloted the 999 to victory over Winton's sputtering Bullet, the news spread like wildfire across Detroit, the Midwest, and eventually the nation. Beyond the immediate thrill of the race itself, Barney Oldfield, the "everyman" bicycle racer from the heartland, appealed to a much wider, less elite segment of American society rushing to embrace the motor car. As the Detroit News-Tribune reported after the race, "The auto replaced the horse on the track and in the carriage shed. Society sanctioned yesterday's races. And not only society, but the general public, turned out until more than five thousand persons had passed the gatekeepers.” Barney Oldfield became the face of racing for the "general public" and helped to democratize not only racing entertainment, but also automobiles in general, as the vehicles moved out of the carriage house and into backyard sheds.
Over the next 15 years, Barney Oldfield established multiple world speed records and gained notoriety wherever he went. He added an iconic unlit cigar to his racing persona and perfected the roguish image of a daredevil everyman. After a brief stint driving for Winton, Oldfield took the wheel of the Peerless "Green Dragon" and established himself as America's premier driver.
By 1904, Oldfield held world records in the 1, 9, 10, 25, and 50-mile speed categories. In 1907, Oldfield tried his hand at stage acting when he signed on to appear in a new musical called The Vanderbilt Cup. For 10 weeks and a brief road tour, Barney, as himself, raced his old friend Tom Cooper in stationary cars as backdrops whirled behind them and stagehands blew dirt into the front rows of the theater. The following year, Oldfield took on the open road race circuit and quickly added to his legend by sparking a feud with one of the emerging stars of the day, Ralph De Palma. In March 1910, Oldfield added the title "Speed King of the World" to his resume driving the "Blitzen Benz" to an astonishing 131.7 miles per hour on Daytona Beach.
Oldfield flouted the conventions of his time both on and off the track. He was notorious for his post-race celebrations, womanizing, and bar fights. His rebellious streak kept him under the scrutiny of the American Automobile Association, and in 1910, he was suspended for going on with a spectacle race against the heavy weight-boxing champion Jack Johnson, becoming the first true "outlaw" driver. He and his manager set up dates at county and state fairs across the country, holding three-heat matches against a traveling stable of paid drivers. Oldfield padded his reputation by adding an element of drama to these events by losing the first match, barely winning the second, and after theatrical tweaking and cajoling of his engine, winning the third match. During this period, Oldfield also became a product spokesman ("My only life insurance, Firestone Tires") and began racing a fellow showman and aerial barnstormer Lincoln Beachy in matches pitting "the Dare Devil of the Earth versus the Demon of the Skies for the Championship of the Universe."
Towards the end of his driving career, Oldfield made one more splash in the racing world by driving the Harry Miller-built "Golden Submarine" and established dirt-track records from one to 100 miles. In addition, Oldfield drove the Golden Sub in a series of matches on dirt and wood tracks against his old rival Ralph De Palma throughout the 1917 season, eventually winning four out of the seven races. Oldfield retired from competition racing in 1918 after winning two matches in Independence, Missouri. In typical Oldfield fashion, his final race was under suspension by the AAA after he participated in an unsanctioned event at the Michigan State Fairground.
Oldfield continued to keep himself at the fore of America's sports entertainment culture. In addition to ceremonial "referee" jobs at various races, he rubbed elbows with American movie, stage and music stars and continued his rambunctious lifestyle. Between 1913 and 1945, Oldfield appeared in six movies, usually as himself, and also tried his hand as a road tester for Hudson Motor Company, salesman, bartender, club owner and spokesman. Finally, in an attempt to raise funds to build another land-speed racer with Harry Miller, Oldfield staged a publicity and fundraising event by driving an Allis-Chalmers tractor outside Dallas, Texas and reaching a record 64.1 miles per hour.
Fittingly, Barney Oldfield's last public appearance was at the May 1946 Golden Jubilee of the Automobile Industry held in Detroit. Oldfield was fêted for his foundational role in what was then one of the largest industries in the nation. Oldfield shared the main speaker's table with automotive icons including Henry Ford, Ransom Olds, and Frank Duryea and accepted a "trophy of progress" for his role in automotive history. Barney Oldfield passed away in October 1946 having lived “such a life as men should know.”
Back in June, we announced the digitization of selections from our collection of slot cars, model race cars most popular in the 1960s and 1970s. Recently, we’ve been digitizing a collection acquired last year of spindizzies, an earlier type of model race car. Spindizzies were popular in the 1930s and 1940s, incorporating model airplane engines powered by gasoline, and were either raced together on grooved tracks or tethered to a pole and run singly on circular tracks. Our new collection, donated by Eric Zausner and the E-Z Spindizzy Foundation, includes cars, tools, and accessories. You can now view a number of these, including this 1939 “Silver Streak” model, in our Digital Collections. Check out all the cars and accessories we’ve digitized from this collection so far, and keep watching as we add more over coming months.
Ellice Engdahl is Digital Collections & Content Manager at The Henry Ford.
Just when you thought it was safe to go back into the water… er, dealership… Chevrolet’s iconic Corvette Stingray* is back. The seventh-generation Corvette just received Automobile Magazine’s “Automobile of the Year” award. It’s a great honor, and it affirms the car’s right to wear the hallowed “Stingray” name – not seen on a Corvette since 1976.
Given Corvette’s long-established status as America’s sports car, it’s easy to forget that the first models lacked a performance image. The 1953-54 cars featured inline six engines and two-speed automatic transmissions – not exactly scream machines. That began to change with the 1955 model year when a V-8 and a three-speed manual shift became options. Production figures climbed steadily thereafter, but the Corvette arguably didn’t come into its own until the 1963 model year when General Motors styling head Bill Mitchell shepherded the magnificent Sting Ray into production.
Mitchell’s car was a radical departure from previous Corvettes. The gentle curves of the earlier cars (readily seen on The Henry Ford’s 1955 example) were replaced with sharp edges. The toothy grille gave way to an aggressive nose with hidden headlights, and the roof transitioned into a racy fastback. The car was a smash in its day and continues to be perhaps the most desirable body style among collectors.
The 1963 Sting Ray was inspired by two of Mitchell’s personal project cars. The 1959 Stringray Special was built on the chassis of the 1957 Corvette SS race car. When American auto manufacturers officially ended their racing programs in the summer of 1957, the SS became surplus. Mitchell acquired the car, rebuilt it into a racer, and sidestepped the racing ban by sponsoring the car personally. The rebuilt Stingray Special’s unique front fenders, with bumps to accommodate the wheels, became a prominent part of the 1963 production car.
The second inspiration was the Mako Shark concept car introduced in 1961. While fishing in Bahamas that year, Mitchell caught an actual mako shark which he mounted and displayed in his office. The shark’s streamlined body and angular snout, combined with elements from the Stingray race car, produced a show car that turned heads wherever it was displayed.
Fifty years later, some believe that the mid-1960s Sting Rays are still the Corvette’s styling peak. Clearly, the 2014 model had much to live up to if it was to carry the Stingray name. The honors from Automobile Magazine suggest that the latest Corvette is worthy indeed.
UPDATE 01/13/14: The 2014 Corvette Stingray just took top honors as "North American Car of the Year" at the North American International Auto Show. It's further proof that the car has earned its legendary name!
Matt Anderson is Curator of Transportation at The Henry Ford
* Stingray nomenclature is a confusing business. Bill Mitchell’s 1959 race car was “Stringray” – one word. The 1963-1967 production cars were “Sting Ray” – two words. The 1968-1976 and 2014 cars reverted to “Stingray.” For what it’s worth, the fish itself is “stingray.”