1964 Indianapolis 500


The 48th International 500-Mile Sweepstakes was held at the Indianapolis Motor Speedway in Speedway, Indiana on Saturday, May 30, 1964. It was won by A. J. Foyt, but is primarily remembered for a fiery seven-car accident that resulted in the deaths of Eddie Sachs and Dave MacDonald. It is also the last race won by a front-engined "roadster", as all subsequent races have been won by rear-engined, formula-style cars. It was Foyt's second of four Indy 500 victories.
Jim Clark, who finished second the previous year, won the pole position in the Lotus 34 quad-cam Ford V-8. He took the lead at the start, and led for a total of 14 laps. However, a tire failure caused a broken suspension, and he dropped out on lap 47. Team manager Colin Chapman had chosen special soft-compound Dunlop tires for qualifying, and the rules dictated that the same type of tires be used for the race, where they suffered from a high wear rate. Clark's Lotus teammate Dan Gurney was later pulled from the race after experiencing similar tire wear.
Bobby Marshman led during the early stages of the race, at one point stretching his lead to as much as 90 seconds. During his aggressive charge in front, he became uncharacteristically obsessed with putting A. J. Foyt a lap down. On lap 39, he went too low in turn one, bottoming out the car, and dropped out with a broken transmission oil plug. Parnelli Jones later dropped out after a pit fire. With Marshman, Clark, and Jones all out of the race, A. J. Foyt cruised to victory, leading the final 146 laps.
Race winner Foyt drove the whole 500 miles without changing tires. Goodyear supplied tires for some entries, but participated only in practice. No cars used Goodyear tires during the race itself. Foyt's 1964 winning car remains the only car in the collection of the Indianapolis Motor Speedway Hall of Fame and Museum, regularly on display, that has never been restored to pre race condition.

Time trials

Time trials were scheduled for four days.

''Sears-Allstate Special''

Dave MacDonald was driving a car owned and designed by Mickey Thompson, the #83 Sears-Allstate Special. It was a rear-engined car that first raced in 1963, updated with a streamlined body for 1964. The car utilized Allstate tires, manufactured by Armstrong Tire and Rubber Co. Due to rule changes by USAC for 1964, the car was required to utilize tires. The wheels were most notably enclosed in the front and the rear by streamlined bodywork, intended to take advantage of aerodynamic effects to increase top speeds. However, it is believed that the wheel encasements, as well as the bodywork in general, made the car difficult to handle.
The fuel tank was located in the left sidepod of the car, and held approximately of gasoline. It was a single bladder, in a fiberglass shell supported by the fill neck and a moulded fibreglass body housing and a flat thin magnesium plate beneath the tank, braced by two steel straps hanging from the top rail of the frame. Following the crash, numerous erroneous accounts described the tank as oversized, some claiming it held upwards of. An urban legend circulated that Thompson was boasting plans to drive the entire 500 miles without a pit stop, using an oversized fuel tank, but this has been proven false. The crashworthiness of the car and the fuel cell was brought into question at the time.

Practice and qualifying

During practice, it was discovered immediately that the car's handling was seriously flawed. Masten Gregory complained that aerodynamic lift reduced the steering response. Gregory suffered a crash on May 6, and quit the team due to what he believed was a terribly-handling car.
Dave MacDonald managed to qualify his car without incident. Eddie Johnson qualified the second team car. On Carburetion Day, MacDonald tested the car, with conflicting accounts on whether he ever drove with a full load of fuel. Other drivers in the paddock were known to be concerned about the car, and at least one account claimed that 1963 pole winner and reigning Formula One World Champion Jim Clark advised MacDonald to get out of the car. Another Formula One driver and future Indy 500 winner Graham Hill had actually tested the car at the speedway in 1963 but had refused to drive it because of its bad handling.

Crash

On the first lap, MacDonald passed at least five other cars. As he passed Johnny Rutherford and Sachs, Rutherford noticed MacDonald's car was handling poorly, zig-zagging, and throwing grass and dirt up from the edge of the track. Rutherford later said, watching the behavior of MacDonald's car, he thought, "he's either gonna win this thing or crash." Eyewitness accounts and film footage are inconsistent about the exact details of MacDonald's first two laps, but it is generally agreed he was attempting to pass many cars.
On the second lap, MacDonald's car spun coming off turn four, as he was turning down below the groove to pass Jim Hurtubise and Walt Hansgen. The car slid across the track and hit the inside wall, igniting the gasoline in the tank and resulting in a massive fire. His car then slid back across the track, causing seven more cars to be involved. Ronnie Duman crashed, spun in flames and hit the pit lane wall, and was burned. Bobby Unser hit Duman's car from behind, and Johnny Rutherford's car on its left rear tire, and crashed into the outside wall. Chuck Stevenson and Norm Hall also crashed.
Sachs aimed for an opening along the outside wall, but MacDonald's burning car slid into his path. Sachs hit MacDonald's car broadside, causing a second explosion; Sachs died instantly, although it remains unknown if he died of blunt force trauma or incendiary injuries. Despite Sachs' body being trapped in the burning car, his driver's suit was only scorched and he received burns on his face and hands. The car was covered with a tarp before being towed to the garage area for removal of his body. A lemon that had been on a string around Sachs' neck was found inside Rutherford's engine compartment after the crash.
MacDonald was pulled from the wreckage and taken into the infield hospital. Although very badly burned, he was alive. His lungs were seared from flame inhalation, causing acute pulmonary edema. He died at 13:20 after being taken to Methodist Hospital.
The crash was well documented in film and still images, and shown worldwide. For the first time in its history, the Indianapolis 500 was stopped because of an accident. Partially in response to media pressure, USAC mandated cars carry less fuel. This resulted in a change to alcohol fuels first methanol but a switch to ethanol starting in 2006, although gasoline was partially restored in 2012 with the current E85 formula of 85% ethanol, 15% gasoline. Another response to the crash was the 1965 introduction of the Firestone "RaceSafe" fuel cell, with technology used in military helicopters.
The Sachs/MacDonald crash came just six days after the fiery crash of Fireball Roberts at the World 600. Roberts would succumb on July 2. The sense of gloom within the American racing community was further compounded when, just a week after the tragedy at Indianapolis, popular driver Jim Hurtubise was critically burned at Milwaukee.

