September 7, 2016
Stephen Cox Blog Presented by McGunegill Engine Performance
(Read Part 1 by clicking here) Ken Wallis was running out of time. Both of Carrol Shelby's turbine-powered cars were now at Indianapolis but they were nowhere near race-ready condition. His drivers, McLaren and Hulme, had only a six-day window before they returned to Europe for the Spanish Grand Prix.
In a desperate bid to make the cars competitive, Wallis used a liberal interpretation of USAC's rules to design a new annulus (the engine opening that fed air to the turbine). When measured by technical inspectors, the annulus was under the legal 16-inch limit. But at full throttle on the race track, a variable valve system opened to permit greater air flow into the turbine. At best, this was a careful translation of the rules. If they were caught there was no guarantee that USAC wouldn't immediately disqualify the Shelby/Wallis Turbines. Such a move would be an unmitigated disaster not only for the team principals, but also for Goodyear, their drivers and their sponsors.
August 26, 2016
The Stephen Cox Blog is presented by McGunegill Engine Performance
PART 1 of 2
He wasn't the first to try, nor was he the last. Armed with a huge budget, a massive turbine engine and two of the finest drivers on the planet, in the spring of 1968 Carroll Shelby was ready to steal the Indianapolis 500.
The Botany 500 Shelby Turbine Indy Car is among auto racing's most famous near misses.
May 18, 2014
I grew up in Indianapolis and I live for the Indy 500. I’ve worked as a network announcer on the TV crew during the month of May. I’ve watched Indycar my whole life. But I have no idea how the pole position will be determined today.