2016 reunion

The crash deeply disturbed the MacDonald family. Members of MacDonald's family avoided visiting the Speedway. Closure was not met until son Rich MacDonald began researching his father's career, with the DaveMacDonald.net Web domain since 2003 a tribute to his father's accomplishments and a family diary to the modern era, meeting Sachs' son Edward Julius III on social media. Curt Cavin, an Indianapolis Star reporter, was able to contact MacDonald first, and shortly afterwards, contacted Sachs. Along with other contacts, most notably Angela Savage, daughter of Swede Savage, killed in the 1973 race, whose first visit to the 500 was celebrated in 2014 and has become an annual visit, the MacDonalds were able to meet at the Speedway again.
At the 2016 Indianapolis 500, Sherry MacDonald, Dave's widow and son Rich MacDonald appeared for race day, and were joined by Eddie Sachs III. All three took a photo near the site of the fatal crash, which the wall had been moved back for a safety apron in 1974 and at the time was marked by a Sunoco sign behind the wall, which since 2000 has been the pit lane exit for clockwise road course events.

Box score

Beginning in 1964, the time allowed for drivers behind the winner to complete the 200 lap race distance was reduced to "approximately five minutes of extra time", whereas before 1964, several minutes might be granted for the purpose. This five minute time allowance was allowed until 1974, after which all drivers were flagged off the track after the winner crossed the line.
FinishStartNoNameQualRankLapsTime/RetiredPoints
151 A. J. Foyt '154.67262003:23:35.8131000
232 Rodger Ward '156.4063200Running800
3718 Lloyd Ruby153.9328200Running700
42199 Johnny White '150.89328200Running600
51388 Johnny Boyd151.83518200Running500
61915 Bud Tingelstad151.21026198Flagged, +2 laps400
71223 Dick Rathmann151.86017197Flagged, +3 laps300
8274 Bob Harkey '151.57319197Flagged, +3 laps250
93268 Bob Wente '149.86931197Flagged, +3 laps200
102016 Bobby Grim151.03827196Flagged, +4 laps150
11303 Art Malone151.22225194Flagged, +6 laps100
1295 Don Branson152.67212187Clutch50
131053 Walt Hansgen '152.58113176Flagged, +24 laps
141156 Jim Hurtubise152.54214141Oil pressure
15866 Len Sutton153.8139140Magneto
163362 Bill Cheesbourg148.71133131Engine
17612 Dan Gurney154.4877110Tire wear
181814 Troy Ruttman '151.2922499Spun
192354 Bob Veith153.3811088Piston
202552 Jack Brabham152.5041577Fuel Tank
212628 Jim McElreath152.3811677Filter system
222877 Bob Mathouser '151.4512177Brakes
23498 Parnelli Jones '155.099455Pit fire
2416 Jim Clark158.828147Suspension
25251 Bobby Marshman157.857239Oil plug
262484 Eddie Johnson152.905116Fuel pump
271586 Johnny Rutherford151.400232Crash
282995 Chuck Stevenson150.830292Crash
291483 Dave MacDonald ' ✝151.464201Fatal crash
301725 Eddie Sachs ✝151.439221Fatal crash
311664 Ronnie Duman 149.744321Crash
32229 Bobby Unser154.86551Crash
333126 Norm Hall150.094301Crash

Alternates

Gallery

Broadcasting

For the first time ever, the race was shown live, flag-to-flag, on closed-circuit television in theater venues across the county. Charlie Brockman served as the anchor. A few minutes of filmed highlights appeared a week later on ABC's "Wide World Of Sports"

Radio

The race was carried live on the IMS Radio Network. Sid Collins served as chief announcer. Fred Agabashian served as "driver expert." Lou Palmer conducted the winner's interview in victory lane. The broadcast was carried by a record 558 affiliates in the United States. With the addition of WJAR-AM in Providence, Rhode Island, for the first time, the broadcast was carried by at least one affiliate originating in all 50 states. Previously, listeners in Rhode Island may have only been able to hear the broadcast from a signal from a neighboring state. The broadcast featured a 30-minute pre-race.
Bernie Herman departed the crew, and newcomer Chuck Marlowe was stationed at the backstretch location. During the broadcast, a young Donald Davidson visited the booth, and made a brief appearance for an interview. Charlie Brockman left the radio crew permanently in 1964 to take over anchoring the MCA closed-circuit television broadcast. John DeCamp joined the booth to serve as statistician. Other guests in the booth included Pete DePaolo, and Indiana Governor Matthew E. Welsh.

Eddie Sachs eulogy

During the live radio broadcast of the race, IMS Radio Network anchor Sid Collins drew critical praise for an impromptu on-air eulogy for Eddie Sachs. During the red flag, track public address announcer Tom Carnegie made the official announcement of the death of Sachs. The announcement was simulcast on the radio feed.
Silence was heard on-air for about five seconds, and at that point, Collins chimed in with a solemn, unprepared eulogy:
Collins received over 30,000 letters requesting a transcript of the eulogy. Rebroadcasts of the speech in subsequent years have generally omitted Collins' reference to Sachs' consecutive pole positions, due to his accidental misattribution of their being won a year later than they actually were, in 1960 and 1961.

Works cited